BP Machinery Manual

Document Title: Machinery Operating Manual
Revision: Final Draft

Document Front Matter: British Ruby Date: March 2008
Machinery systems Operating Manual 2.1.4a Emergency Diesel Generator Engine 2.3.8 Reduction Gearbox
2.1.4b Emergency Diesel Generator Engine Control Panels 2.3.9 Bow Thruster
2.1.5a Exhaust Gas and Turbocharger Cleaning System
List of Contents Illustrations
Issue and Update control 2.3.1a Propulsion Overview
2.2 Electrical Power Distribution
Machinery Symbols and Colour Scheme 2.2.1 Electrical Equipment 2.3.1b Propulsion Control System
Electrical and Instrumentation Symbols 2.2.2 Main Switchboard and Generator Operation 2.3.1c Propulsion Control Panels
Introduction 2.2.3 Emergency Switchboard and Generator Operations 2.3.1d Propulsion System Main Power Supplies
2.2.4 Electrical Distribution 2.3.1e Propulsion Screen Mimic
2.2.5 Shore Power 2.3.3a Propulsion Control System
Section 1: Operational Overview 2.3.3b Speed Control Diagram
2.2.6 Main Alternators
2.2.7 Emergency Diesel Alternator 2.3.3c Propulsion Auxiliaries Start Sequence
1.1 To Bring Vessel into Live Condition 2.3.3d Electrical Propulsion General Diagram
2.2.8 Preferential Tripping and Sequential Restart of Auxiliaries
1.2 To Prepare Main Plant for Operation 2.3.4a Propulsion Converter Panels
2.2.9 Uninterrupted Power Supplies and Battery Systems
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.3.7a Propulsion Motors
2.2.10 Cathodic Protection System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.3.8a Reduction Gearbox
1.5 To Prepare for UMS Operation Illustrations
2.3.8b Gearbox Local Control Panel
1.6 To Change from UMS to Manned Operation 2.2.1a Main Electrical Network 2.3.9a Bow Thruster Arrangement
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.2.1b Main Electrical Network Interlocks 2.3.9b Bow Thruster Control Panels
1.8 To Secure Main Plant at Finished With Engines 2.2.1c Main 6,600V Switchboards Layout - MS1 and MS2
1.9 To Secure Main Plant for Dry Dock 2.2.1d 440V Main Switchboard Layout
2.4 Sea Water Systems
Illustrations 2.2.1e Cargo 6,600V Switchboards Layout - CS1 and CS2
2.2.2a Main Switchboard Generator and Interconnector Panel 2.4.1 Central Cooling Sea Water System
1a Engine Room Arrangement - Floor Level 2.4.2 Fresh Water Generator Sea Water System
2.2.2b Main and Cargo Switchboard Configuration
1b Engine Room Arrangement - 4th Deck Level 2.4.3 Marine Growth Prevention System
2.2.2c No.1 Main Switchboard Busbar Earthswitch Interlocks
1c Engine Room Arrangement - 3rd Deck Level
2.2.2d No.2 Main Switchboard Busbar Earthswitch Interlocks Illustrations
1d Engine Room Arrangement - 2nd Deck Level and Steering
2.2.2e No.1 Cargo Switchboard Busbar Earthswitch Interlocks
Gear Room 2.4.1a Central Cooling Sea Water System
2.2.2f No.2 Cargo Switchboard Busbar Earthswitch Interlocks
1e Engine Room Arrangement - Upper Deck and A Deck
2.2.3a Emergency Switchboard
Levels
2.2.4a Main 440V Distribution - No.1 440V Switchboard 2.5 Fresh Water Systems
1f Engine Room Arrangement - B Deck, Casing Top and
2.2.4b Main 440V Distribution - No.2 440V Switchboard
Funnel Top Plan 2.5.1 Main Central Cooling Fresh Water Systems
2.2.4c Group Starter Panel Distribution
1g Engine Room Arrangement - Elevation Looking to Port 2.5.2 Auxiliary Central Cooling Fresh Water System
2.2.4d No.3 Group Starter Panel Distribution
2.5.3 Fresh Water Generator System
2.2.4e 440V Cargo Switchboard Distribution
Section 2: Main Engine and Auxiliary Systems 2.2.4f 440V Main Switchboard 220V Distribution Illustrations
2.2.4g Emergency Switchboard Distribution
2.5.1a Port Main Central Cooling Fresh Water System
2.2.5a Shore Power Panel
2.1 Main Diesel Generators 2.5.1b Starboard Main Central Cooling Fresh Water System
2.2.6a Main Alternator
2.5.2a Auxiliary Central Cooling Fresh Water System
2.1.1 Main Diesel Generator Engines 2.2.7a Emergency Alternator
2.5.3a Fresh Water Generator System
2.1.2 Main Diesel Generator Engines Control and Safety System 2.2.10a Cathodic Protection System
2.1.3 Main Diesel Generator Engine Operation
2.1.4 Emergency Diesel Generator Engine 2.3 Electric Propulsion System
2.1.5 Exhaust Gas and Turbocharger Cleaning System
2.3.1 Propulsion System Operation
Illustrations 2.3.2 Propulsion Limitation and Protection System
2.1.1a Main Engine Diesel/Pilot Oil System 2.3.3 Propulsion Control System
2.1.2a WECS 8000 Control System 2.3.4 Propulsion Converters
2.1.2b E700 Control Panel 2.3.5 Propulsion Transformers
2.1.2c Propulsion Remote Control System 2.3.6 Excitation System
2.1.2d Gas Valve Unit 2.3.7 Propulsion Motors
Issue: Final Draft - March 2008 IMO No. 9333606 Front Matter - Page 1 of 7
Document Title: Machinery Operating Manual Revision: Final Draft
2.6 Heating Plant and Auxiliaries 2.7.7a Incinerator Fuel Oil Service System 2.11 Bilge System
2.6.1 General Description 2.7.8a Gas Combustion Unit Fuel Oil and Fuel Gas System 2.11.1 Engine Room Bilge System
2.6.2 Boiler Control System 2.7.9a Inert Gas Generator Gas Oil System 2.11.2 Bosun’s Store and Chain Locker Bilge Systems
2.6.3 6 bar Saturated Steam System 2.7.10a Boiler Fuel Oil Service System
Illustrations
2.6.4 Condensate and Drains System
2.6.5 Boiler Water Feed System 2.8 Lubricating Oil Systems 2.11.1a Engine Room Bilge System and Oily Water Separator
2.6.6 Economiser Sootblowers 2.8.1 Main Generator Lubricating Oil Systems
2.6.7 Boiler Water Sampling and Treatment System 2.8.2 Main Propulsion Motor and Reduction Gearbox 2.12 Fresh Water and Sanitary System
2.6.8 Gas Combustion Unit Plant Lubricating Oil System 2.12.1 Fresh Water System
Illustrations 2.8.3 Stern Tube Lubricating Oil System 2.12.2 Sewage Treatment System
2.8.4 Lubricating Oil System
2.6.1a Auxiliary Boiler Illustrations
2.8.5 Lubricating Oil Separating System
2.6.2a Auxiliary Boiler Control Panel
2.6.2b Steam Separator Control Panel Illustrations 2 12.1a Fresh Water System
2.6.3a 6 bar Steam System 2 12.1b Technical Water Service System
2.8.1a Main Generator Lubricating Oil System - Engines No.1 2.12.3a Sewage Treatment System
2.6.3b Cargo Steam Heating System and No.2
2.6.3d Boiler and Economiser Safety Valve Exhausts 2.8.1b Main Generator Lubricating Oil System - Engines No.3
2.6.4a Condensate and Drain System and No.4 2.13 Accommodation Systems
2.6.5a Boiler Feed Water System 2.8.2a Main Propulsion Reduction Gearing Lubricating Oil 2.13.1 Provision Refrigeration System
2.6.6a Economiser Sootblower Control Panel System 2.13.2 Accommodation Air Conditioning Plant
2.6.7a Boiler Water Sampling and Treatment System 2.8.3a Stern Tube Lubricating Oil System 2.13.3 Incinerator and Garbage Disposal
2.6.8a Gas Combustion Unit Plant 2.8.3b Forward and Aft Stern Seal Arrangements
2.6.8b Gas Combustion Unit Burner Control Panel Illustrations
2.8.4a Lubricating Oil Filling and Transfer System
2.6.8c Gas Combustion Unit Air Blower Power Cabinet 2.8.4b Bow Thruster Oil Filling and Transfer System 2.13.1a Provision Refrigeration System
2.8.5a Generator Engine Lubricating Oil Separating System 2.13.2a Main Air Conditioning Plant
2.7 Marine Diesel Oil and Gas Oil Fuel Service Systems 2.8.5b Generator Engine Lubricating Oil Separator Control Panel 2.13.2b AuxiliaryAir Conditioning Plant
2.13.2c Air Handling Unit Control Panel
2.7.1 Marine Diesel Oil Bunkering and Transfer Systems
2.13.2d Air Conditioning Compressor Control Panel
2.7.2 Gas Oil Bunkering and Transfer System 2.9 Compressed Air Systems
2.13.3a Incinerator System
2.7.3 Marine Diesel Oil Separating System 2.9.1 Starting Air System 2.13.3b Incinerator Control Panel
2.7.4 Main Generator Engine Diesel Oil System 2.9.2 Control Air System
2.7.5 Diesel Generator Engine Fuel Gas System 2.9.3 General Service Air System
2.7.6 Emergency Diesel Generator Gas Oil System Section 3: Main Machinery and Control
2.7.7 Incinerator Fuel Oil System Illustrations
2.7.8 Gas Combustion Unit Diesel and Gas Oil Systems 2.9.1a Starting Air System 3.1 Control Room
2.7.9 Inert Gas Generator Gas Oil System 2.9.2a Control Air System
2.7.10 Auxiliary Boiler Marine Diesel Oil Service System 2.9.2b Elektronikon Control Panel 3.1.1 Engine Control Room Overview
Illustrations 2.9.3a General Service and Control Air Systems Illustrations
2.7.1a Marine Diesel Oil Bunkering and Transfer System 3.1.1a Engine Control Room Layout
2.7.1b Marine Diesel Oil Bunkering and Transfer System 2.10 Steering Gear 3.1.1b Engine Control Room Consoles
- On Deck
Illustrations
2.7.2a Gas Oil Bunkering and Transfer System 3.2 Integrated Automation System (IAS)
2.7.3a Marine Diesel Oil Separating System 2.10a Steering Gear Fluid Flow
2.7.4a Main Generator Diesel Oil System - Generators 1 and 2 2.10b Steering Gear Instruction Plate 3.2.1 IAS Overview
2.7.4b Main Generator Diesel Oil System - Generators 3 and 4 3.2.2 IAS Control Station Operation
2.7.5a Diesel Generator Fuel Gas System 3.2.3 Extension Alarm System
2.7.5b Natural Boil-Off Gas System Illustrations
2.7.5c Forced Boil-Off Gas System
2.7.6a Emergency Diesel Generator Gas Oil Service System 3.2.1a IAS System Architecture
3.2.2a Opening Screen Shot 4.6 Quick-Closing Valves, Fire Dampers and Emergency Stops
3.2.2b Engine Control Room IAS Annunciator Keyboard Illustrations
3.2.2c Machinery Control Screen Shot
3.2.2d Power Production Screen Shot 4.6a Quick-Closing Valves and Fire Dampers System
3.2.3a Extension Alarm Panel
4.7 Fire Fighting Equipment Plans
Section 4: Emergency Systems
Illustrations
4.7a Fire Fighting Equipment - Floor Level
4.1 Engine Room Fire Hydrant System
4.7b Fire Fighting Equipment - 4th Deck Level
Illustrations 4.7c Fire Fighting Equipment - 3rd Deck Level
4.7d Fire Fighting Equipment - 2nd Deck Level and Steering
4.1a Engine Room Fire Hydrant System Gear Room
4.1b Fire Control Station Layout 4.7e Fire Fighting Equipment - Upper Deck and A Deck Levels
4.2 Engine Room Water Mist Fire Extinguishing System 4.8 Lifesaving Equipment Plans
Illustrations Illustrations
4.2a Water Mist Fire Extinguishing System 4.8a Lifesaving Equipment and Escape Routes - Floor Level
4.8b Lifesaving Equipment and Escape Routes - 4th Deck Level
4.3 CO2 Fire Extinguishing System 4.8c Lifesaving Equipment and Escape Routes - 3rd Deck Level
4.8d Lifesaving Equipment and Escape Routes - 2nd Deck
Illustrations Level and Steering Gear Room
4.8e Lifesaving Equipment and Escape Routes - Upper Deck
4.3a CO2 Fire Extinguishing System
and A Deck Levels
4.4 Fire Detection System

Section 5: Emergency Procedures
Illustrations
4.4a Fire Detection System 5.1 Flooding in the Engine Room
4.4b Fire Detection and Alarms - Floor Level
4.4c Fire Detection and Alarms - 4th Deck Level 5.2 Emergency Steering
4.4d Fire Detection and Alarms - 3rd Deck Level
5.3 Fire in the Engine Room
4.4e Fire Detection and Alarms - 2nd Deck Level and Steering
Gear Room Illustrations
4.4f Fire Detection and Alarms - Upper Deck and A Deck
Levels 5.1a Engine Room Bilge System
4.5 Gas Detection System
Illustrations
4.5a Gas Detection System
4.5b Gas Detection System Control Panel
4.5c Gas Detection System Machinery Trip Cause and Effect
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
• Amendments are carried out by relevant personnel. The Technical Director
• Each document or update to a document is approved before WMT Technical Office
issue. Dee House, Parkway
Zone 2, Deeside Industrial Estate
• A history of updates is maintained. Deeside, Flintshire
• Updates are issued to all registered holders of documents. CH5 2NS, UK
• Sections are removed from circulation when obsolete. E-Mail: manuals@wmtmarine.com
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to BP Technical Operations Office.
Machinery Symbols and Colour Scheme
Sounding Head with Centrifugal Fan

Stop Valve Storm Valve With Hand Wheel Drain Silencer
Screwed Cap
Sounding Head with Self-

Screw Down Non-Return Overboard Discharge FI Flow Meter Bilge Hat
Closing Cap and Sampling
Valve
Cock (Self-Closing)
Domestic Fresh Water
P1 P2 Float Type Air Pipe Head Fusible Plug
Angle Stop Valve Pressure Reducing Valve H B Fire Hose Box
(With Insect Screen)
High Temperature Cooling Water
S
Angle Screw Down Non- Float Type Air Pipe Head Drain Trap Thermometer Pocket
Low Temperature Cooling Water Solenoid Valve
Return Valve (With flame Proof Screen)
Sea Water A Air Trap / Deaerating Valve

Lift Check Non-Return Valve Vent Pipe with Boss
Air Motor Valve Flame Screen
Hydraulic Oil
Swing Check Non-Return M
Foot Valve Boss and Plug
Valve Electric Motor Valve Vent Pipe
Lubricating Oil
Suction Bellmouth Needle Valve and V-Port Valve Simplex Auto-Back

Saturated Steam Gate Valve Diaphragm Operated Valve
Flushing Filter
Condensate Diaphragm Operated Valve Simplex Water Strainer

Butterfly Valve with Positioner (3-Way Control) Needle Valve Dublex Oil Strainer
Feed Water
W Wax Expansion
Ball Valve Sea Chest
Type Control Valve Locked Cock Oil Tray Coaming
Fire/Deck Water
A Butterfly Valve With
2-Way Cock Mud Box Auto Vent Valve Ullage Stand with Cover
CO2 Air Actuator
Fuel Oil
3-Way Cock (L-Type) Piston Valve Rose Box Remote Operated Valve Pressure Reducing Device
Fuel Gas
3-Way Cock (T-Type) Hose Valve Y-Type Strainer Emergency Shut Off Valve Scupper
(Wire Operated)
Marine Diesel Oil
Cylinder Operated Valve with

Safety / Relief Valve Valve Locked Closed Observation Glass Positioner (3-Way Control A Air Horn
Sludge/Waste Oil
Rotary Plug Type)
Air
Angle Safety / Relief Valve Valve Locked Open Water Separator Self Contained Type S Steam Horn
Control Valve
Bilges
Regulating Valve Orifice Gear or Screw Type Pump Simplex Oil Strainer Discharge/Drain
Electrical Signal
Normally Open
Self-Closing Valve Blind (Blank) Flange Centrifugal Pump Hopper Without Cover N.O or N.C or
Instrumentation Normally Closed
Quick-Closing Valve Flexible Hose Eductor (Ejector) Hopper With Cover Tank Penetration
(Hydraulic Operated)
Quick-Closing Valve Spectacle Flange Hand Pump Hose Coupling Spool Piece
(Air Operated) Open Shut
Electrical and Instrumentation Symbols

CP Capacitance RI RPM Indicator
A: Ammeter CI Compound Indication RCO RPM Counter
6,600V AC Earth AMC: “A” series Marine Controller
CO2 CO2 Meter RX Revolution Transmitter
AS: Ammeter Selection Switch
O2 O2 Meter RC Revolution Controller
AVC: Alstom Vessel Control
DP Differential Pressure SAH Salinity Alarm (High)
Battery bank BCS: Emergency Generator ACB Switch
440V AC DPAH Differential Pressure Alarm (High) SI Salinity Indication
BCS-B1: No.1 Bus Tie ACB Control Switch
BCS-B2: No.2 Bus Tie ACB Control Switch DPS Differential Pressure Switch SX Salinity Transmitter
CB: Circuit Breaker DPX Differential Pressure Transmitter SM Smoke Indication
220V AC 10M Manual Control
I/O Ethernet Network COS-A: Control Mode Selection Switch DPI Differential Pressure Indicator SMX Smoke Transmitter
COS-BT: Bus Tie Control Mode Key Switch DTAH Differential Temperature Alarm (High) TR Temperature Recorder
COS-M: Control Position Selection Switch (ESB-IAS) EM Electromagnetic Flow Meter TOC Temperature Control
Vacuum Circuit Breaker Redundant 100M CTT: Current Test Terminals FAL Flow Alarm (Low/Non) TI Temperature Indication
(Open Position) Ethernet Network ECR: Engine Control Room
FOC Flow Controller TIAH Temperature Alarm/Indicator (High)
ECS: Engine Control Switch - Start/Stop
FX Flow Transmitter TIAL Temperature Alarm/Indicator (Low)
Vacuum Circuit Breaker 10M Field I/O EGD: Ethernet Global Data
FI Flow/Frequency Indication TIAHL Temperature Alarm High/Low Indicator
(Closed Position) Ethernet Network ETS: Earth Test Switch
F: Frequency Meter FS Flow Switch TS Temperature Switch
FVS: Frequency and Voltmeter Selection Switch FSL Flow Slowdown (Low/Non) TT Temperature Transmitter
Vacuum Circuit Breaker GCS: Governor Control Switch FLG Float Type Level Gauge TSH Temperature Shutdown (High)
(Closed or Open Position) HM: Run Hour Meter HY Hydrazine Detector/Meter TSL Temperature Shutdown (Low)
IRM: Insulation Resistance Meter H2O Hydrometer VX Vacuum Transmitter
I/O: Input/Output LAH Level Alarm (High) VS Vacuum Switch
Air Circuit Breaker LT: Lamp Test Pushbutton LAVH Level Alarm (Very High) VA Vacuum Alarm
MB: Machine Bridge VSH Vibration Shutdown
LAEH Level Alarm (Extremely High)
NB: Network Bridge
LAHH Level Alarm (High High) VI Viscosity Indication
Moulded Case Circuit PB: Port Synchroconverter
LAL Level Alarm (Low) VC Valve Control
Breaker PC: Port Propulsion Control Cabinet
PE: Port Propulsion Excitation Cabinet LOC Level Controller VAH Viscosity Alarm (High)
PEC: Power Electronic Controller LCH Level Controller (High Alarm) VAHL Viscosity Alarm (High/Low)
Vacuum Contactor Switch
PHS: Panel Heater Switch LCL Level Controller (Low Level) VAL Viscosity Alarm (Low)
with Fuse
PLC: Programmable Logic Controller LCG Local Content Gauge XA Binary Contact
PLS: Propulsion Power Limitation System LI Level Indication XSH Other Shutdown
Disconnecting Switch PM: Port Propulsion Motor LIAL Level Alarm/Indicator (Low ) XSL Other Slowdown
PMS: Power Management System LIAH Level Alarm/Indicator (High) ZI Position Indication
PSI: Phase Sequence Indicator Meter ZS Limit Switch
LIAHL Level Alarm/Indicator (High/Low)
PST: Phase Sequence Test Switch
Starter Panel LR Level Recorder
ST PT: Port Propulsion Transformer
PTM: Port Propulsion Premagnetising Transformer LS Level Switch
PTT: Potential Test Terminals MS Microswitch Function is Locally
XXX
RPRY: Reverse Power Relay (Inside Panel) MC Motor Control and Indication Available
PD Power Distribution Board
RTS: Emergency Generator Sequence Test Switch MI Motor Indication (Run/Normal)
SB: Starboard Synchroconverter OAH Oil Content Alarm (High) XXX Functions are Available
SC: Starboard Propulsion Control Cabinet OI Oil Content / O2 Indicator XXXX in Control Room
LD Lighting Distribution Board SE: Starboard Propulsion Excitation Cabinet PAH Pressure Alarm (High)
SHS: Space Heater Switch PAL Pressure Alarm (Low)
SM: Starboard Propulsion Motor XXX Functions are Available
PIAL Pressure Alarm/Indicator (Low)
Connection Box ST: Starboard Propulsion Transformer XXXX on a Local Panel
PIAH Pressure Alarm/Indicator (High)
STM: Starboard Propulsion Premagnetising Transformer
STR: Short Circuit Trouble Reset Switch PIAHL Pressure Alarm High/Low Indicator
SY: Synchroscope PICAHL Pressure Alarm High/Low Indicator/Control H
Distribution Transformer SYS: Synchroscope Selection Switch POT Proportional Position Indicator XXX Letters outside the circle
PX Pressure Transmitter XXXX of an instrument symbol
TIB: Transceiver Interface Board L
TL: Synchro Lamps POC Pressure Controller indicate whether high (H),
V: Voltmeter high-high (HH), low (L)
Propulsion Transformer PR Pressure Recorder
VR: Voltage Regulator or low-low (LL) function
PI Pressure Indication is involved
W: Wattmeter PS Pressure Switch O = Open
WHM: Watt/Hour Meter
DG Diesel Generator PSH Pressure Shutdown C = Closed
PSL Pressure Slowdown
PH PH Detector/Meter
EG Emergency Generator
Introduction Most safety precautions are a matter of common sense and good housekeeping Part three provides similar details for the vessels main machinery control
and are detailed in the various manuals available on board. However, records system. Parts four and five describe the emergency systems and procedures.
show that even experienced operators sometimes neglect safety precautions
General through over-familiarity and the following basic rules must be remembered at The valves and fittings identifications used in this manual are the same as those
all times. used by the shipbuilder.
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single document which gives guidance on • Never continue to operate any machine or equipment which
operating complete systems as installed on board, as distinct from individual appears to be potentially unsafe or dangerous and always report Illustrations
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform such a condition immediately.
and guide competent ship’s staff, and trainees in the operation of the systems • Make a point of testing all safety equipment and devices All illustrations that are referred to in the text and are located either in-text
and equipment on board and to provide additional information that may not regularly. Always test safety trips before starting any equipment. where sufficiently small, or above the text, so that both the text and illustration
be otherwise available. In some cases, the competent ship’s staff and trainees In particular, overspeed trips on auxiliary turbines must be are accessible when the manual is laid open. When text concerning an
may be initially unfamiliar with this vessel and the information in this manual tested before putting the unit to work. illustration covers several pages the illustration is duplicated above each page
is intended to accelerate the familiarisation process. It is intended to be used in of text.
conjunction with shipyard drawings and manufacturer’s instruction manuals, • Never ignore any unusual or suspicious circumstances, no
bulletins, Company Policies and Procedures, the ship’s Captain’s and Chief matter how trivial. Small symptoms often appear before a major Where flows are detailed in an illustration these are shown in colour. A
Engineer’s Standing Orders and in no way replaces or supersedes these failure occurs. key of all colours and line styles used in an illustration is provided on the
publications, all of which take precedence over this manual. • Never underestimate the fire hazard of petroleum products, illustration. Details of colour coding used in the illustrations are given in the
whether fuel oil or cargo vapour. machinery symbols and colour scheme. Symbols given in the manual adhere
Information relevant to the operation of the British Ruby has been carefully to international standards and keys to the symbols used throughout the manual
collated in relation to the systems of the vessel and is presented in three on • Never start a machine remotely from the cargo and engine
are also given in the machinery symbols and colour scheme.
board volumes consisting of BRIDGE SYSTEMS OPERATING MANUAL, control room without checking visually if the machine is able to
CARGO SYSTEMS OPERATING MANUAL and MACHINERY SYSTEMS operate satisfactorily.
OPERATING MANUAL. Notices
In the design of equipment, protection devices have been included to ensure
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of The following notices occur throughout this manual:
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety WARNING
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any
Warnings are given to draw reader’s attention to operation where
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
DANGER TO LIFE OR LIMB MAY OCCUR.
operating conditions.
Description CAUTION
It is impossible to anticipate every circumstance that might involve a potential
Cautions are given to draw reader’s attention to operations where
hazard, therefore, warnings and cautions used throughout this manual are The concept of this Machinery Operating Manual is to provide information to DAMAGE TO EQUIPMENT MAY OCCUR.
provided to inform of perceived dangers to ship’s staff or equipment. In many technically competent ship’s officers, unfamiliar with the vessel, in a form that
cases, the best operating practice can only be learned by experience. is readily comprehensible, thus aiding their understanding and knowledge of
Note: Notes are given to draw reader’s attention to points of interest or to
the specific vessel. Special attention is drawn to emergency procedures and fire
supply supplementary information.
If any information in these manuals is believed to be inaccurate or incomplete, fighting systems.
the officer must use his professional judgement and other information available
on board to proceed. Any such errors or omissions or modifications to the The manual consists of a number of parts and sections which describe the Safety Notice
ship’s installations, set points, equipment or approved deviation from published systems and equipment fitted and their method of operation related to a
operating procedures, must be reported immediately to the BP Shipping Technical schematic diagram where applicable. It has been recorded by International Accident Investigation Commissions that
Operations Office, who should inform WMT so that a revised document may be a disproportionate number of deaths and serious injuries that occur on ships
issued to this ship and in some cases, others of the same class. Part one details the machinery commissioning procedures required to bring each year during drills involve lifesaving craft. It is therefore essential that
the vessel into varying states of readiness, from bringing the vessel to a live all officers and crew make themselves fully conversant with the launching,
condition through to securing plant for dry dock. retrieval and the safe operation of the lifeboats, liferafts and rescue boat.
Safe Operation
The second part of the manual details ship’s systems, providing a technical
The safety of the ship depends on the care and attention of all on board. description, system capacities and ratings, control and alarm settings and
operating details.
Section 1: Operational Overview
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines
1.9 To Secure Main Plant for Dry Dock
Illustrations
1a Engine Room Arrangement - Floor Level
1b Engine Room Arrangement - 4th Deck Level
1c Engine Room Arrangement - 3rd Deck Level
1d Engine Room Arrangement - 2nd Deck Level and Steering Gear Room
1e Engine Room Arrangement - Upper Deck and A Deck Levels
1f Engine Room Arrangement - B Deck, Casing Top and Funnel Top Plan
1g Engine Room Arrangement - Elevation Looking to Port

Document Section 1: British Ruby Date: March 2008
1.1 To Bring Vessel Into a Live Condition
Dead Ship Condition
Put the starting and instrument air systems into

operation and switch on a starting air, a working air and 2.9.1
No Shore Supply Available
a control air compressor. Charge one of the starting 2.9.2
air receivers and the working and control air receivers 2.9.3
Prepare the emergency generator for operation.
If necessary fill the emergency diesel generator fuel 2.1.4 to full capacity.
Shore Supply Available tank from drums.
Establish shore supply. Check the phase rotation, 2.2.5 Prepare the main generator MDO fuel system for
voltage and frequency. operation and start a diesel oil circulating pump for the 2.7.4
engine that is to be started.
Start the emergency diesel generator and supply the 2.2.3
emergency switchboard. Backfeed the main 440V 2.2.7
switchboards through the appropriate breakers.
Start up the main diesel generator locally and connect

to the main 6.6kV switchboard. Black out the port or
2.1.3
starboard main 440V switchboard after starting pumps
2.2.2
on the other board. 6.6kV can now be used to make the
Isolate the sequential restart system and set all
dead 440V board live again. Synchronise the
auxiliary equipment to manual to avoid an automatic 2.2.8
emergency generator to the 440V board and close the
restart.
interconnector The emergency generator breaker will
automatically open.
Supply main and emergency lighting throughout

2.2.3
the vessel, together with the necessary ventilation.
Stop the emergency generator and place it on standby. 2.1.4
2.2.3
On one of the main generator engines, start the jacket

water preheating pump and electric preheater and bring 2.4.1
Start up all the following - auxiliary boiler, 2.6
the engine fresh water cooling system into operation.
emergency systems, stern tube lubrication system, 4
provisions refrigeration units, sewage treatment plant, 2.8.4
air conditioning units, ventilation fans not in use, and 2.12.2
accommodation supplies etc. 2.13
Put the main diesel generator sea water cooling system
2.4.1
into operation.
Put the remaining diesel generators on standby.
Prepare the generator fuel system for operation on
2.2.2
Put the diesel generator prelubricating oil system into boil-off gas. Prepare the gas combustion unit for
2.6.8
2.8.1 operation and start when ready.
operation on the generator to be started. 2.7.5
Switch the engine(s) over to operate on gas when the
2.2.8
gas supply is steady. (Only available if the engine has
been started in pilot diesel mode.)
Bring the auxiliary fresh water central cooling system 2.5.2
into operation.
Plant is now in a ‘Live’ Condition
Issue: Final Draft - March 2008 IMO No. 9333606 Section 1 - Page 1 of 16
1.2 To Prepare Main Plant for Operation
Plant is now in a ‘Live’ Condition
Prepare the auxiliary boiler, feed water and steam

system. When available bring the steam system 2.6
into service.
One diesel generator running on diesel oil the remaining 2.1
diesel generators are on standby. 2.2
The emergency systems are ready for use. 4
The auxiliary systems are available as required. 2.4
The sea water and FW cooling systems are in service. 2.5 When heating steam is available, start the
2.8.5
lubricating oil separators.
Start the exhaust gas economiser boiler water

Prepare the generator fuel system for operation on 2.6.5
2.7.5 circulating pumps.
boil-off gas.
Start the reduction gearbox lubricating oil pumps

and the turning gear. 2.8.2
Prepare the gas combustion unit for operation and

2.6.8
start in standby mode when ready.
Plant is in 'In Port' Condition
Change the generator engine to operate on gas

when the gas supply is steady. (Only available if 2.7.5
the engine has been started in pilot diesel mode.)
One diesel generator is in use and operating in fuel
gas mode. The other diesel generators and the
emergency generator are on automatic standby
and switched to remote. The boiler and steam
plant are in use. The gas combustion unit is
switched to standby mode. The LD compressor is
operating and the excess boil-off gas is being
Confirm all generator engine jacket cooling water 2.5.1 returned to shore. The generator MDO system is
preheater units are running .
operational. The SW and CFW systems are in use.
The main propulsion gearbox electric LO pumps
are operating. The domestic services are in use.
1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition
Plant is in 'In Port' Condition

Obtain clearance from the bridge before
disengaging the turning gear. Turn the motors and 2.3.8
gearbox in the ahead and astern directions.
One diesel generator is in use and operating in fuel
and switched to remote. The boiler and steam
Check the telegraph, bridge/engine room clocks
plant are in use. The gas combustion unit is
and communications.
switched to standby mode. The LD compressor is
operating and the excess boil-off gas is being
returned to shore. The generator MDO system is
operational. The SW and CFW systems are in use.
Start the bow thruster pumps and make ready for 2.3.9
The main propulsion gearbox electric LO pumps
operation. Prepare the deck machinery for use.
are operating and the turning gear is engaged. The
domestic services are in use.
Inform the bridge that the main propulsion is ready

for use.
Start a second diesel generator, parallel it with the

generator already running and connect it to the Transfer the main propulsion controls to bridge
2.1.3 2.3.3
6.6kV switchboard. If started in pilot diesel mode, control and monitor their response as manoeuvring
2.2.2
switch the engine over to fuel gas mode. Stop proceeds. Ensure all the information concerning
2.7.5
returning the excess boil-off gas to shore and allow the above being carried out is recorded along with
the LD compressor controller to stabilise. the times at which each section is completed.
Plant is in ‘Manoeuvring Condition’

The gas combustion unit will operate automatically
2.6.8
if the rate of boil-off exceeds consumption.
Two diesel generators in use and operating in fuel

Start the steering gear motors and pumps and emergency generator are on automatic standby
2.10
carry out the steering function tests. and switched to remote. The boiler and steam plant
are in use. The gas combustion unit is switched to
standby mode. The LD compressor and forcing
vaporiser are operating. The generator MDO
system is operational and ready for immediate use.
Ensure all of the auxiliary equipment standby The SW and CFW systems are in use. The main
pumps are switched to automatic. propulsion gearbox electric LO pumps are
operating and the turning gear is disengaged. Both
steering gear systems are in use. Deck machinery
is ready for use. The domestic services are in use.
1.4 To Change Main Plant From Manoeuvring To Full Away
Ensure the economiser steam dump system is

2.6.3
operational.

and switched to remote. The gas combustion unit Vessel is ‘Full Away’ and on Bridge Control
is switched to standby mode. The LD compressor
and fuel gas heater are operating. The generator
MDO system is operational and ready for
immediate use. The boiler and steam systems
are in use. Both steering gear systems are in use. When clear of coastal waters, start up the fresh
2.5.3
Bow thruster and deck machinery are ready for water generator system (if required).
use and the vessel is manoeuvring on bridge
control. All of the domestic services are available
for use.
Transfer and separate MDO as required. 2.7.1
2.7.3
Stop the bow thruster and shut down the deck 2.3.9
machinery (winches and windlass). Reduce the bilge water holding tank level through
the oily water seperator if the vessel is not in a 2.11
restricted area.
Stop one of the steering gear pump units. 2.10
Ensure the auxiliary boiler regulates correctly as 2.6.2

the economisers take over steam generation.
Check the PMS is in automatic operation and able
2.2.3
to start and synchronise the remaining standby
generators. Adjust the generator start and running
sequence as required.
Confirm with the bridge that the generator exhaust 2.6.6
gas economisers can be sootblown and proceed
as necessary.
When the bridge notifies the engine control room
of full away, record the following:
Time.
MDO tank levels.
Fuel gas and MDO fuel meter readings.
Fresh water tank levels.
1.5 To Prepare for UMS Operation
Plant 'Manned' Condition

Stopped diesel generators are on standby. 2.1.2
Acetylene and oxygen cylinder valves are closed
and flexible pipes disconnected.
Ensure all FO, LO and fresh water tanks/sumps
are adequately full.
All standby pumps and machinery systems
are on auto start, the sequential restart system is 2.8.2
operational.
Ensure that the fuel gas system is operating 2.6.8 Main engine on bridge control. 2.1.2
correctly with the GCU on standby. 2.7.5
All ventilation fans are running.

Ensure the bilges are dry and the high level 2.11.1 Data logger is programmed to print parameters
alarms are operational. 3.2
as required.
All combustible material is stored in a safe place.
Ensure that the fire detection system is operational. 4.4

Control is on the bridge and duty officers are
informed of commencement time of UMS. 3.2
All strainers and filters of running and standby
machinery are in a clean condition.
All piping systems are tight and not temporarily
repaired.
Duty officer is made aware of identity and location
The engine room and steering gear compartment of the duty engineer.
doors are shut.
All alarms and safety cut-outs are operational. 3.2.1
Watchkeeper control is switched to the duty

All operating parameters are within normal range. 3.2 engineer's cabin. 3.2.3
All drain tanks are empty.
.
Engine room air conditioning units are operating
2.13.3 Engine room is not to be unmanned for more than
Compressed air receivers are fully charged. 2.9 correctly.
8 hours. The UMS period must not exceed 8 hours.
2.7.3 All loose items are secured.

Separator feed inlets are suitably adjusted.
2.8.5
Plant in 'UMS' Condition
Emergency diesel generator is on standby. 2.1.4 Workshop welding machine plug is removed.
1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate the patrol man alarm on entry into the

engine room. 3.2.3
Notify the bridge of manned condition.
Inform the bridge why the engine room is manned

if outside normal hours.
Switch watchkeeping control to the ECR. 3.2.3
Reset patrol man alarm every 20 minutes when

3.2.3
duty engineer only is manning the engine room.
Examine the latest parameter print out.
Handover to the on coming duty engineer and

inform them 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
1.7 To Change Main Plant From Full Away to Manoeuvring Condition
Vessel is ‘Full Away’ and on Bridge Control
Start the bow thrust hydraulic pumps and close the

2.3.9
the circuit breakers for the thrust motor and the
Confirm with the bridge that the generator exhaust 2.6.6 deck machinery (winches and windlass).
gas economisers can be sootblown and proceed
as necessary.
Start the second steering gear pump unit. 2.10
Reduce the bilge water holding tank level through

the oily water separator if the vessel is not in a 2.11
restricted area. Test communications and manoeuvring systems.
When the bridge notifies the engine control room

Transfer and separate MDO as required. 2.7
of end of passage, record the following:
Time.
MDO and MGO tank levels.
Fuel gas and MDO fuel meter readings.
Stop the fresh water generator system (if running) 2.5.3 Fresh water tank levels.
before entering coastal waters.

Ensure that the gas combustion unit is on standby 2.6.8
and ready to start in the event of pressure
fluctuations during manoeuvring.
and switched to remote. The boiler and steam plant
Check the PMS is in automatic operation and able 2.2.2 are in use. The gas combustion unit is switched to
to start and synchronise the remaining standby
standby mode. The LD compressor and forcing
generators. Adjust the generator start and running
vaporiser are operating. The generator MDO
sequence as required.
system is operational and ready for immediate use.
The SW and CFW systems are in use. The main
propulsion gearbox electric electric motors are
operating. Both steering gear systems are in use
Ensure the auxiliary boiler regulates correctly as 2.6.2 and the bow thrust and deck machinery are ready
the economiser steam generation reduces. for use. The domestic services are in use.
The vessel is manoeuvring on bridge control.
1.8 To Secure Main Plant at Finished With Engines
Plant is in ‘Manoeuvring’ Condition
Two or more diesel generators are operating in fuel

gas mode. A spray pump, LD compressor and
2.1
fuel gas heater are operating. The MDO system is
2.2
operational and ready for immediate use. The
2.6
remaining diesel generators are on automatic
2.7
standby. The emergency generator is on standby.
The gas combustion unit is in operation. The
auxiliary boiler and the steam system are in service.
The SW and CFW systems are in use. The
domestic and accommodation services are in use.
Plant is ‘In Port’ Condition
When manoeuvring is complete and the ship safely

moored, reduce the number of operating diesel One diesel generator is in operation using boil-off
2.1
generators to one. Leave remaining generators on gas, the other diesel generators are on automatic
2.6.8
automatic standby. Keep the gas combustion unit standby. The emergency generator is on standby.
operating to prevent compressor surge. When the The boiler and steam systems are in use.
shore vapour main has been connected, stop the One LD compressor, one spray pump and the
gas combustion unit and return excess boil-off gas fuel gas heater are in use. Excess boil-off gas is
to shore. Keep one LD compressor and the fuel being returned to shore. The gearbox is being
gas heater in operation. lubricated by the electric LO pumps and the turning
gear is engaged.
Keep the generator MDO fuel system in operation

for the pilot diesel injection and for operation in the 2.7.4
event of a fuel gas trip. Remaining auxiliaries in use - emergency systems, 4
stern tube lubrication, refrigeration units, sewage 2.6
treatment plant, air conditioning units, and 2.12
domestic supplies etc. 2.13
Maintain the standby generators in a warm 2.5.1
condition using the preheaters and ensure the 2.8.1
engine pre-lubrication systems are operational.
Check that the propulsion and gearbox electric LO 2.8.2

pumps are operating and engage the turning gear. 2.3.8
1.9 To Secure Main Plant For Dry Dock
Plant is in ‘In Port’ Condition and Afloat in the Dry Dock

Shut down the boiler feed pumps and condensate
2.6 Establish shore power. Check the phase rotation,
system. Isolate the distilled water tanks. 2.2.5
voltage and frequency.
One diesel generator is in operation using MDO,
the other diesel generators are on automatic
standby. The emergency generator is on standby. Shut down the air conditioning and refrigeration 2.13 Stop the emergency diesel generator.
The boiler and steam systems are in use. The plants until shore power supply is established. 2.1.4
tanks have been gas freed and the LD
compressors, spray pumps and the fuel gas
heater have been shut down. The gas combustion The dry dock can now be pumped down until the Connect the shore supply.
unit has been shut down. The gearbox is being vessel is on the blocks but the dock remains wet. 2.2.5
Connect the shore supply to the emergency
lubricated by the electric LO pumps and the turning
switchboard. Establish lighting and ventilation and
gear is engaged.
any other essential services.
Shut down the bow thruster and deck machinery 2.3.9
systems.
Allow the gearbox to rotate on the turning gear 2.3.8
until the unit has cooled down. Restart the air conditioning and refrigeration plants 2.13
Shut down the stern tube LO system. Shut down 2.8
the main propulsion and gearbox LO systems.
Ensure that all of the tanks are at the required Restart the FW cooling pump and circulate through 2.5.1
levels to give the vessel the necessary trim, 4.1 the diesel generator until it is cool.
draught and stability for docking down onto the Shut down the fire pumps. Pressurise the fire main
2.4
blocks. and SW coolers from the shore supply.
Close the quick-closing valves on all the oil tanks 4.6

to ensure isolation of oil tanks during dry dock.
Isolate the PMS and ensure the standby Trip the main diesel generator from the
2.2 2.2
generators do not start on automatic. switchboard, allow it to run on no load to cool down
before stopping. The emergency diesel generator
should start and supply the lighting, ventilation, 5.2
Secure the engine room hi-fog and local fire
central SW and FW cooling systems. 5.3
Shut down the MDO and LO separators as fighting systems.
2.7 5.5
necessary. Fully charge the starting air and control
2.8
air receivers then switch off and isolate the
2.9
compressors . Shut down the exhaust gas economiser boiler
water circulation pumps after an acceptable 2.6.5 The dry dock can now be pumped out and emptied.
cooling off period. Shut down the generator engine
Shut down the auxiliary boiler and allow it to cool LO, fresh water cooling and heating systems.
2.6
naturally, drain if required for maintenance.
Plant Secured for Dry Dock
Illustration 1a Engine Room Arrangement - Floor Level Oily Bilge Separator

Oily Bilge Tank
No.1 Propulsion Motor
59 63 67
55
Dirty Grey Water 51
47 Auxiliary Central Fresh
Reduction Gearing Lubricating Oil Pump Holding Tank 43
Water Cooler
39
CJC Fire Filter Water Ballast Tank In
35
Engine Room (Port)
No.2 Generator Engine 31
Lubricating Oil Sump Tank
Fire Line Pressurising Pump
28
25 Up
Sea Water Hydrophore Unit
Reduction Gearbox
Sea Water Strainer
No.1
Bilge Fire General Service Pump
Tank Top
21
No.2
Main Cooling Sea Water Pump (Port)
No.1 Generator Engine
17 Lubricating Oil Sump Tank Sea Water Spray Pump
Auxiliary Cooling Fresh Water Pump

Ballast Pump No.1
Auxiliary Cooling Sea
No.1 Water Pump No.1
Auxiliary Cooling Sea
Down Water Pump No.1
No.2
Escape Tunnel Ballast Pump No.2
MGPS Anode Tank
No.3
Air Space Drain Tank Cooling Fresh Water Drain Tank
Stern Tube Bearing Engine Room Bilge Pump
Lubricating Oil Header Tank Ballast Pump No.3
Fresh Water Generator
Stern Tube Bearing
Ejector Pump
Cooling Fresh Water Transfer Pump
Main Cooling Sea Water Pump No.1
17
(Starboard)
No.4 Generator Engine No.1
No.2 Solenoid Valve Board
For Ballast Control Valves
Waste Oil Transfer Pump
21 Ballast Water
Sea Water Strainer
Sludge Tank
Spare Strainer Filter
Up
25 Marine Diesel Oil Transfer Pump
Lubricating Oil Purifier Supply Pump
28 Lubricating Oil Transfer Pump
31 Dirty Grey Water Pump
35
Water Ballast Tank In
Jacking Oil Pump Engine Room (Starboard)
39
No.2 Propulsion Motor 43
47
Bilge Holding Tank 51
55
High Voltage Cable Way 59 63 67
Engine Room Frame Space : 800 2750
Marine Diesel Oil Settling

Illustration 1b Engine Room Arrangement - 4th Deck Level Inert Gas
Tank (Port) (Sloped) Marine Diesel Oil Service
Generator Tank (Port) (FR51-FR55 Sloped)
Control Air Dryer For Engine Room (Port)
Drain Pipe Control Air Dryer For
Machinery System
Cargo System After Marine Diesel
Generator Engine Central 43 47 51 55 59 63 67
Oil Bunker Tank (Port)
39
Fresh Water Cooler (Port) 35
31
Fresh Water Generator 28
25
21
17
Main Generator Engine Room
No.2 No.1
General Service Air Compressor
Lubricating Oil Fine Filter Control Air Compressor
No.1 No.1
No.2 No.1
Lubricating Oil Auto Filter
No.2 No.2 Control Air Reservoir
General Service Air Reservoir
Generator Engine Lubricating
Oil Cooler No.1 Generator Engine Convertor Room (Port)
Lubricating Oil Prelube Pump

No.1 Generator High Voltage Cable Way
Gas Valve Hood Room (Port)
For DF Engine Gas Valve Unit For 9L50DF
Generator Engine Lubricating No.2 Generator Engine
Oil Cooler
Gas Valve Unit For 12V50DF No.2 Generator Hatch
Lubricating Oil Prelube Pump
Emergency Fire Pump Room
Lubricating Oil Fine Filter
Crane Service Area
Main Generator Engine Room
Lubricating Oil Fine Filter Elevator
Lubricating Oil Prelube Pump No.3 Generator Hatch

Oil Cooler
Gas Combustion Unit For 12V50DF
Gas Valve Hood Room
(Starboard) For DF Engine Gas Combustion Unit For 9L50DF No.4 Generator

Oil Cooler Convertor Room (Starboard)
Lubricating Oil Prelube Pump No.2 No.1 No.3 No.2 No.1
Lubricating Oil Filter High Voltage Cable Way
Lubricating Oil Fine Filter Marine Diesel Oil Purifying

Fuel Oil Safety Filter Supply Pump
No.5 No.3 No.1
After Marine Diesel Oil
No.8 No.7 No.6 No.4 No.2 Bunker Tank (Starboard)
17
(Starboard)
21
25
28
Generator Engine Central 31
35
Fresh Water Cooler 39
43 47
(Starboard) 51 55 59 63 67
Purifier Room Generator Engine Marine Water Ballast Tank In
Diesel Oil Circulating Pump Engine Room (Starboard)
Lubricating Oil
Separator No.1,2 Lubricating Oil Marine Diesel Oil Settling
Separator Heater Marine Diesel Oil Marine Diesel Marine Diesel Oil Service Tank
Tank (Starboard) (Sloped) Separator Heater Oil Separator (Starboard) (FR51-FR55 Sloped)
Illustration 1c Engine Room Arrangement - 3rd Deck Level

Generator Engine Lubricating Marine Diesel Oil
Fresh Water Tank (Port) Generator Engine Lubricating Oil Storage Tank (Port) Settling Tank (Port)
Oil Settling Tank (Port) 51 55 59 63 67
43 47
No.1 Inert Gas Generator Blower Unit 31 35 39
Water Ballast Tank In Engine
28
25
21 Room (Port)
Water Mist Pump Unit 17
Bunker Tank (Port)
Gear Box Lubricating
Oil Gravity Tank
Marine Diesel Oil Service
No.2 Inert Gas Generator Blower Unit Tank (Port)
Vent Trunk Machine Space

Inert Gas Generator
Vent Trunk Generator Engine Room
Spare Exhaust Gas Fan
Gas Combustion Unit Hood Room Exhaust Fan (Port) No.1
No.1 Exhaust Gas Fan No.2

Switchboard and
Main Generator Engine Room (Port) Transformer
Room (Port)
Crane Service Area
Preheating Unit
No.2 Exhaust Gas Fan
Escape Tunnel
Elevator
No.3 Exhaust Gas Fan
Preheating Unit
Main Generator Engine Room (Starboard) Switchboard and

Transformer
No.4 Exhaust Gas Fan Room (Starboard)
No.1
Crane Service Area

No.2 Fresh Water Hydrophore Unit
Gas Combustion Unit Hood Room Exhaust Fan (Starboard)
Mineraliser
Generator Engine Room Vent Trunk
Silver ION Steriliser and
Sewage Collection Tank No.3 No.1 No.1
Ultraviolet Steriliser
Machinery Space Vent Trunk No.4 No.2 No.2

Marine Diesel Oil Service
Tank (Starboard)
Boiler Water Circulating Pump
Boiler Feed Water Pump After Marine Diesel Oil

Steam Drain Cooler Bunker Tank (Starboard)
Water Ballast Tank In Engine

Sewage Treatment Plant
17 Room (Starboard)
21
25
28
Purifier Room Exhaust Fan 31 35 39 43 47 51
Generator Engine Lubricating 55 59 63 67
Fresh Water Tank (Starboard) Oil Settling Tank (Starboard) Generator Engine Lubricating Marine Diesel Oil Settling Hot Water Circulation Pump
Oil Storage Tank (Starboard) Tank (Starboard)
Calorifier
Illustration 1d Engine Room Arrangement - 2nd Deck Level and Steering Gear Room
Nitrogen Buffer Tank Starboard Main Generator Engine
Generator Engine
Room Exhaust Fan
Starting Air Compressor Inert Gas
Inert Gas Inert Gas Generator Nitrogen Generator
Chiller Unit
Cooling Unit
Gearbox Lubricating
Generator Engine
Oil Storage Tank
Starting Air Reservoir
Port Soot Engine Room (Port)
Collecting Tank
Inert Gas
After Marine Diesel Oil Gas Oil Transfer Pump
N2 Generator Generator Gas Oil Bunker Tank (Port)
Space Service Tank Inert Gas Generator Dryer
Fresh
No.2 Air Conditioning
Water
Refrigeration Compressor
Tank
Cofferdam
No.1 Air Conditioning
Aft Peak Water
Ballast Tank Vent Hatch (Auto)
Vent Trunk Machine Space
No.1 Auxiliary Air Conditioning
No.1 Auxiliary Air Handling
Generator Engine Room
Unit (Engine Room)
Ventilation Trunk
Steering Engine Room
No.2 Auxiliary Air Conditioning
Steering Gear
No.2 Auxiliry Air Handling
Unit (Engine Room)
0
Steam Separator
Elevator
Aft Peak Water Ballast Tank Provisions Refrigeration Plant
Drinking Water Fountain

Generator Engine Room
Ventilation Trunk
Machinery Room For Elevator
Vent Hatch (Auto)

Emergency Fire Pump Space (Under)
Engine Control Room
Vent Hatch (Auto) Aft Peak Water Welding Area Engine Room Toilet
Ballast Tank
Auxiliary Fresh Water
Booster Pump
Workshop
Electricians Workshop
Fresh Store Solenoid Valve Board For

Generator Engine Room Water Shipside Valves
Tank After Marine Diesel Oil
Ventilation Trunk
Bunker Tank (Starboard)
Machinery Space Ventilation Trunk

Starboard Soot Water Ballast Tank In
Collecting Tank Engine Room (Starboard)
Welding Space
Auxiliary Boiler Exhaust Fan Boiler Burner
Cleaning Rack Starboard Main Cylinder Head
Generator Engine With Valve
Boiler Panel Air Conditioning Room Exhaust Fan
Unit For Workshop
Illustration 1e Engine Room Arrangement - Upper Deck and A Deck Levels
Waste Waste
Manage Bin
CO2 Room Room Space
Emergency Waste Oil Marine Diesel Oil Tank

Diesel Generator
Room Incinerator Room
Cofferdam
U: Waste Oil Settling Tank
D: Waste Oil Service Tank
Gas Combustion Unit Panel
No.1 Economizer Cofferdam
Machine Space Vent Trunk Machine Space
Vent Trunk Generator Engine Room Vent Trunk Generator Engine Room
Fresh Air Inlet

Auxiliary Cooling Fresh
Water Expansion Tank
Marine Diesel Oil Grav. Tank
Gas Combustion Unit Room
Free Hatch
Space
1770
Auxiliary Boiler Hatch For Burner Maintenance

Vent Trunk Generator Engine Room Cooling/Igniter Air Fan
Gas Combustion Unit

Machine Space Vent Trunk Machine Space Marine Diesel Oil Pump
No.2 Economizer Gas Combustion Unit Ignitor

Cofferdam Gas Combustion Unit Panel Marine Diesel Oil Pump
Oil and No.3 Combustion Air Fan
General
Grease
Deck Store Store Gas Combustion Unit
Store No.2 Combustion Air Fan
Workshop Marine Diesel Oil Service Tank
Paint Store
Gas Combustion Unit Gas Combustion Unit Ignitor
Fan Room Gas Oil Service Tank
No.1 Combustion Air Fan

Chemical Gas Pipe Trunk
Store
Upper Deck A Deck
Illustration 1f Engine Room Arrangement - B Deck, Casing Top and Funnel Top Plan
CO2 Room (Up)

CO2 Room (Down)
Boiler Exhaust No.2 Diesel

Gas (800A) Generator
Incinerator Exhaust
No.1 Diesel Exhaust
Gas (550A)
Generator (1300A)
No.1 Dilution Fan ø1016 Hole Gas Hood RM Exhaust Port Exhaust
No.1 Machine (For Exhaust Air) Exhaust (400A) (1000A) Fan Air (1800A)
Space Supply
Fan(Reversible)
Fresh Air Inlet
No.1 generator
Engine Supply Fan
(Non-Reversible)
No.1 Diesel
Generator Silencer
No.2 generator No.2 Diesel

Engine Supply Fan Generator Silencer
(Reversible)
No.3 generator
Engine Supply Fan No.3 Diesel
(Reversible) Generator Silencer
No.4 Diesel
Generator Silencer
No.4 generator
Engine Supply Fan
(Non-Reversible) Gas
No.2 Dilution Fan Combustion Unit
No.2 Machine Exhaust Gas
Space Supply Fan Gas Combustion Unit Starboard Exhaust (3600A)
Gas Hood RM No.3 Diesel
(Non-Reversible) Exhaust (400A) Generator Exhaust Fan Air (1800A)
Free Space (1300A)
Swimming Hatch Purifying Room No.4 Diesel Gas Combustion Unit
Swimming Pool
Pool Tank Exhaust Air (550A) Generator Exhaust Room Exhaust
Gas Combustion (1000A) Gas (600A)
Unit Room
Exhaust Fan
H.P.U. Room
(Up/Dn)
B Deck Casing Top Funnel Top Plan
Illustration 1g Engine Room Arrangement - Elevation Looking to Port
Top Deck
(54465 A/B)
Funnel Top
(51465 A/B)
Silencer Casing Top

(42465 A/B)
Supply Fan Room
B Deck Accommodation
Elevator
(35965 A/B)
A Deck Electicians Workshop

(30765 A/B)
Engine Room Toilet
Upper Deck
(26300 A/B With chamber 300)
Engine
Workshop Store Control
Room
2nd Deck
(20240 A/B)
Switchboard and
Steering Gear Room Generator Engine Room Transformer
(Port & Starboard) Room
Gas Valve Hood Room 3rd Deck
(Port and Starboard) (15020 A/B)
Emergency Fire P/P Room Elevator Cargo
Aft Peak Tank Convertor Room
(Port & Starboard)
4th Deck
Generator Engine Lubricating (9800 A/B)
Oil Sump Tank
(Port and Starboard)
Stern Tube Cooling Water Tank Floor

(5,000 A/B)
Tank Top
(3,200 A/B)
Base Line
17 21 25 28 31 35 39 43 47 51 55 59 63 67
Seating For Dirty Grey Bilge Holding Oily Bilge Cooling Fresh Marine Diesel Pipe
Reduction Gear Water tank Tank Tank Water Drain Oil Over Flow Duct
Tank Tank
SECTION 2: Main Engine and Auxiliary Systems
2.1 Main Diesel Generators
2.1.1 Main Diesel Generator Engines
2.1.2 Main Diesel Generator Engines Control and Safety System
2.1.3 Main Diesel Generator Engine Operation
2.1.4 Emergency Diesel Generator Engine
2.1.5 Exhaust Gas and Turbocharger Cleaning System
Illustrations
2.1.1a Main Engine Diesel/Pilot Oil System
2.1.2a WECS 8000 Control System
2.1.2b E700 Control Panel
2.1.2c Engine Speed Control System
2.1.2d Gas Valve Unit
2.1.4a Emergency Diesel Generator Engine
2.1.4b Emergency Diesel Generator Engine Control Panels
2.1.5a Exhaust Gas and Turbocharger Cleaning System

Illustration 2.1.1a No.2 Main Generator Engine Diesel / Pilot Oil System
Fuel Injector Fuel Injector
Key PT
Marine Diesel Oil
Electrical Signal
Instrumentation Fuel Pump Fuel Pump
Pilot Fuel Pump
Pilot
Fuel
Filter
LS
To Marine Diesel Oil

Overflow Tank
(2.7.1a)
TE
DPI
Pressure Control
PI Valve
PI
PI TI TI
Marine Diesel
Oil Cooler
F239V
ServiceTank
(2.7.1a) F226V
Duplex Filter To / From Main Central

F216V Fresh Water Cooling System Duplex Filter
(2.5.1a)
Mixing CI PI PS
From Marine Diesel Oil
FM Tank
ServiceTank
(2.7.1a) F208V F214V F215V F230V F234V From
Marine Diesel Oil
F252V Gravity Tank
FI
IAS
No.3 Marine Diesel Oil
Circulating Pump
(8.2m3/h x 10 bar)
Issue: Final Draft - March 2008 IMO No. 9333606 Section 2.1.1 - Page 1 of 6
2.1 MAIN DIESEL GENERATORS Turbochargers Lubricating Oil

Maker: Napier Pressure before engine: 4.0 bar nominal
2.1.1 MAIN DIESEL GENERATOR ENGINES Model: NA357 LO pump capacity: 162m3/h
Quantity: 2 per engine Pre-lubrication pump: 51m3/h
Diesel Generator Engines 12V50DF Oil temperature: 63°C (nominal) before the engine
Charge Air Cooler
Oil temperature: 67/68°C (nominal) after the engine
Manufacturer: Wärtsilä Maker: Wärtsilä
No. of engines: 2 Model: WT 93/130 Cooling Water
Model: 12V50DF HT pressure to engine: 3.2 bar nominal
Engine Control System
Type: Four-stroke, ‘V’ type, dual fuel, turbocharged HT supply to engine: 82°C in gas mode: 77°C in diesel mode
Maker: Wärtsilä
Maximum power: 11,400kW (MCR) in gas mode, 11,400kW (MCR) in HT exit from engine: 91°C nominal
diesel mode Model: WECS 8000
Starting Air
Speed: 514 rpm Crankcase Oil Mist Detector
Direction of rotation: Clockwise Air supply to engine: 30 bar nominal
Maker: Visatron
Cylinder bore: 500mm Air consumption: 5.4Nm3 per start
Model: VN115/87 EMC
Piston stroke: 580mm Type: Light obscuring Turbochargers
No. of cylinders: 12 Maker: ABB
Fuel Model: TPL77
Diesel Generator Engine 9L50DF
Fuel consumption: 7,590kj/kWh (+3%) at 100% MCR in gas mode Quantity: 1
including pilot MDO at ISO condition Manufacturer: Wärtsilä Charge Air Cooler
Fuel consumption: 189g/kWh (+5%) at 100% MCR in diesel mode No. of engines: 2
Maker: Wärtsilä
LNG inlet pressure: 5.1 bar minimum at engine inlet Model: 9L50DF
Model: WT 93/130
LNG temperature: 0°C minimum at engine inlet Type: Four-stroke, in-line, dual fuel, turbocharged
Maximum power: 8,550kW (MCR) in gas mode, 8,550kW (MCR) in Engine Control System
LNG temperature: 50°C maximum at engine inlet
MDO pump capacity: 6.7 - 8.2m3/h at 7.0 bar diesel mode Maker: Wärtsilä
MDO pressure: 7.0 bar before fuel injection pumps Speed: 514 rpm Model: WECS 8000
Direction of rotation: Clockwise
Lubricating Oil Crankcase Oil Mist Detector
Cylinder bore: 500mm
Pressure before engine: 4.0 bar nominal Maker: Visatron
Piston stroke: 580mm
LO pump capacity: 221m3/h Model: VN115/87 EMC
No. of cylinders: 9
Pre-lubrication pressure: 8.0 bar nominal Type: Light obscuring
Fuel
Pre-lubrication pump: 65m3/h
Oil temperature: 63°C (nominal) before the engine Fuel consumption: 7,590kj/kWh (+3%) at 100% MCR in gas mode
Introduction
Oil temperature: 67/68°C (nominal) after the engine including pilot MDO ISO condition
There are four main diesel generator engines fitted on board the vessel. No.2
Fuel consumption: 189g/kWh (+5%) at 100% MCR in diesel mode
Cooling Water and No.3 are of the Wärtsilä 12V50DF type capable of producing 11,400kW
LNG inlet pressure: 5.1 bar minimum at engine inlet (MCR) when operating in gas mode or diesel mode. No.1 and No.4 are of the
HT pressure to engine: 3.2 bar nominal LNG temperature: 0°C minimum at engine inlet Wärtsilä 9L50DF type capable of producing 8,550kW (MCR) when operating
HT supply to engine: 82°C in gas mode, 77°C in diesel mode MDO pump capacity: 5.0 - 6.0m3/h at 7.0 bar in gas mode or diesel mode.
HT outlet from engine: 91°C nominal MDO pressure: 7.0 bar low pressure alarm at engine inlet
All of the engines have been designed to run on either boil-off gas from the
Starting Air cargo tanks or marine grade diesel oil (MDO) from the fuel oil service tanks.
Air supply to engine: 30 bar nominal
Air consumption: 6.0Nm3 per start
Even though the two fuels have different densities and calorific values, the Gas Mode
engines can run equally well on either gas or MDO and can deliver the same In gas mode the engines run as lean burn engines according to the Otto cycle. Transfers between the gas and diesel operating modes take place without
maximum power output on either fuel. The engines can also be switched from Boil-off gas from the cargo tanks is used as the fuel and this boil-off gas is interruption in the power supply, however, at higher loads the useful operating
one fuel to the other while still operating on load and without any interruption heated and compressed to a pressure of 5.1 bar at the inlet to the engine. window between knocking and misfiring is very narrow and so electronic
to the power supply. control of the gas admission and the pilot oil injection is utilised. Control of
A gas valve is located at each cylinder air inlet pipe and this opens during the the fuel system in this way ensures that the combustion stays within the correct
Apart from the number of cylinders and In-line or V configuration, the engines piston suction stroke to allow gas into the air stream to the engine cylinder. operating window and that optimum performance from all of the cylinders is
are identical in operation and parts such as pistons, valves, injectors, etc. The The gas valve opening period is regulated by the engine control system so achieved as the quality of the gas and the ambient temperature vary.
nine cylinder engines having a lower power output than the V12 engines. The that the correct gas/air mixture is obtained for the operating load and for
fitting of nine and twelve cylinder engines allows for flexibility in the choice correct cylinder combustion. The gas mixes with the air during the suction The cargo tank LNG boil-off is essentially a good fuel for burning in the
of operating engines to suit power demand. stroke of the piston and this homogeneous mixture is compressed during the cylinders of a diesel engine because it is clean and contains no sulphur or
compression stroke. particle matter. However, the composition of the gas can vary and this has
The WECS 8000 control system supervises and controls engine safety, speed, an influence upon cylinder power generation. The main consideration is the
fuel regulation and other engine related automation issues. The burning of Natural gas has a very low ignition quality and requires a high temperature to nitrogen content of the LNG which effectively reduces the energy content of
gas produces many safety issues and these require special consideration in cause ignition. This fact allows the gas to be mixed with the air during induction the gas compared with that of pure methane. The nitrogen content in the boil-
the design and operation of the engine. Separate liquid fuel and gaseous fuel and enables the gas/air mixture to be compressed but it does mean that an off gas can be as high as 30% in volume especially at the beginning of the
systems are required and because of the very low ignition quality of natural ignition system is required. Ignition of the gas/air mixture in the cylinder is by laden passage. The engines and the fuel control system have been designed
gas it is necessary to injected a small amount of MDO as pilot fuel to produce means of a pilot flame. A small amount of diesel oil, in the form of pilot fuel, to accommodate this condition but some dearating may be necessary under
a flame which ignites the gas in the cylinder. is injected with the correct timing so that it burns at the time when ignition of extreme conditions.
the gas/air mixture is required. The MDO will ignite in the same way as MDO
Gas is directed into the cylinder with the combustion air during the piston injected into a conventional diesel engine cylinder because the compression
suction stroke and this gas/air mixture is then compressed, being ignited by the Engine Construction
temperature in the cylinder is above the ignition temperature of the MDO.
pilot flame. The injection timing of the pilot fuel must be precisely controlled
in order to produce the flame for gas ignition at exactly the right time. The gas The pilot injection system uses as little as 1% of nominal fuel energy input, the Turbochargers
ignites and burns, forcing the piston downwards in exactly the same way that main energy release being due to combustion of the gas. The pilot fuel injector Constant pressure turbocharging is applied to all of the engines with one ABB
combustion of liquid fuel in a conventional diesel engine produces power. is located in the main fuel injector but the pilot fuel system is separate from the TPL77 turbocharger being fitted to each of the 9L50DF engines and two
main liquid fuel system and consists of an engine driven pilot fuel pump which Napier NA357 turbochargers being fitted to each of the 12V50DF engines.
Operation supplies pilot fuel to the pilot injectors via a common rail system. A Knock The temperature of the charge air produced in these is then reduced in a two
sensor is located at each cylinder and if knocking is detected the control system stage intercooler.
As the 12V50D and the 9L50DF are similar in most respects, the description of modifies the timing of the pilot injection to eliminate the knocking.
the engines which follows applies to both unless otherwise stated. Pistons and Cylinder Liners
WARNING
The Wärtsilä 12V50DF and 9L50DF engines drive directly coupled alternators The pistons are of the composite type with forged steel crowns and nodular cast
When the engines are operating in gas mode it is possible for some gas
which supply electricity for use by all of the ship’s systems including the main iron skirts. Cooling of the pistons is provided by oil from the crankcase which
to be present in the engine crankcase. Because of this it is essential that,
propulsion plant. The propulsion plant uses two electric motors to drive a fixed is supplied by the pressure lubricating oil pump to the main bearings. Oil flows
before opening any engine crankcase for maintenance or inspection, the
pitch propeller through a reduction gearbox. through holes drilled in the crankshaft to each bottom end bearing and from
crankcase MUST be purged with nitrogen and then fully vented.
there passes up a hole drilled in each connecting rod to the associated gudgeon
The engines may be operated in diesel mode or gas mode; they cannot operate pin. This oil lubricates the gudgeon pin and some flows through passageways
in dual mode using gas and MDO apart from the use of pilot MDO when Control in the piston skirt to the cooling space located between the skirt and crown.
operating in gas mode.
The engines have their own control, monitoring and safety systems which Cocktail shaker effect cooling extracts heat from the piston crown, the oil
consist of the following: then falls back to the crankcase through holes in the piston skirt. Some of the
Diesel Mode oil flowing through the piston skirt to the crown cooling space is directed to
Unit Control Panel (UCP)
In diesel mode, the engine works just like a normal diesel engine utilising a nozzles around the periphery of the skirt to provide lubrication for the cylinder
conventional jerk type fuel pump and cylinder cover fuel injector for each Wärtsilä Engine Control System 8000 (WECS 8000) liner. The piston crowns are fitted with three piston rings, the upper two being
cylinder. The fuel injection pumps are driven by the camshaft and the fuel Wärtsilä Operator Interface System (WOIS) compression rings and the lower ring serving as an oil control ring.
injector operates in the normal manner due to the fuel pressure acting on the
needle valve. The fuel injector does, however, contain the pilot fuel injector The engine control and safety systems are discussed in section 2.1.2 of this The cylinder liners are centrifugally cast from a special cast iron alloy which
which operates when in gas mode. machinery operating manual. has high mechanical strength and good self-lubricating properties. The liners
are designed with a high collar which have drilled cooling holes or bores pumps and operates the air inlet and exhaust valves. The camshaft is rotated the cylinder may be completely scavenged before the gas valve is opened, thus
located to provide effective cooling where it is needed. Water flows through by the crankshaft, at half of the engine crankshaft speed, through a system of preventing gas from being fed into the exhaust system. Independent control of
the cooling bores and extracts heat close to the inner surface of the liner gears with the gear drive arrangement being located at the coupling end of the the gas valve also ensures the correct gas/air mixture for optimum combustion
allowing thermal stress in the liner to be reduced whilst maintaining the correct engine. The camshaft is built up in sections with one section per cylinder; each and control of exhaust emissions.
temperature at the liner surface. section has integrated cams and bearing journals.
To initiate ignition in the cylinder, a small amount of diesel oil is injected via
An anti-polishing ring is located in the upper part of the liner in order to All of the shrunk-on cams have smooth profiles to allow for controlled lifting a pilot fuel needle in the main fuel injector. The pilot fuel is pressurised by
minimise the risk of bore polishing and to ensure low and stable cylinder oil and falling of the cam followers. a pump unit which includes duplex filters, pressure regulator and an engine-
consumption. driven radial piston-type pump. The high-pressure pilot fuel is then distributed
through a common-rail pipe to the injection valves at each cylinder. Pilot fuel
Fuel Actuators (Engine Mounted)
is injected at approximately 900 bar pressure and the timing and duration are
Cylinder Head
The liquid fuel rack actuator adjusts the main liquid fuel pump in order to electronically controlled by the WECS 8000.
The cylinder heads are manufactured from a high quality grey cast iron and control the engine power when it is operating in diesel mode.
are attached to the engine block by means of four hydraulically tensioned
Fuel Oil Injection System
nuts. Cooling water is directed to the cylinder head from the engine block via A pilot fuel injection unit s provided for each cylinder and this controls the
the cylinder liner water cooling bores; this upward flow of water ensures that injection of pilot fuel to ignite the air/gas mixture in the cylinder. The engines are also fitted with conventional fuel injection systems using a
there are no air pockets in the system and it keeps temperature gradients within camshaft operated jerk type fuel injection pump and an associated fuel injector
acceptable limits. The water leaves the cylinder head through an outlet channel The unit ensures correct combustion so that output power is maximised and for each cylinder.
on the top and flows to a common pipe on top of the engine to the outlet part NOx emissions are minimised.
of the HT cooling system. The HT fresh water cooling system consists of the This is essentially a backup fuel system as the engines are intended to be
cylinder jackets, the cylinder heads, the turbocharger(s) and the first stage A gas admission valve is fitted at each cylinder and this regulates the gas flow operated on boil-off gas whenever possible. The fuel injection pump is driven
charge air cooler. into the combustion air stream. The gas valve is open during the cylinder by a cam rotated by the camshaft and it takes fuel from the engine fuel oil
induction stroke and it operates to ensure that the correct quantity of gaseous suction main, pressurises the fuel and delivers it to the large needle valve of
Exhaust and air inlet valves are fitted with valve rotation units which prevent fuel mixes completely with the incoming combustion air to produce the correct the fuel injector. The fuel injector large needle valve is spring loaded and the
local overheating of the valve and the hammering of deposits constantly at the lean burn mixture. high pressure fuel acting on the injector needle valve causes the fuel injector
same position on the seat area. The rotation also reduces local high thermal needle valve to open resulting in atomised fuel being injected into the cylinder.
stress and prevents the build-up of deposits on the seat. Injection ceases when spill occurs at the fuel pump; the control system causes
Fuel System rapid reduction in the fuel pressure from the fuel pump and the fuel injection
A starting air valve is fitted to each cylinder cover. These provide compressed (See sections 2.7.4 Main Generator Engine Diesel Oil and 2.7.4 Main Generator ceases.
air, at a pressure of between a maximum of 30 bar and a minimum of 15 bar, Engine Fuel Gas Systems for more detailed information.)
to the cylinders in order to start the engine from rest. The main starting/slow The cycle is repeated when the fuel pump cam next lifts the fuel injection pump
turning valve is operated pneumatically via a solenoid valve which is controlled Gas Fuel System plunger. The fuel pumps increase fuel pressure for injection and also control
by either pressing the start pushbutton on the engine’s local control panel or by amount of fuel injected. Only MDO is used as liquid fuel.
The engines operate on the four-stroke cycle and they can run on boil-off gas
initiating the start from the remote control position in the ECR.
from the cargo tanks or on MDO. The engines normally operate on boil-off gas
The pilot fuel system is a common rail system that is fed by a pump directly
which is heated and supplied under pressure by the LD compressors located in
The Wärtsilä 50DF engines have a twin-needle injection valve located driven by the pump gear at the driving end of the crankshaft. The pilot system
the cargo machinery room. Before the boil-off gas enters an engine, it passes
centrally in the cylinder head. The larger needle is used in diesel mode and also remains in operation when the engine is operating on fuel oil to ensure that
through a gas regulating unit which includes a filter, a pressure regulator, a
the smaller needle is for pilot fuel oil when the engine is running in gas mode. the nozzles do not become clogged with carbon deposits from the combustion
shut-off valve and ventilating valves. The gas outlet pressure is controlled by
Pilot injection is electronically controlled and the main diesel injection is process. Excess fuel is always supplied to the engine and the excess returns
the WECS 8000 according to the load on the engine and the ambient conditions
hydro-mechanically controlled by the fuel injection pump. The individually to the fuel system mixing tank and circulation pump suction. The return fuel
that prevail. The system includes the necessary shut-off and venting valves to
controlled cylinder pilot fuel solenoid valves allow optimum timing and system is provided with a cooler in order to reduce the temperature of the MDO
ensure safe and trouble-free gas supply.
duration of pilot fuel injection when the engine is running in gas mode. Since which is heated as it flows through the engine system.
NOx formation depends greatly on the pilot fuel amount, this design ensures
After the gas regulating valve the gas is supplied to each cylinder through a
very low NOx formation whilst still employing a stable and reliable ignition
large common-rail pipe running along the engine (two for the V-type engines). Lubricating Oil (LO) System
source for the lean air/gas mixture in the combustion chamber.
Each cylinder has an individual feed pipe to the gas admission valve on the (See section 2.8.1, Diesel Generator Lubricating Oil System for more detailed
cylinder head at the air inlet; gas is admitted to the air flow just before the information on the engine lubricating oil system.)
Camshaft cylinder head air inlet valve. The gas admission valve is controlled by the
The engines are fitted with a camshaft (for the V-type engines there are two WECS 8000 which regulates the amount of gas allowed to pass into each Lubricating oil (LO) for the bearings, cylinders and turbochargers is stored in
camshafts, one for each bank of cylinders) which drives the liquid fuel injection cylinder. The gas valve is controlled independently of the air inlet valves and so the sump tank of each engine and is circulated through the system by an engine
driven pump. An electrically driven pre-lubrication pump operates before to prevent high temperature gradients within the engine, as high gradients The engines are started using compressed air which is injected into the cylinders
starting the engine and whenever the engine is set to the standby condition. result in high thermal stresses. Fresh water is used for cooling and this water is in sequence to force the pistons downwards and cause the crankshaft to turn.
This ensures there is sufficient oil at all of the bearing surfaces until the engine chemically treated to inhibit corrosion and the formation of sludge. To allow the engine to start when it is selected for standby duty, the compressed
driven pump is fully operational. There are high temperature (HT) and low temperature (LT) cooling water air valves to the engine must be left open. The starting air pressure at the engine
The pre-lubrication pumps on each engine starts automatically when the engine circuits for each engine and these circuits have their own engine driven inlet is 30 bar but the engines should start with the pressure as low as 15 bar.
speed falls below 175 rpm and stops automatically when the engine speed rises circulating pumps. The pressure is reduced to 8.0 bar for the control systems. During starting, the
above 175 rpm. The capacity of the lubricating oil sump for the V12 engines is compressed air passes through the engine line to the main starting valve and
34.4m3 and for the in-line 9 -cylinder engines it is 32.8m3. Water in the high temperature (HT) cooling fresh water (CFW) system then into each cylinder in sequence via a pneumatically controlled cylinder
circulates through the cooling bores in the cylinder liners and then through the starting valve. Each cylinder starting air valve is operated by timed pilot air
The engine driven LO pump draws oil from the sump tank via a suction filter. cylinder heads; it also acts as a primary coolant for the combustion charge air directed from the starting air distributor.
The pump is fitted with a pressure control valve so that the pressure of the oil after the turbocharger. When a start is initiated by the control system, the starting air master valve
supply to the engine is regulated. Oil is supplied to the engine distribution pipe is opened and air is directed to the starting system. Starting is blocked if the
via a cooler, an automatic backflush filter and a duplex filter. The system is Water from the low temperature (LT) central cooling fresh water (CFW) turning gear is engaged. Provided that there are no blocks present, the slow
designed to regulate the engine inlet oil temperature to 63°C and under normal system acts as the secondary coolant for the combustion charge air. The LT turning valve is operated and this allows air to flow to the engine starting air
operating conditions, the oil outlet temperature from the engine should be central CFW system also supplies cooling water to the lubricating oil cooler, valves at a reduced rate.
approximately 67°C. the MDO cooler and the alternator air cooler.
If there are no hydraulic locks in the engine system, the engine will complete
From the engine LO distribution pipe, oil is directed to the main bearings, then The HT and LT cooling water circuits are self contained within the engine two full revolutions on slow turning and when this is completed, air flows
to the bottom end and the gudgeon pins and also to the pistons where it serves provided that the temperature does not rise above the preset maximum value. directly to the engine starting system and the engine will start normally on full
as a coolant. Oil also flows to the camshaft bearings, the cam boxes and the In the event of the circuit temperature rising above the set maximum value a air pressure. (Author`s Note: Is slow turning undertaken automatically at
rocker boxes. Separate oil supply pipes lead from the distribution pipe to the three-way valve opens and allows for water interchange between an engine`s intervals if an engine is selected for standby?)
turbocharger(s). The main bearing temperatures are monitored by means of HT or LT system and the central cooling water system. Water in the central
temperature probes which can be displayed on the engine operating mimic in cooling system is cooled in order to maintain the desired operating temperature. Compressed air supplied to the engine is also used as control air and actuation
the IAS. There are separate central cooling systems for the starboard engines and the air for the fuel injection pump pneumatic fuel shut-off cylinders.
port engines. Each central cooling water system has its own water chemical
The probes are set to provide a high temperature alarm at 100°C and a dosing unit and oil detector
Fuel Actuator
high high alarm and shutdown at 120°C. The crankcase is provided with a
Visatron oil mist detector to safeguard against the risk of crankcase explosion. Each engine central cooling system is fitted with a preheating unit consisting An electronic speed governor and fuel linkage actuator is fitted to the engine.
It is essential that this detector device is checked and its alarm operation tested of an electric heater and two preheating pumps, only one of which is required They are used to control the engine’s speed/power when operating in diesel
twice daily. The crankcase is also fitted with a breather system which prevents to operate. The preheater unit is used to maintain the engine at a minimum mode by controlling the position of the fuel pump rack. The governor actuator
over pressure in the crankcase due to piston blow-by. Oil from the breather preset temperature of 50°C but preferably near the operating temperature of receives a signal from the WECS 8000 main control module via a current
chamber flows to the LO leakage system and the chamber is vented to a 70°C when the engine is stopped but switched to standby duty. The preheater converter and the actuator adjusts the fuel rack position accordingly.
small tank at the top of the funnel. These breathers are equipped with flame is thermostatically controlled and the duty preheater circulating pump can be
arrestors. operated in manual or automatic mode. When an engine is operating in fuel gas mode the amount of gas allowed into
the engine is controlled by the individual cylinder gas valves. These in turn are
WARNING The central cooling water system is maintained under a static pressure head by controlled through the WECS 8000 system. The pilot fuel pump and the timing
an expansion tank which also serves as a cooling water make-up tank in the of the pilot fuel injection are also controlled by the WECS 8000.
When the engines are operating in gas mode it is possible for some gas
to be present in the engine crankcase. Because of this it is essential to event of any losses from the system. The tanks, one per system, are mounted
ensure that the crankcase is safely vented and that the flame arrester in several metres above the engines and each has a capacity of 1,000 litres. Any Turbocharger
the vent line are frequently monitored to ensure that any damaged or make up water to these tanks is supplied from the engine room technical water
system. In the event that any maintenance work needs to be undertaken on There are two Napier type NA357 turbochargers fitted to each of the 12V50DF
blocked flame arrester is replaced. engines and one ABB type TPL77 fitted to the 9L50DF engines. For the V-type
any of the engines, both the HT and LT cooling systems can be drained to the
bilge. engines one turbocharger is fitted to each bank of cylinders.
Cooling Water System
The turbochargers operate on the constant pressure system, where exhaust gas
(See section 2.5.1 Main Central Fresh Water Cooling System for more detailed Starting Air System from all of the cylinders flows into the large volume exhaust manifold which
information on the engine fresh water cooling system.)
(See section 2.9.3, Starting Air System for more detailed information on the then supplies the gas to the turbocharger. The turbine is a single stage radial
engine starting air system.) unit connected by a single rotor shaft to the centrifugal air compressor and is
The engine cylinders and cylinder heads are water cooled to prevent very high
supported on inboard bearings. The turbochargers have a shaft bearing located
temperatures and so maintain material strength. The cooling system is designed
between the turbine and the impeller. The turbocharger bearings are lubricated Turbocharger Cleaning If fine adjustment of the engine position is required, the turning gear can be
by oil supplied from the main lubrication system of the engine. Regular and frequent cleaning of the turbocharger system is essential to operated manually by turning the hand wheel on the underside of the turning
gear casing.
Exhaust Gas System maintain optimum performance. The effectiveness of the cleaning process
should be checked immediately it is completed and cleaning repeated if it
Exhaust gas leaves the cylinder heads and enters the exhaust manifold which runs
has not improved performance sufficiently. The turbocharger manufacturer`s Crankcase Oil Mist Detector
along the length of the engine. On the V-type engines the exhaust manifold runs
manuals must be consulted for full details on the cleaning procedures
along the middle of the ‘V’ and are connected to the turbochargers by bellows The presence of oil mist in a crankcase poses a hazard as the mist can explode
pieces. The complete exhaust system is encased in an insulated enclosure. The should its concentration reach a high enough level. The primary explosion
CAUTION
exhaust manifold on the in-line nine-cylinder engines is positioned above the may be mild or severe depending upon the amount of mist present but a
charge air manifold and is also enclosed inside an insulated cover. It is essential that the instructions for cleaning are followed precisely to mild explosion can result in a much more severe secondary explosion. Any
Temperature monitoring sensors are located at each cylinder exhaust and at ensure that no turbine damage results from the cleaning process. Also crankcase explosion can be fatal to personnel in the vicinity and it may trigger
the turbocharger turbine inlet and outlet. The exhaust manifold is made up of ensure that the system is not being flooded by the use of too much water fires in the engine room. Explosion doors are fitted to each crankcase unit and
sections clamped to the cylinder heads and joined to each other by means of when water cleaning is employed. these lift to release the pressure resulting from an explosion. In the event of
connection pieces to allow for thermal movement. A stainless steel expansion a severe crankcase explosion, they may be insufficient to release the pressure
bellows is fitted between the exhaust pipe and the turbocharger. Charge Air System quickly enough and the crankcase sides may fracture.
From the turbocharger, the exhaust pipes connect to the exhaust gas silencer Air intake to the turbocharger is direct from the engine room via a filter and The crankcase explosion doors are fitted with a gauze screen which is intended
which is fitted with a spark arrestor. The exhaust passes through the exhaust gas sound damper. The turbocharger impeller imparts high velocity to the air to reduce the flame temperature, however, in severe cases, flames may still
economiser and then upwards to the funnel top. Some sections of the exhaust which then flows to the volute casing and diffuser where the velocity energy enter the engine room and ignite any combustible material in the vicinity. For
pipe are joined using bellows pieces to compensate for thermal movement. All is converted into pressure energy. Compression increases the air temperature this reason, combustible material must never be left in the engine room nor
parts of the exhaust pipe system are lagged with mineral wool and clad with and from the volute and diffuser, the air flows to a cooler which reduces the must the gas escape path from the explosion doors be restricted.
sheet metal. Explosion relief valves are installed on each exhaust line above air temperature to increase its density. A two-stage air cooler is used and this
and below the heat recovery boiler. They are designed to open at 0.5 bar is linked in to the HT and LT cooling water systems which cools the air before The oil mist detector samples all units of the crankcase simultaneously and
in case of an explosion in the exhaust line to limit the over pressure in the entering the engine cylinders. The cooler is engine mounted and is located continuously. If oil mist exceeding the threshold limit is detected an alarm is
exhaust. Should this occur, an automatic shutdown of the applicable engine after the turbocharger air outlet casing. This cooling process can result in initiated. (Author`s Note: Check if an engine power down and load transfer
will be initiated. The explosion relief valve release line is vented to a safe condensation of water vapour in the air and the condensed water droplets can is also initiated.)
place away from any source of ignition. remove the oil film from the cylinder walls if allowed to enter the cylinder, thus
increasing cylinder wear. A water separator is fitted in the air discharge casing The mist detector must be checked daily and the test alarm pushbutton
The exhaust gas line of each engine is equipped with a ventilation system with to remove the condensed water from the charge air. activated to check that the alarm system is functioning. A performance test
a centrifugal fan a flow switch and a butterfly valve of gas tight design. The must be carried out on the oil mist detector before the engine is started. If the
fan is able to ventilate the exhaust system with air, equal in volume to twice the Note: Daily checks should be made to ensure that the cooler condensate engine is on standby, a performance test must be carried out daily to ensure that
volume of the exhaust pipe system, within a period not exceeding 5 minutes. drain line remains clear. If water keeps on dripping or flowing from the drain, the oil mist detector is operational should the engine be called upon to start.
The ventilation fan control system operates when the engine is in gas mode and except in areas of high humidity, the cooler insert may be leaking and will A performance test with test vapour should be carried out at frequent intervals
it functions through the unit control panel (UCP). require dismantling, inspecting and pressure testing. when the engine is not running to check the functioning of the detection
system.
The engines are fitted with a waste gate facility which diverts some of the The cooler should be cleaned if the pressure drop across the cooler exceeds
exhaust gas around the turbocharger. The waste gate arrangement is a combined the pressure drop across a clean cooler by 50% or more. For example, if the The oil mist detector manual must be consulted regarding the procedures for
optimisation and protective system for highly pressure charged engines and is pressure drop across a clean cooler is 400mmWG, then the cooler should be undertaking these performance tests.
used to improve the engine performance on low or part load. In gas mode, the cleaned when the differential pressure has increased to 600mmWG. The cooler
waste gate is controlled by the WECS 8000 which regulates the gate to change must be cleaned according to the manufacturer`s instructions to ensure that the (Author`s Note: No information available concerning the make or type of
the exhaust gas flow to the turbocharger and so continually adjust the charge cooler is properly cleaned and to prevent damage. oil mist detector fitted. The above section to be amended when information
air pressure in the receiver. This then allows the control system to optimise is available.).
the air/fuel ratio for the combustion process. When the engine is operating on
Turning Gear
MDO the waste gate is used to regulate and limit the charge air pressure to a
preset maximum level. This limitation is controlled by a PID controller which Each engine is fitted with an electrically driven turning gear motor that
uses the preset maximum charge air pressure value as a reference and the actual operates through a reduction gearbox and worm gear to slowly turn the engine
charge air pressure as a feedback. The controller then compensates for the at a speed of 0.3 rpm. The turning gear is engaged by means of a lever and once
difference by changing the position of the waste-gate. engaged it interlocks with the starting air system preventing the engine from
being started. The turning gear can be operated from the local control box or
from a trailing lead that goes back to the control box.
Illustration 2.1.2a WECS800 Control System Engine Room Control Room

QEP011 Inputs:
Pre-Lubricating Oil -Start Vessel Automation System
QEP011M001 Pump Starter -Stop CWA901 ESD System
Pre-Lubricating M -Open/Close Valve Control
440V AC 12.7kW WOIS
Oil Pump -Emergency Stop Outputs:
UPS - Emergency Shutdown NO Wire Break Monitoring
NHA011M001 Outputs: 230V AC - Gas Operating Mode Blocked (>=30% LFL) NC
Exhaust Gas M -Running - ESD (Engine Room De-Energise) (>60% LFL) NO WBM
Ventilation Fan NHA011 -Failure Hardcopy
Exhaust Gas Ventilation -Available Main Switch Board
S Printer
NHA011M001 Fan Starter -Valve Failure Indication Input:
Exhaust Gas 440V AC 4.6kW -Valve Open/Closed - Engine Ready to Synchronized NO
Ventilation Valve -Ventilation Air Flow Ethernet - Engine Ready to Start NO
Switch - Trip Breaker NO
SOA011 SOA011
Turning Gear Feeder - Engine Running NO
Turning Gear - Remote NO
Starter 440V AC 6.4kW Outputs:
VDA901 -Common Alarm 230V AC
Indication Ethernet Outputs:
VDA901 Cooling Water To Number Modbus - Generator Load ?-?kw = 4-20mA
Cooling Water Preheater Feeder No.2, No.3 and No.4 TCP/IP - Breaker Position: Open NO, Closed NO
Preheater 440V AC 248.5kW Generator Engines - Engine Shutdown NO WBM
Emergency
BFA901 - Increased Speed NO Pulse
HS8 440V AC Switchboard
From CFC021 Motor Control Centre - Decreased Speed NO Pulse
230VAC
- Start NO Pulse
UPS - Stop NO Pulse
Control and Indication - Start Blocking NC
230V AC
VCL012 Power Management System

Low Temperature Control and Indication Input:
Water Motor - Engine Ready to Start NO
Valve - Engine Running NO
- Engine Ready to Synchronize NO
VCL011 - Engine Ready for Gas Operation NO
High Temperature Control and Indication
- Max Available Power 0-1000% = 4-20mA
Water Motor - Load Reduction Request NO
Valve - Diesel Operating Mode Active NO
- Gas Operating Mode Active NO
PCC012 - Backup Operating Mode Active NO
Alarm
Fuel Oil - Unit Control Panel De-Energised NC
Safety Filter - Shutdown Pre-Warning NO
QEA013
Control and Indication
Lubricating Oil Outputs:
Motor Valve - Gas Operating Mode NO
QEA011
Alarm - Blackout Mode NO
Lubricating Oil
Automatic Filter - Stand-by NO
Explosion Shutdown - Engine (Emergency) Shutdown NO WBM
Relief Valve
Sensor
QEA012 Ships Alarm Monitoring System
Alarm
Lubricating Oil
Input:
Safety Filter
ZAC012 Alarm - Engine Common Alarm NC
Gas Filter - Unit Control Panel Common Alarm NC
ZAC011 - Motor Control Centre Common Alarm NC
Control and Indication
Gas Valve - Engine Shutdown NC
Unit Ethernet Modbus TCP/IP - Unacknowledged Alarm in WOIS NC
Modbus RTE - Gas Flow Measurement, 0-2,400Nm3/h = 4-20mA
Control and Indication CFC011
Unit Control Panel
Control Control
NHC901 Key
Alternator Turbocharger
Cleaning System NO Normally Open
NC Normally Closed
Generator Engine 1
To Engine 2 From CFC021
2.1.2 Engine Control, Monitoring and Safety

System
The 50DF engines have a control and monitoring system and a fuel actuator
system. The control and monitoring system consists of a Unit Control Panel
(UCP), a WECS 8000 and a Wärtsilä Operator Interface System (WOIS). The
fuel actuator system is mounted on the engine and consists of a Liquid Fuel
Rack Actuator (LFR), a Pilot Fuel Injection (PFI) unit for each cylinder and a
Gas Admission Valve (GAV) for each cylinder. Each engine is monitored and
controlled individually but requests for power come from the machinery power
management system and the fuel system supplies all engines with liquid or
gaseous fuel as required.
Unit Control Panel (UCP)

The Unit Control Panel (UCP) contains engine operation equipment which
is not mounted directly on the engine. The engine can be manually operated
from the UCP which communicates with the WECS 800 through a databus and
hardwired systems.
Wärtsilä Operator`s Interface System (WOIS)

The Wärtsilä Operator`s Interface System (WOIS) is an operator station which
shows engine alarms, logs engine data and enables the operator to directly
interface with the engine. The WOIS receives engine operating data from the
UCP.
WECS 800
The WECS 8000 (Wärtsilä Engine Control System 8000) is used to control
the speed and the load on each of the engines. The WECS 8000 collects
signals from various sensors on the engine and compares them with the
control parameters given for the combustion process. These include the gas
feed pressure, gas feed duration, gas feed timing, the pilot fuel injection and
the air/fuel ratio. These are adjusted through the WECS 8000 to meet the load
demands and allow for other conditions. The WECS 8000 also automatically
controls the start and stop sequences of the engine and the engine’s safety
management system. If any input signal to the controller shows an abnormal
value, the monitoring system will give an alarm.
The WECS 8000 control unit is made up of a main control module and a
cylinder control module with both units being mounted close to the engine
sensors with which they are associated.
Illustration 2.1.5a Turbo Charger Cleaning System Flame Arrestor
Silencer Silencer Silencer Silencer TIAH TX

IAS
Explosion TX TIAH TIAH XT MS Explosion MS Explosion
MS IAS IAS
Relief Relief TIAH TX Relief
Explosion IAS
Unit Unit Unit Gas
Exhaust Gas Line Colours
MS
Relief Key Combustion
Unit Unit
to be confirmed TI
Domestic Fresh Water
TI
No.1 No.2
Exhaust Gas Exhaust Gas Incinerator
Economizer
Air Economizer
TI Bilges TI Auxiliary
Boiler 8V
U-Tube All Valves Prefixed ‘X’ Unless Stated
Meter No.1 Soot
From Control Air From U-Tube
Collector No.2 Soot Meter 10V
System (2.9.2a) MS 7V Control Air 1V Tank V21V 9V MS
Collector 4V
System To No.4
Tank Diesel
(2.9.2a) V23V From Control
MS
Generator MS
From Control
Exhaust Air System (2.9.2a)
QS Air System (2.9.2a)
QS Gas Pipe QS
2V 3V Seal Pot
QS
5V 6V
Exhaust Exhaust
Gas Fan Gas Fan Exhaust
Gas Fan Exhaust
Gas Fan
TIAH TX TX TIAH 29V 30V TIAH TX
IAS IAS IAS
TX TIAH
IAS
No.1 Diesel Generator No.2 Diesel Generator No.3 Diesel Generator
Turbo To No.1 and 2 To Bilge
Engine TIAH TX Engine Engine TX TIAH
Charger IAS Turbo Auxiliary Central Holding Turbo IAS
(9L50DF) (12V50DF) Charger Fresh Water Tank Charger (12L50DF) No.4 Diesel Generator
Turbo Cooler Engine Turbo
Turbo Charger
Charger Charger Overboard (9L50DF)
Wash
Unit Turbo Turbo Turbo
Air Air Air Charger Charger Air Air Charger
Cooler Cooler Cooler Wash Wash Cooler Cooler Wash
Unit Unit Unit
11V
12V 13V 14V
19V 15V
20V 16V 17V 21V 18V 22V
From Control Air From Control Air

System (2.9.2a) System (2.9.2a)
Turbo Charging Turbo Charging

Unit Cleaner Unit Cleaner
To Bilge PI PI To Bilge
Holding Tank 23V 24V Holding Tank
S S
PI PI
From Fresh From Fresh
Water Hydraulic Water Hydraulic
Unit Unit
S 27V Air Cooler Air Cooler 28V S
Cleaning Cleaning
From Compressed Unit (Port) Unit (Starboard) From Compressed
Air System 25V 26V Air System
Issue: Final Draft - March 2008 IMO No. 9333606 Section 2.1.5 - Page x of x
2.3 Electrical Propulsion System Illustrations
2.3.1 Propulsion System Operation 2.3.1a Propulsion Overview
2.3.2 Propulsion Limitation and Protection System 2.3.1b Propulsion Control System
2.3.3 Propulsion Control System 2.3.1c Propulsion Control Panels
2.3.4 Propulsion Converters 2.3.1d Propulsion System Main Power Supplies
2.3.5 Propulsion Transformers 2.3.1e Propulsion Screen Mimic
2.3.6 Excitation System 2.3.3a Propulsion Control System
2.3.7 Propulsion Motors 2.3.3b Speed Control Diagram
2.3.8 Reduction Gearbox 2.3.3c Propulsion Auxiliaries Start Sequence
2.3.9 Bow Thruster 2.3.3d Electrical Propulsion General Diagram
2.3.4a Propulsion Converter Panels
2.3.7a Propulsion Motors
2.3.8a Reduction Gearbox
2.3.8b Gearbox Local Control Panel
2.3.9a Bow Thruster Arrangement
2.3.9b Bow Thruster Control Panels

Illustration 2.3.1a Propulsion Overview
PB Port
Converter PT2
Propulsion Transformer
Generator Engine No.1
re d c )
u i t et PT1
q ou
Network Bridges Machine Bridge
e
R ay
t a s l
Reduction
Gearbox
u s e r
d j r m Generator Engine No.2
d an A s fo
PM Port
Propulsion Motor
n
a l, tr
Port 6.6kV
Main Switchboard
MS1
f i r m t a i
n
o td e
o C u
Starboard 6.6kV
Main Switchboard
Generator Engine No.3
t o
MS2
l
SM Starboard
Propulsion Motor
t a i l ay
e n .
n D , G e
t i o u r s
t ra l o Generator Engine No.4
s o
ST1
Illu nel c
( Pa SB Starboard
ST2
Converter
Simplified Connection Arrangement of Diesel Generators, Main Switchboards and Propulsion Equipment
2.3 Electric Propulsion System 2.3.1 Propulsion System Operation The control stations employ an automatic follow up lever system. Levers on
non active stations are motorised and follow the reference sent by the lever on
the active station. This means that there is no necessity to line up the levers
Introduction Introduction manually when changing control positions.
The main propulsion system consists of two frequency converters supplying a Each propulsion motor and its associated converter is controlled by one power
varying frequency supply from the main electrical network to two synchronous electronic controller (PEC). The PEC also manages the remote control, the Local Control from the Local Panel (Emergency Telegraph System)
electric motors. The two motors provide dual inputs to a reduction gearbox motor auxiliaries, the speed reference and the anti blackout limitation (ABOL). The propulsion systems can be operated from the local control panel located
which has a single shaft output driving a fixed pitch propeller. The PEC communicates with the other pieces of equipment through two field between the propulsion motors. This control location can be used in the case
input/output (I/O) networks: of a failure of the remote control systems at the ECR and the wheelhouse. An
The motors are rated at 14,86MW each and are coupled to the main reduction • One redundant I/O network per PEC for control of the converter emergency telegraph is fitted at the local position to receive and acknowledge
gearbox which drives the propeller shaft. Each motor is double wound with and the motor unit. (Network redundancy is due to the loop propulsion orders from the wheelhouse. The emergency telegraph system
two three-phase windings. The frequency converters allow ‘four quadrant configuration) is electrically independent from the levers on the bridge and in the ECR. A
operation’ which means the motor can be driven and braked in each direction. takeover switch for the selection of control location is provided at the local
• One redundant I/O network common to both PEC’s for the control panel. The selection of REMOTE control must be made at the local
Each propulsion system consists of the following main components: remote control panels. (Network redundancy is due to the loop control panel to enable control from the wheelhouse, bridge wings or the
configuration) ECR.
• Four 9,700kVA delta/star and delta/delta wound transformers
connected to one of the 6.6kV main switchboards The propulsion system can be controlled from five control positions: When in local control, on issuing a command from the bridge, an emergency
• The propulsion converter with independent control system • Wheelhouse central telegraph alarm is activated. Muting of the alarm is achieved when the
• The dual wound synchronous motor capable of 100 to 720 rpm command is acknowledged by moving the local control lever to the position
• Port bridge wing
in each direction. The minimum speed of 100rpm is imposed by requested.
the frequency converter • Starboard bridge wing
• Engine control room (ECR) Once in local control, the control of each propulsion motor and the propulsion
A high degree of propulsion redundancy is provided by supplying each motor auxiliaries is by means two sets of pushbuttons (port and starboard) mounted
separately from one of the two main switchboards. Each propulsion motor • Local position on the local control panel.
system operates totally independently of the other. Various safety actions are
automatically applied to the propulsion in the event of certain failures or alarms Each PEC is able to manage the control panels. Therefore in the event of one
PEC failure, the control panels are still available via the other PEC. Remote Manual Control from the Engine Control Room
within each system. These consist of limitations and alarms, etc, which are all
explained further on in the propulsion section. The propulsion control panel fitted at the main ECR console has facilities to
In addition to the PEC’s, an AMC PLC manages the functions common to both start, stop and control the speed and direction of the propulsion motors and
The converters are of the synchro-converter type. Each converter is composed motors. This includes anti overload limitations (AOLL) and interfacing with the start and stop of the propulsion auxiliaries. A speed control lever, control
of four network bridges, NB1, NB2, NB3 and NB4, and two machine bridges, the external system (Alstom vessel control - AVC). The PEC’s and AMC PLC position selection switch and indication, speed indicators and power indicators
MB1 and MB2, connected together through a DC smoothing reactor. The are linked to the external IAS system through a main redundant network. are fitted.
network bridges convert the fixed frequency A.C. power into DC power with
variable voltage and current. The network bridges are composed of six pulse The control stations are the interface between the operator and the propulsion When in ECR control, the ECR lever acts as a telegraph transmitter/receiver
Graëtz thyristor bridges. Each bridge is supplied by one of the two secondary system. Control equipment is fitted at the control stations to allow the operator and when a command is issued from the bridge, an alarm is activated. Muting
windings of the propulsion transformer. Thanks to the 7.5° phase shifting on to start, stop and control the speed and direction of the propulsion motors and of the alarm is achieved when the command is acknowledged by moving the
the primary side of the 4 propulsion transformers, a 48 pulse configuration is the start and stop of the propulsion auxiliaries. The speed of the propulsion ECR control lever to the position requested. The alarm will sound when there
achieved reducing the most powerful harmonic currents. With the bus tie open, motors is directly proportional to the speed reference signal generated by the is a difference between the bridge control lever position and the ECR control
a 24 pulse arrangement is achieved on each switchboard. speed control lever minus any limitations, etc. System safety limitations and lever position.
interlocks are always active, independent of the speed reference origin.
The machine bridge converts the DC power into a variable frequency, variable Once in ECR control, the control of each propulsion motor and the propulsion
voltage AC power system to supply the motor windings. Each six-pulses When operating normally, the motors’ speed and direction are set from the auxiliaries is by means two sets of pushbuttons (port and starboard) mounted
machine bridge is made up of 2 x 6 thyristors. Thanks to the 30° shifting control levers in the wheelhouse. In certain circumstances, the motors can be on the local control panel adjacent to the control lever and the control position
between both windings of one motor, a 12 pulse configuration is achieved controlled from the ECR or the local position following commands from the panel.
reducing the most powerful torque pulsations generated by each motor. Please wheelhouse via the emergency telegraph.
see illustration 2.3.1d (Propulsion System Main Power Supplies) for the
converter layout simplified drawing.
Control from the Wheelhouse To Transfer Propulsion Control from the ECR to the Wheelhouse When propulsion is finished with, the following procedure is carried out:
When in wheelhouse control, the propulsion can be controlled from the central a) The ECR indicator lamps are illuminated at all the control
speed lever. The selection of which lever station is in command is made at the panels, the ECR position is in control. a) The speed lever is at the ‘0’ position. The operator presses the
central or wing console propulsion panels. propulsion OFF pushbutton. After a short delay, the ON button
b) The operator presses the CTRL HERE pushbutton at the lamp is extinguished and the OFF button illuminates steadily.
The propulsion control panel fitted at the central wheelhouse console has wheelhouse central panel. The CTRL HERE button indicator
facilities to start, stop and control the speed and direction of the propulsion lamp at the wheelhouse control panel flashes, the TRANS ACK b) Propulsion is now off, the auxiliaries remain running for a
motors and the start and stop of the propulsion auxiliaries. A speed control button indicator lamp at the ECR control panel flashes and the predetermined time and then stop automatically. The propulsion
lever, control position/selection illuminated pushbuttons, speed indicators, and buzzer sounds at both control panels. auxiliaries control system is described in section 2.3.3, Propulsion
power indicators are fitted. Control System.
c) At the ECR panel, transfer is acknowledged by pressing the
The propulsion control panels fitted at each bridge wing have propulsion TRANS ACK pushbutton. The CTRL HERE button indicator For further details of the propulsion starting and stopping sequences, please
control system status indication facilities (fault indication, alarm indication lamp is illuminated at the wheelhouse control panel and refer to section 2.3.3 Propulsion Control System.
and power limit indication). A speed control lever, speed indicator and power extinguished at the ECR control panel and the buzzer is stopped.
indicator are also fitted. The wheelhouse central has control. Propulsion Control Panel Facilities
Taking Control To Transfer Propulsion Control from the Wheelhouse Central Console to With reference to illustration 2.3.1c, the panels at both the bridge and engine
the Wheelhouse Wings control room consoles are identical:
A transfer of the control location is dependent on the priority level of the
control location: a) At the wheelhouse control panels, the BRIDGE indicator lamps ON: This button starts propulsion providing all necessary criteria are met, ie,
are illuminated at all the control panels, the central console the speed lever should be in the STOP (0) position, sufficient generators are
• Local position - highest priority
position is in control. on load, the propulsion auxiliaries are on and satisfactory, etc. This button is
• Remote control from the ECR lever
only active when the panel is in control. The button on the wheelhouse and the
• Wheelhouse/wheelhouse wings - lowest priority b) At the port or starboard wheelhouse wing panel, the operator bridge wing panels is used solely for indication.
presses the CTRL HERE pushbutton, the CTRL HERE lamp
flashes and the buzzer sounds. OFF: This button stops propulsion. This button is only active when the panel
To Transfer Propulsion Control from the Local Position to the ECR
is in control. The speed lever should be in the STOP (0) position. The button on
a) The LOCAL indicator lamps are illuminated at all the control c) At the relevant wing control panel, the CTRL HERE lamp the wheelhouse and the bridge wing panels is used solely for indication.
panels, the LOCAL pushbutton at the LOCAL position is illuminates steadily and the buzzer is stopped. No transfer
illuminated, the local control panel is in control. acknowledgement is required. The S WING or P WING TRIP OVERRIDE: This button will override certain alarms to prevent any
indicator lamps are illuminated at all the control panels. propulsion shutdown and will also override certain alarms to enable starting of
b) The CTRL HERE pushbutton is pressed at the ECR propulsion the propulsion system. This facility is activated when the button’s indicator is
control panel. The CTRL HERE button indicator lamp at the Start/Stop Propulsion illuminated and flashes and sounds every five minutes to remind the operator
ECR control panel flashes, the TRANS ACK button indicator that an override is still in operation. This button is only active when the panel
lamp at the local control panel flashes and the buzzer sounds at At the ECR position now in control, the CTRL HERE lamp is illuminated
is in control.
both control panels. steadily.
EMERGENCY STOP: This button stops propulsion immediately by tripping
c) At the LOCAL panel, transfer is acknowledged by pressing the a) If the propulsion auxiliaries are not already running, press
the propulsion transformers and blocking the firing pulses to the converter
TRANS ACK pushbutton. The CTRL HERE button indicator the AUX. ON pushbutton. The control system will start the
thyristor bridges. All emergency stop buttons at all panels are active when the
lamp is illuminated at the ECR control panel and extinguished auxiliaries in sequence.
propulsion is on.
at the local control panel and the buzzer is stopped.
b) The AUX. ON lamp will illuminate steadily when all the AUX. ON: This button starts the propulsion auxiliaries (pumps, fans, etc)
auxiliaries have been started and all these systems are correct. providing all necessary criteria are met, ie, pumps set to REMOTE, etc. and is
available when the auxiliaries are off and propulsion is off.
c) When the auxiliaries have been on for at least 20 seconds, the
operator presses the PROPULSION ON pushbutton. When the
control system is ready, the ON pushbutton illuminates. The Note: On the wheelhouse control panel and bridge wing control panels, this
available motors will now run when the speed lever is moved. button is unused..
Illustration 2.3.1c Propulsion Control Panels
Propulsion Control Panel Facilities
ON: This button starts propulsion providing all necessary criteria are met, ie, the speed lever should be in the STOP (0) position,
sufficient generators are on load, the propulsion auxiliaries are on and satisfactory, etc.
Note: This button is only active when the panel is in control. The button on the wheelhouse and bridgewing panels is used solely for indication.
OFF: This button stops propulsion. This button is only active when the panel is in control. The speed lever should be in the STOP (0) position.
Note:The button on the wheelhouse and bridgewing panels is used solely for indication.
PROPULSION OVERRIDE: This button will override certain alarms to prevent any propulsion shutdown. This facility is activated when the button’s
indicator is illuminated and flashes every five minutes. This button is only active when the panel is in control.
EMERGENCY STOP: This button stops propulsion immediately by tripping the propulsion transformers and blocking the firing pulses.
All emergency stop buttons at all panels are active when the propulsion is on.
EMERG.
OFF ON OVERRIDE
STOP RESET: This button resets the control system after a failure. This button is only activewhen the panel is in control.
SILENCE BUZZER: This button cancels the audible alarm and is illuminated whenthe alarm buzzer sounds.
This button is only active when the panel is in control.
AUX. ON: This button starts the propulsion auxiliaries (pumps, fans, etc) providing all necessary criteria are met, ie, pumps set to REMOTE, etc.
and is available when the auxiliaries are off and propulsion is off.
AUX OFF AUX ON SILENCE RESET Note: On the wheelhouse and bridge wing control panels, this button provides indication only
BUZZER
AUX. OFF: This button stops the propulsion auxiliaries and is available when the auxiliaries are on and propulsion is off.
Note: On the wheelhouse and bridge wing control panels, this button provides indication only
CTRL HERE: This button requests a transfer of propulsion to that control location. The LED adjacent to this button flashes when awaiting
acknowledgment and illuminates steadily when control has been transferred.
ALARM POWER LIMIT. TRANS ACK: This button acknowledges a transfer of propulsion from another control location. The LED adjacent to this button flashes
when acknowledgment has been requested.
TRANS CTRL
SLOWDOWN SHUTDOWN ACK HERE ALARM: This lamp illuminates yellow when an alarm is present.
POWER LIMIT.: This lamp illuminates orange when a propulsion limitation is in force due to limited power availability on the network.
LEVER SLOWDOWN: This lamp illuminates orange when a torque limitation is in force due to a fault.
SHUTDOWN: This lamp illuminates red after a propulsion motor trip.

P WING BRIDGE S WING
LOCAL: This lamp illuminates green when local control is activated.
LOCAL ECR ECR: This lamp illuminates green when the engine control room is in control.
BRIDGE: This lamp illuminates green when the wheelhouse central console is in control.
P WING: This lamp illuminates green when the wheelhouse port wing console is in control.
S WING: This lamp illuminates green when the wheelhouse starboard wing console is in control.
- DIMMER + TEST CONTROL PANEL FAILURE: This lamp illuminates red when that control panel fails and cannot communicate with the control system.
Control must be transferred to another control panel.
CONTROL
PANEL
FAILURE TEST: This button tests all panel illumination and the buzzer.
DIMMER +/- : Adjusts the panel illumination.
Author’s Note: Highlighted points to be confirmed

Propulsion Control Panel
AUX. OFF: This button stops the propulsion auxiliaries and is available when S WING: This lamp illuminates green when propulsion is controlled at the The continuity of the emergency stop circuit lines is permanently monitored. If
the auxiliaries are on and propulsion is off. starboard wing console control panel. a failure occurs in one of the emergency circuits or in the emergency stop relay
an emergency stop circuit fault alarm is raised.
Note: On the wheelhouse control panel and bridge wing control panels, this CONTROL PANEL FAILURE: This lamp illuminates red when that control
button is unused. panel fails and cannot communicate with the control system. Control must be
transferred to another control panel. Crash Stop Manoeuvre
SILENCE BUZZER: This button cancels the audible alarm and is illuminated If necessary it is possible for the propulsion system to perform a crash stop
when the alarm buzzer sounds. This button is only active when the panel is in TEST: This button tests all panel illumination and the buzzer.
manoeuvre. The control electronics will actuate the firing sequences of the
control. converter bridges for synchronous propulsion regenerative braking down to
DIMMER +/- : Adjusts the panel illumination.
zero speed, reversal of the direction of rotation and subsequent restarting
RESET: This button resets the control system after a failure. This button is in order to stop the vessel in the shortest possible time. The procedure is as
only active when the panel is in control. This function is active at any time in Emergency Telegraph System follows:
the ECR; it is active on the bridge or wing stations when the relevant remote
panel is active. An emergency telegraph system is provided which is designed to send a) It is assumed that the vessel is sailing at full speed, torque is
commands from the wheelhouse to the local control unit or the ECR panel. To maximum. The power from the network is delivered to the
Note: No automatic reset is provided for the propulsion system. transmit an order from the wheelhouse to the ECR or local control station, the propeller
knob should be rotated until it points to the desired position. The corresponding
ALARM: This lamp illuminates yellow and indicates that a failure generating signal lamp will flash on the wheelhouse, the ECR and on the local control b) The crash stop procedure is automatically started as soon as the
only an alarm has occurred. panels and an audible alarm will be activated. At the destination station (ECR lever is moved to 80% of the full astern position. The torque
or Local), The request can be acknowledged by lining up the knob with the is progressively reduced to zero and the power is reduced to
POWER LIMIT.: This lamp illuminates orange when a propulsion limitation requested position. The lamp will remain lit and the alarm will be silenced. zero.
is in force due to limited power availability on the network.
c) A negative torque is applied to the propeller (the propeller is
SLOWDOWN: This lamp illuminates orange when a torque limitation is in
Propulsion Emergency Stops
being driven by the backwash and braked by the propulsion
force due to a fault. motor). The shaft speed is still positive but the power is negative.
The propulsion can be stopped in an emergency by operating the hard-wired
The power from the propeller is delivered to the network. Due
SHUTDOWN: This lamp illuminates red after a propulsion motor trip. pushbuttons at the propulsion remote or local control panels. The lines to these
to the braking effect the shaft speed decreases. During this part
emergency stops are constantly monitored and in the event of a circuit failure
of the procedure, as the power is negative it is necessary for it to
TRANS. ACK.: This function is used to acknowledge a transfer request from an alarm is raised. If a power electronic controller (PEC) fails, the emergency
be limited (PLS limitation) to prevent an underload situation.
another panel. It is flashing when the acknowledgement is requested by another stop circuit will remain in operation.
control panel. d) The propeller speed reduces to zero. A negative torque is still
When a REMOTE control panel emergency stop is pressed, the following
applied, the power is zero.
CTRL HERE: This function is used for transfer request of control to this actions are carried out:
panel. This button is illuminated when the control is active from this panel. It is • Stopping of the propulsion motor e) The propeller is driven in the astern direction (negative speed).
flashing when the transfer needs to be validated by a transfer acknowledgement The power (positive) is taken from the network and delivered to
• Tripping of the main circuit breaker
from the active remote panel. When it is flashing, the control transfer can be the propeller.
cancelled by pressing the button a second time. • Tripping of the excitation circuit breaker
• Tripping of the propulsion auxiliaries (with the exception of In the event of a crash stop manoeuvre, if any engine is running on gas, it will
LOCAL: This lamp illuminates green when propulsion is controlled at the the motor bearing jacking pumps, which, if necessary, must be automatically be switched to MDO mode on receipt of this command. Also, the
local control panel. stopped locally). running LD compressor will be tripped.
ECR: This lamp illuminates green when propulsion is controlled at the ECR To restart propulsion after the operation of a remote emergency stop:
control panel.
a) Carry out a fault reset at the remote panel.
P WING: This lamp illuminates green when propulsion is controlled at the
port wing console control panel. b) Start propulsion as normal.
BRIDGE: This lamp illuminates green when propulsion is controlled on

wheelhouse central console.
Illustration 2.3.1d Propulsion System Main Power Supplies
No.1 6.6kV Main Switchboard No.1 440V Switchboard No.2 6.6kV Main Switchboard No.2 440V Switchboard
P-LD#HM1-9 P-LC#1M-16 P-LC#1M-27 P-LD#HM2-1 P-LC#2M-24 P-LC#2M-33
Port Port Starboard Starboard

Propulsion Propulsion Propulsion Propulsion
Transformer PT2 Transformer PT1 No.1 Transformer ST2 Transformer ST1 No.2
(6600/1560V (6600/1560V Pre-Magnetising (6600/1560V (6600/1560V Pre-Magnetising
9700kVA) 9700kVA) Transformer 9700kVA) 9700kVA) Transformer
440/1,560V 440/1,560V
75kVA PTM 75kVA STM
Network Network Network Network

Bridge Bridge Bridge Bridge
NB4 NB3 NB2 NB1 NB4 NB3 NB2 NB1
Reactor Reactor
Port Starboard
Propulsion Propulsion
MB2 MB1 Excitation MB2 MB1 Excitation
Cubicle Cubicle
PE SE
Machine Machine Machine Machine
Bridge Bridge Bridge Bridge
Port Converter Starboard Converter
(Bridges and Reactor) PB (Bridges and Reactor) SB
Port Stbd
PM Propulsion SM Propulsion
Motor Motor
Gearbox
Propulsion Fault Management Overriding Propulsion Safety System

Certain faults may be overridden in emergencies where the propulsion is
Each propulsion system is totally independent, a failure in one motor system absolutely essential. When a fault occurs, the signalling system advises the
will not affect the other motor. Faults within the propulsion will affect the operator if the fault can be overridden. The OVERRIDE illuminated pushbutton
system in different ways, see section 2.3.2, Propulsion Limitation System for on the control panels will flash for one minute. Overriding is carried out
further information. using the OVERRIDE pushbutton on the propulsion control panels. When an
override is in force, the OVERRIDE pushbutton is illuminated constantly. If
All faults which occur on the propulsion system are detected by the control a temperature is overridden it must be manually monitored if the propulsion
system. system is still in operation. The OVERRIDE lamp will re-flash every five
minutes to remind the operator that an override is still in operation.
When a fault occurs, the signalling system will be activated on the HMI
supervision system and on the remote panel at the local, ECR or bridge operator
CAUTION
positions. All faults will be displayed on the HMI supervision system.
Damage to equipment may occur when an alarm is overridden. Extreme
The fault effect will be one of the following: care should be taken when operating the plant with alarms overridden.
The operator should monitor the equipment closely.
• Alarm raised
• Motor circuit breaker tripping
• Motor stopping
• Torque limitation (with an associated torque limitation coefficient
depending on the fault)
• Fault can be overridden
The control system utilises intelligent fault management to differentiate

between actual faults and sensor failures. The sensor outputs are monitored
for extreme signals (open circuit, etc) and are also compared to other similar
sensors.
The faults may be reset manually from the remote control system (push button
on each remote control plate) when the corresponding remote control plate is
in operation. Alarms can be also acknowledged on the HMI but not reset.
Faults are usually memorised, which means that when the fault condition has
disappeared the fault effects are still present until the fault has been reset.
Special Faults
Each drive PEC monitors the temperature of its own motor system.
This monitoring is achieved by the use of PT100 sensors installed in the
relevant equipment. For each sensor, the following checks are made :
• Connection check of the sensor to the PEC (sensor fault)
• Alarm threshold, causing a torque limitation
Illustration 2.3.1e Propulsion Screen Mimic
e re
o H
o g
i ct
M im
e en
c r
n S
ls io
p u
P ro
. 1e
2.. 3
i o n
trat
lu s
Il
2.3.2 propulsion Limitation and protection Propulsion Limitation System (PLS)

system
The propulsion limitation system is divided into two systems:
Propulsion Torque Limitation
Introduction • Anti overload limitation (AOLL)
Due to the size of the electrical propulsion plant, a limitation system is fitted • Anti blackout limitation (ABOL)
to protect the main power generation network. This system will prevent any
blackouts due to the over (or under) loading of a generator. In addition to the
electrical network protection, limitation may also be applied to protect the Anti Overload Limitation (AOLL)
propulsion system equipment by ensuring the equipment remains in operation This function is managed by the AMC PLC and generates a torque limitation
within its designed rating, etc. when a generator is overloaded or underloaded. In each of the HV switchboards
an I/O rack monitors the generators’ circuit breakers, the bus tie breakers’
Propulsion power is equal to motor torque multiplied by motor speed. The positions and the active and re-active power of the connected generators.
system limits the torque signal, therefore reducing power.
The generators’ kW and kVAR load is constantly monitored and processed.
The system monitors the status of the main electrical network and the connected When a connected generator reaches a PLS threshold (usually 90% of the
generators. In the event of specific faults such as an overloaded generator, rated kW or kVAR level), the propulsion load is limited at this point or reduced
propulsion equipment failure or the network frequency or voltage reaching a according to the overload level. The kVAR limitation is carried out in case the
low limit, the PLS will apply a percentage limitation to the propulsion system generator current increases, this may occur in the case of a high torque request
thereby reducing the electrical load on the generators. from the propulsion control system at low speeds. This is suitable for slow
response time phenomena. The time response of this system is about 100ms
Electrotechnical Limitation depending on the time constant induced by the generator power transducers.
For a fast response time phenomena, a second function is implemented, called
The rating and design of the converters means that the following limitations are anti black out limitation (ABOL).
applied at low speeds in either direction:
• Below 72 rpm: 50% of rated torque Anti-Blackout Limitation (ABOL)
• Between 15 and 290 rpm: Proportional torque limitation For ABOL, the network voltage and frequency are constantly monitored.
between 50% and 100% of
rated torque To prevent any overloads caused by failure of the remote I/O racks which
monitor the circuit breakers and the power measurements, a built-in limitation
These limitations limit the torque in the lower speed range to ensure compliance system is located inside each half motor PEC.
with the converter design and also to ensure that the motor’s power remains
constant. The mains frequency is always monitored. If the frequency decreases under
a certain level it is an indication that the generators are overloaded (active
power). To prevent a blackout situation, an automatic torque limitation on the
Sequential Limitation propulsion motor is implemented:
• Minimum frequency threshold: 97.5 % of the rated frequency
A percentage propulsion limitation is imposed when an item such as a cooling (58.5 Hz)
fan fails or a monitored temperature rises above a specific threshold. The
limitation is applied for as long as the fault exists. The mains voltage is always monitored. If the voltage decreases under a certain
level it is an indication that the generators are overloaded (reactive power). To
If the temperature of a monitored component, such as the propulsion prevent a blackout situation, an automatic torque limitation on the propulsion
transformer or motor windings reaches the high temperature threshold, an motor is implemented. The time response of this system is about 4ms:
alarm is raised and a current limitation of 66% and 33% (or 50%) is applied
sequentially, irrespective of motor speed. The sum of these current limitations • Minimum voltage threshold: 85% of the rated voltage
on both motors results in a shaft line torque limitation.
Illustration 2.3.3a Propulsion Control System

Wheelhouse Central Console
ASTERN 0 AHEAD
25 25
Shaft Speed
Port Bridge Wing 50 50
(Overhead Console) Starboard Bridge Wing
75 75
100 100
rpm
Propulsion Propulsion
Control Panel Control Panel
Power Shaft Speed Speed Lever Power Shaft Speed Speed Lever
PROPULSION
ASTERN AHEAD
Propulsion Power Shaft Speed Telegraph Speed Lever
PROPULSION
ASTERN AHEAD
0 0
Control Panel
15 20 15 20
EMERG. EMERG.
OFF ON OVERRIDE OFF ON OVERRIDE
STOP STOP
25 25 25 25
10 25 ASTERN AHEAD 10 25
15 20 0
50 25 50
SILENCE SILENCE
50 25 50
AUX OFF AUX ON BUZZER RESET AUX OFF AUX ON BUZZER RESET
5 10 25 D 5
SL EAD AD
PROPULSION
30 30
50 50 OW DE OW
SL
ALARM POWER LIMIT. ALARM POWER LIMIT.
SLOWDOWN SHUTDOWN
TRANS CTRL 75 75 OFF ON OVERRIDE
EMERG.
STOP
5 SLOWDOWN SHUTDOWN
TRANS CTRL 75 75
SLOW
ACK HERE ACK HERE
30 SLOW
LEVER 0 35 LEVER 0 35
P WING BRIDGE S WING 75 75 HALF HALF P WING BRIDGE S WING
100 100
SILENCE
100 100
AUX OFF AUX ON RESET
LL FU
BUZZER
LOCAL ECR LOCAL ECR
MW rpm 0 35
FU LL MW rpm
ALARM POWER LIMIT. 100 100
MW rpm
- DIMMER + TEST - DIMMER + TEST
TRANS CTRL
CONTROL SLOWDOWN SHUTDOWN ACK HERE CONTROL
PANEL PANEL
FAILURE FAILURE
LEVER
LOCAL ECR
Electronic Electronic
- DIMMER + TEST
CONTROL
PANEL
FAILURE
Frame Electronic Frame

Frame
Power Shaft Speed

ECR 15 20
ASTERN 0 AHEAD
Control
25 25
10 25
Meters, Telegraphs Etc.

50 50
Panel 5
30
75 75
Rev Counter
0
Propulsion
35
To Make
100 100
MW rpm
Control Panel
Ship Specific Telegraph

PROPULSION
OFF ON OVERRIDE
EMERG.
STOP
Speed Lever Shaft Speed
AUX OFF AUX ON SILENCE RESET
ASTERN AHEAD
BUZZER
D 0
SL EAD AD 25 25
OW DE OW
SL
ALARM POWER LIMIT.
50
TRANS CTRL
SLOW
SHUTDOWN
SLOW
SLOWDOWN
50
ACK HERE
HALF
LEVER
P WING BRIDGE S WING HALF

LL FU
75 75
LOCAL ECR
FU LL
- DIMMER + TEST
CONTROL
PANEL
FAILURE 100 100
rpm
Chief Engineer’s Room

Electronic
Frame
AVC
Control I/O Control I/O
Converter I/O Converter I/O

Motor
PEC Network
PEC AMC PLC
Motor
Network Speed Reference Control Emergency Motor I/O
Motor I/O Emergency
Local Local Transmitter Shaft Speed Keypad Stop
Stop Revolution Sensor
Control
Control ASTERN AHEAD
(Propeller Shaft)
De
Keypad
25 25
Starboard Propulsion
ta
Panel
il
50 50
to
Drive Control - Local

be
75 75
Propulsion
In
Port Propulsion
se
Control Panel
Key
100 100
r
rpm
te
Drive Control - Local

d
Telegraph
PROPULSION
10M Manual Control I/O

EMERG.
OFF ON OVERRIDE
PLC Programmable Logic Controller

STOP
Ethernet Network
AUX OFF AUX ON SILENCE RESET
BUZZER
D
SL EAD AD
OW DE OW
ALARM POWER LIMIT.
SL
Redundant 100M Ethernet Network PEC Power Electronic Controller

TRANS CTRL
SLOWDOWN SHUTDOWN ACK HERE
LEVER SLOW SLOW

HALF
LOCAL ECR HALF

LL FU
FU LL
10M Field I/O Ethernet Network AVC ‘A’ Series Vessel Control
- DIMMER + TEST
CONTROL
PANEL
FAILURE
2.3.3 propulsion control system The speed regulation of the motor is based on a vector control system. Motor Control PEC (VMIC7700)
Applying an appropriate transformation, the motor current is divided into two As stated previously, the PEC is the main controller of the drive system. The
Manufacturer: Alstom components: purpose of the PEC is as follows:
Rated input voltage: 230VAC • The first, called Id, to control the rotor flux
Rated input current: 4.5A • The second, called Iq, to control the torque of the motor. • Control and management of one motor or drive
Rated input frequency: 60Hz
• Control and management of the auxiliaries for one motor
The propulsion control system is organised with different components, each of (transformer fans, converter pumps, motor fans, bearing
which has different functions: lubrication)
Propulsion Controller Designation
• PEC: This system is the main controller. The regulation and the • Control changeover
• SC: Starboard controller propulsion sequences are located in this rack.
• Speed control for one motor
• PC: Port controller • AMC : This system is a controller. It is programmed to
organise the interface with the external systems such as the • Torque control for one motor
human machine interface (HMI). It is also in charge of the PLS • Fault management for the functions described above
Introduction (propulsion limitation system)
• Fault / status displaying
Each propulsion motor and its associated converter is controlled by one • I/O rack: This system is the inputs and outputs interface with the
power electronic controller (PEC). The PEC also manages the remote control, PEC and AMC • Speed indication
the motor auxiliaries, the speed reference and the anti black out limitation • Hub/Switch: This system is a network connection point between • Communication via the ethernet with the other motor and the
(ABOL). The PEC communicates with the other pieces of equipment through the controller and the interface AMC
2 field I/O networks.
• I/O data transfer to and from the Wago station.
• One redundant I/O network per PEC for control of the converter All the system exchanges are based on an ethernet network. This network can
and motor unit. (Network redundancy is due to the loop be divided into 3 parts corresponding to a particular function. The PEC hardware consists of the following:
configuration) • The remote system network linking the PEC controller and • Rack VME 8 slots
• 1 redundant I/O network common to both PEC’s for the physical I/O from the bridge and the ECR. This network is
• CPU central unit VMIC7700 and Ethernet double channel
remote control panels. (Network redundancy is due to the loop common to both PEC’s.
adapter
configuration) • The redundant network linking both PEC controllers to:
• TIB Transceiver Interface Board
Control is available from remote control panels in the wheelhouse, the port - the local I/O (Wago) through an AMC PLC
• PIB201A encoder board
bridge wing, starboard bridge wing, engine control room (ECR) and from the - the PLS I/O (Wago) through an AMC PLC which is in charge
local control panel. Each PEC is able to manage the control panels so, in the of the propulsion limitation system (PLS)
event of one PEC failure, the control panels are still available via the other
PEC. - the IAS (HMI, PMS etc.)
• The motor network gathering information from the control, the
In addition to the PEC’s, an ‘A’ series marine controller PLC (AMC PLC) motor, the converter itself, the local remote control panel and
manages the functions common to both motors. This includes anti overload the command control cubicle.
limitations (AOLL) and interface with the external system IAS (Alstom vessel
control). The controllers (PEC, AMC) are linked to the external IAS system via Please refer to illustration 2.3.3a to view the system architecture.
a main redundant network.
The principle of the propulsion drive system control is based on speed regulation
according to a speed reference given by lever transmitters. The speed regulator
generates a torque reference corresponding to the propulsion torque needed to
provide the required speed. In rough sea conditions, a power control system is
automatically in operation generating the propulsion torque reference.
Common control PLC (AMC) Propulsion Motor Sequential Control Author’s Note: To confirm if the propulsion can be started from the bridge.
The AMC PLC provides I/O data transfer to and from the Wago I/O racks Each motor is controlled by its own PEC. The PEC uses sequential control to Each propulsion controller (PEC) starts and stops the run motor sequence of
(local, PLS) and data exchange with the PEC controller as follows: operate the propulsion auxiliaries and motor. In normal operation, one PEC is its own motor. When the auxiliaries are ON, the closing authorisation for the
• PLS (propulsion power limitation system, anti overload designated the MASTER controller and generates the required torque reference, propulsion main circuit breaker (CB) is validated. The circuit breakers are
limitation) the master sends this reference to the other PEC. The controller designated as closed which validates the motor start sequence.
master is selected and displayed using pushbuttons at the local control panel.
• Fault management for the functions above
The PEC designated master will remain as master unless the operator requests The operator starts the propulsion by pressing the PROPULSION ON key. The
• Fault and status displaying for the IAS system a changeover from the local control panel or the master fails; changeover is propulsion start sequence is as follows:
• Communication with the IAS system automatic in these cases.
a) Closing of the motor circuit breaker
The AMC PLC consists of one rack mounted in the port control cubicle and is To enable starting of propulsion, the following initial conditions must be met:
made up of the following: • No fault causing an alarm effect is present b) Closing of the excitation system supply circuit breakers.
• Power supply • No fault causing a limitation effect is present c) A REGULATE request is sent to the excitation system to excite
• CPU central unit AMC • At least 2 diesel generators connected to the network the propulsion motors.
• Wago rack • Lubrication is satisfactory
d) The speed reference is enabled.
• Redundant Ethernet link. (Communication with IAS supervisor • No shaft line lock engaged
with OPC interfaces. Communication with PEC’s with EGD On pressing the PROPULSION OFF key, the PEC carries out the following
• No turning gear engaged
(Ethernet global data) interfaces. Communication with the IAS sequence. The stopping sequence can only be carried out when the speed
PMS with EGD interfaces) • Start permit activated reference is set to zero, ie, the levers are at the ‘0’ position.
• Propulsion auxiliaries are in operation (for at least 20 seconds)
Remote I/O racks (WAGO) a) Speed reference cancelled
• The speed reference is zero - ie, speed lever at zero position
The Ethernet remote I/O rack collects all the inputs from the field and manage b) Excitation regulation cancelled
all the outputs. Note: The operator can override the alarm and limitation effects by pressing
the propulsion ON button on the panel selected for more than 3 seconds. c) Open excitation circuit breaker
The list of I/O racks and their locations is as follows: This override is automatically reset when the propulsion starting sequence
• Port wing : one rack ‘remote control interface’ is completed. Note: The propulsion transformer circuit breakers are not opened by the
• Starboard wing : one rack ‘remote control interface’ sequential control but only tripped in event of a fault resulting in a motor
Note: The lubrication interlocks will be overridden on a motor when the trip effect.
• Bridge : one rack ‘remote control interface’ other motor is uncoupled (Refer to permanent conditions below)
• ECR : one rack ‘remote control interface’ Note: Both port and starboard breakers will not be closed simultaneously. A
To enable starting of propulsion, the following permanent conditions must also five second time delay between the closing of the port and starboard breakers
• Local : one rack ‘remote control interface’ be met: is included in the propulsion control to minimise disturbance on the mains.
• Control : one rack per motor ‘control cubicle interface’ • No emergency stop is operated
• Converter : one rack per motor ‘converter control interface’ • No fault causing a motor stopping effect is present Note: At any time, it is possible to transfer the propulsion control from one
remote control panel to another, without stopping the propulsion.
• Motor : one rack per motor ‘motor control interface’ • No fault causing a motor trip effect is present
• Switchboard : one rack ‘PLS control interface’ • Machine bridge isolating switch is closed
• No trip from the other shaft line lubrication or the other motor
is uncoupled
• Gear running authorisation
If these conditions are satisfactory, the starting sequence can be initialised from
the local control panel, the ECR and the wheelhouse central console.
Speed Signals Propulsion Motor Speed Reference Processing Control Speed Reference Slopes
The propulsion motor speed reference is controlled by the PEC. The PEC The speed reference can be set with the speed reference levers or +/- speed
carries out the following functions: reference push buttons under the relevant lever. The speed reference can be Shaft Speed Fuel Gas Crash Stop
precisely adjusted by means of these raise and lower pushbuttons with an Slopes
a) Speed reference processing - generation of acceleration and
accuracy of 1rpm (based on shaft speed). From 0 to 27rpm 15 Seconds 30 Seconds
deceleration curves
b) Speed control - adjustment between motor frequency From 27 to 53rpm 45 Seconds 180 Seconds
Speed reference processing - Ramps From 53 to 90.6rpm 120 Seconds 390 Seconds
measurement and the speed reference, generated in a), by
adjustment of the torque reference Speed Increasing and decreasing is controlled by: From 90.6 to 0rpm 30 Seconds 270 Seconds 30 Seconds
c) Torque limitation - selection of the most important torque • Three acceleration ramps From 0 to -27rpm 15 Seconds 30 Seconds 15 Seconds
limitation from the following: From 0 to -27rpm 45 Seconds 180 Seconds 45 Seconds
• One deceleration ramp
- Electrotechnical limitation From -27 to -62rpm 30 Seconds 98 Seconds 30 Seconds
Two set of ramps are available:
- Sequential limitation The maximum shaft speed is limited to 93rpm in the ahead direction and to
• Gas ramps: to reduce fuel oil consumption and reduce equipment 62rpm in the astern direction
- Process limitation
load (diesel generator)
- PLS (propulsion limitation system) limitation: anti overload
• Fuel ramps: to have high ship performances in terms of Note: A shaft speed of 90.6rpm corresponds to a motor speed of 720rpm
limitation (AOLL)
reactivity
- PLS (propulsion limitation system) limitation: anti blackout
limitation (ABOL)
Power Control (Rough Sea Mode)
All the diesel generator engines can run in gas mode or fuel mode. The
d) Torque limitation block - if the torque reference issued by the selection ‘Gas’ or ‘Fuel’ is performed by the PMS (IAS system). The PMS Rough sea mode power control is carried out when the ship is sailing in rough
speed regulator is less important than the most important torque gives the selection status (Gas or Fuel) to the propulsion system by use of the seas. This will avoid power variations caused by the torque variation of the
limitation, the torque reference is applied. If this is not the case, following information: propeller and no generator limitation is in effect.
the torque limitation is applied. • Port gas ramp selection (1 = Gas ramp)
e) Power controller: automatically in operation in order to avoid The rough sea mode will be automatically in operation if the following
• Starboard gas ramp selection (1 = Gas ramp)
power variation in the event of rough sea conditions. This is conditions are fulfilled :
described later in this section. Fuel ramps are applied if both statements above are equal to zero and a crash • the frequency of power variations is significant of rough sea
stop situation has not been detected. conditions.
Illustration 2.3.3b Speed Control Diagram
• The speed reference has been constant for 3 minutes.
The propulsion system uses this information to select ‘Fuel’ or ‘Gas’ ramps.
Speed Regulator
Torque Reference
Limited The default mode is gas ramp. It means that ‘gas ramps’ are selected when the • The propulsion speed is greater than the speed threshold (60%
Speed Ref.
Block
Torque Limit Block
Torque Reference
PEC is powered up. Gas ramps are applied if the port gas ramp selection is of the rated speed)
Process Block
Speed Reference
equal to one and / or the starboard gas ramp selection is equal to one (see the
two information statements above). Speed limitation is carried out even when rough sea mode is in operation to
avoid the possibility of overspeeding the motor(s).
Speed Measurement
Fuel ramps are applied if both statements above are equal to zero and a crash
Motor Frequency stop situation has not been detected. When both statements above are equal to Limitations are fully explained in section 2.3.2, Propulsion Limitation
Measurement
zero and crash stop is detected, the fuel ramp selection is forced to give more System.
reactivity at the end of the crash stop. This means that, after the crash stop
PLS Torque Limitation
ramps deceleration, fuel ramp acceleration is applied.
Electrotechnical Limitation
A crash stop situation is detected when both the following occur:
Min/Max Network Frequency
Torque Limitation
Network Voltage Limitation • Speed measurement is positive
Sequential Limitation • Speed reference lever is going from positive position to a
Process Limitation negative position (greater than –80% of nominal speed reference
(-570rpm)
Keypad If the AUXILIARY ON information is not received, this auxiliary is considered The auxiliaries’ start sequence consists of the following steps:
faulty and an alarm is raised. An electric fault for an auxiliary indicates
The keypad is a console connected to each propulsion controller PEC via a that there is a fault with the auxiliary motor or that the starter or the remote a) Manual start auxiliaries request.
serial link communication. The keypad is mounted on the control cubicle door. selection is not operative.
It is designed as a very low level control tool. It allows the operator to run the b) Transformer fans start.
motor with minimum security conditions for the SD7000 drive. Running the During a blackout, motor jacking pumps are continuously under command so
motor with the keypad is the entire responsibility of the operator. that they can run as soon as the emergency switchboard has been energised. c) Short time delay - converter fans start.
This is done to protect the shaft line from any damage due to non-voluntary
In this control mode, only the vital parameters for the SD7000 drive are rotation during the black out. d) Short time delay - motor fans start.
monitored and the operator has to confirm that all conditions are fulfilled to
run the equipment properly. When normal power has been restored the control system starts automatically e) All auxiliaries running - confirmation feedback sent to the
all the auxiliaries that were running prior to the blackout as soon as an ‘end PEC.
The keypad allows the operator to: of blackout’ signal is received. To restart propulsion, the operator must return
the master speed lever to the stop position and then press the ON button at the f) If a stop auxiliaries request is made, the auxiliaries will run
• Drive the propulsion even if the whole remote control system is
control panel. In the event of an emergency stop situation, the jacking pumps for a further 30 minutes before stopping. Vital auxiliaries will
out of order (no lever, no panels).
remain in operation. All the other auxiliaries are stopped for safety reasons. remain running after this time if the process requires it, ie, if a
• Read or reset the present fault temperature is still too high.
• Read the converter main measurements Auxiliaries Start Sequence
Reduction Gearbox lubricating Oil Pumps
CAUTION
Great care must be taken when operating the system via the keypad. Illustration 2.3.3c Propulsion Auxiliaries Start Sequence On a START AUXILIARIES request, the propulsion control system sends
The operator must confirm that all conditions are fulfilled to run the a signal to the IAS system which initiates both electric reduction gearbox
equipment properly (correct running of auxiliaries etc). LO pump starting, providing that these are selected to AUTO mode. When
sufficient LO pressure is indicated (mechanical pumps operating once shaft
0 Initial Step is turning) the electric LO pumps will be stopped. Refer to section 2.8.2 for
Control of the Propulsion Auxiliaries details.
Start Auxiliaries Request
To enable starting of the propulsion motors, the propulsion auxiliaries need
to be running. The propulsion auxiliaries start and stop orders are given by 1 Start Transformer Propulsion Transformer Cooling Fans
Fans
the operator from the local control panel or from the propulsion remote panel
located in the ECR. Author’s Note: To confirm if the propulsion auxiliaries 2 Second Delay
There are two propulsion transformers per motor. Both are energised by
can be started from the bridge. the same circuit breaker. Each propulsion transformer is equipped with two
Start Converter
2 Pumps water heat exchangers and four fans. The cooling fans are started when the
Each Drive PEC controls the auxiliaries of its own motor. The starting and AUXILIARIES ON order is received. The transformer 1 and transformer 2
stopping of the propulsion auxiliaries is carried out by a sequence which will
2 Second Delay cooling fans are started at the same time.
start and stop the following items: 3 Start Motor
Fans The fans are stopped 20 minutes after the ‘AUXILIARIES OFF” order
• Propulsion transformer auxiliaries is received if the winding temperature is lower than 50°C. One fan (per
3 Second Delay
• Converter auxiliaries transformer) will remain running when the transformer circuit breaker is
4 AUXILIARIES closed.
• Propulsion motor auxiliaries STARTED
Failure of one or more cooling fans will result in the relevant drive being given
The starting of each of these auxiliaries groups is not carried out simultaneously Stop Auxiliaries Request
a slowdown or shutdown command according the available cooling capacity:
to prevent the development of large inrush currents. The propulsion motor 5 None
bearing jacking pumps are always running. The stopping of these pumps is • The loss of 1 or 2 out of the 4 fans causes a torque limitation
only possible at the local control panel. (loss on one or both transformers)
30 Minute Delay
• The loss of 3 or 4 out of the 4 fans causes the locking of the
The propulsion auxiliaries start and stop orders are sent to each auxiliary 6 Auxiliaries Stopping. relevant converter. (Loss on one or both transformers)
starter via a remote I/O rack. The information AUXILIARY ON and REMOTE Vital Auxiliaries Still
Running
CONTROL are received in the main controller via the same remote I/O rack. Auxiliaries Stopped
Converter Cooling Fans • Link default detection between the network bridge or machine Other protection systems are implemented to monitor the motor cooling system
bridge PIB rack (converter cubicle) and TIB (control cubicle) equipment as follows:
Each converter is equipped with: • Network bridge or machine bridge PIB watch-dog • Winding temperature
• Two de-ionised water circulating pumps (one in use, one on • Cold air temperature
standby). They provide a constant water flow in the cooling
circuits
Propulsion Motor Cooling Fans • Hot air temperature
• One water/water exchanger for the bridges and for the loop The propulsion motors are each cooled by two fans with one air/water heat • Exchanger water leakage
reactor. The water/water exchanger cools down the hot de- exchanger. The fans start when the AUXILIARIES ON order is received • Electrical protections calculated by PIB/VMIC controllers
ionised water via an exchange system that transfers heat to the
vessel’s fresh water system The hot air contained in the motor is drawn through the hydrocoolers by the
fans where it exchanges the heat with the vessel fresh water and the cooled air Propulsion Motor Bearing Lifting Pumps
The circulating pumps selection (normal and standby) is made on the is forced through the motor by the fans.
HMI. When the AUXILIARIES ON order is received, the cooling pump is Both bearings (DE and NDE) of one motor are equipped with a common
started. The pump starting sequence is only considered as finished when the When the AUXILIARIES OFF order is received the propulsion motor fans jacking unit including two pumps (one in use, one on standby). The jacking
conductivity level of de-ionised water is lower or equal to that of the normal are stopped if the excitation circuit breaker has been opened for 30 minutes unit function consists of lifting the propulsion motor rotor between zero rpm
threshold. (propulsion stopped) and if the motor winding temperature is 10°C below the and 50rpm. Above 50 rpm, the oil film on the bearing is created by the rotation
alarm level. of the shaft and by the oil flow coming from the gear box lubrication unit.
When the AUXILIARIES OFF order is received the cooling pump is stopped
when the main circuit breaker and the excitation circuit breaker have been open The selection (normal and standby) is made by the supervision system (IAS
Cooling Faults system). The in use (normal) jacking pump is started when the PEC is powered
for longer than 30 minutes.
With the cooling water circuit operating normally, if one or more fans is up and runs continuously in order to provide continuous control.
The standby pump will start in the event of the following: defective (electrical fault), the available torque for the propulsion motor is:
In the event of a loss of the jacking pump in operation (electrical fault), the
• Loss of the pump in operation (electrical fault) • The loss of one fan causes a torque limitation (80%)
normal jacking pump start order is cancelled and the standby jacking pump
• De-ionised water low flow has been detected for 10 seconds • The loss of both fans causes a motor trip automatically starts.
• De-ionised water low pressure
With no water flowing in the cooler and with both fans running, a torque In the event of jacking oil low pressure or jacking oil low flow detection on the
limitation (80%) is applied. Authors note - this to be confirmed as the design drive end (DE) side or non-drive end (NDE) side (or both), the standby pump
If the standby pump is in operation and no de-ionised water flow is detected for
information states that the propulsion motor could run with no torque limitation automatically starts. The start order of the normal jacking pump is maintained
10 seconds or the de-ionised water low low pressure detection is activated, the
in the event of cooling water or cooler failure providing: until the oil pressure or the oil flow return to correct levels.
motor will be stopped, the motor circuit breaker will be tripped and the motor
MB isolating switch will be opened. • Both fans running
Note: The pump in operation can be stopped only by a local command (on
• Emergency cooling covers open the starter). The operator must verify that the shaft mechanical lock is active
If both pumps are faulty (electrical fault) the motor will be stopped, the motor
CB will be tripped and the motor MB isolating switch will be opened. • Motor room ambient air temperature <45°C before the pump is stopped.
Other protection systems are implemented to monitor the converter equipment The cooling system is protected by temperature monitoring of the following:
and its control rack PIB as follows: • Cold air
• Smoothing reactor water temperature • Hot air
• Smoothing reactor winding temperature • Motor stator winding phases U, V and W
• Bridge water temperature
For the motor stator winding temperature, a high temperature alarm is raised
• Deionised water pressure when the temperature of a stator phase is over the alarm threshold. A stator high
• Deionised water conductivity temperature alarm limits the propulsion torque. A high high temperature fault
appears only if the temperature of a stator phase is over the fault threshold and
• Deionised water leakage
there is a minimum of a high temperature alarm on another phase. A stator high
• Deionised water flow high temperature fault stops the propulsion. (This effect can be overridden)
• Electrical protection calculated by the PIB/VMIC controllers
Illustration 2.3.3d Electrical Propulsion General Diagram
No.1 6.6kV Main Switchboard (Port) No.2 6.6kV Main Switchboard (Starboard)
ST ST ST ST ST
High M M M DG1 DG2 DG3 DG4 M M High

Resistance HRG HRG Resistance
Ground Ground
Water No.1 No.2 No.1 No.2 No.3 No.4 No.3 Bow
Spray Ballast Ballast Diesel Diesel Diesel Diesel Ballast Thruster
Pump Pump Pump Generator Generator Generator Generator Pump
8,250kW 11,000kW 11,000kW 8,250kW
No.1Main Transformer (MT1) No.2 Main Transformer (MT2)

6600/450V 6600/450V KEY
3,900kVA 3,900kVA
DG Generator
Vacuum Circuit Breaker
No.1 440V Switchboard No.2 440V Switchboard

Air Circuit Breaker
No.1 220V No.2 220V
Feeder Panel Feeder Panel
Moulded Case Circuit

Breaker
Vacuum Contactor Switch

with Fuse
Disconnecting Switch
220V No.1 LV Main Transformer 440V 440V No.2 LV Main Transformer 220V ST Starter Panel
Consumers 440/230V Consumers Consumers 440/230V Consumers
4 x 60kVA 4 x 60kVA
PD Power Distribution Board
PT2 PT1 ST2 ST1

Propulsion Propulsion LD Lighting Distribution Board
Port Starboard
Transformers Transformers
(6600/1560V Exciter Exciter (6600/1560V
9700kVA) Cubicle Cubicle 9700kVA)
PE SE Transformer
Converter Converter
(Bridges and Reactor) (Bridges and Reactor)
6,600V
Port Starboard
PM Propulsion Propulsion SM
Motor Motor
440V
220V
Gearbox
Jacking/Lubrication Faults The No.1 jacking unit, No.1 jacking pump is fed from the emergency 440V
If the speed is below 50rpm and at least one (DE and NDE) jacking oil pressure feeder panel (circuit P-LC#EM-34). No.2 jacking pump is fed from the main
fault is activated and the jacking oil flow fault (flow less than 2l/min) is 440V feeder panel (circuit P-LC#EM-35)
activated, the motor will be stopped.
The No.2 jacking unit, No.1 jacking pump is fed from the emergency 440V
If the speed is below 50rpm and the system suffers the loss of both jacking feeder panel (circuit P-LC#EM-36). No.2 jacking pump is fed from the main
pumps (electrical failure) the motor will be stopped. 440V feeder panel (circuit P-LC#EM-37).
If the speed is above 50rpm and both DE and NDE bearing oil flow switches
are normal (if the oil flow switch is normal it means that the oil film is
maintained and there is therefore no risk of damage to the bearing), only a
jacking alarm is raised.
If the speed is above 50 rpm and at least one bearing oil flow switch is in a fault
condition the motor will be stopped.
On a start auxiliaries request, the propulsion control system sends a signal to

the IAS which initiates both electric reduction gearbox LO pumps to start,
providing these are selected to auto. When sufficient pressure is indicated, with
mechanical pumps operating once shaft is turning, the electric LO pumps will
stop. Refer to section 3.X.X for details
Power Supplies
The port propulsion transformers PT1 and PT2 are fed from the No.1 6.6kV
main switchboard (circuit P-LD#HM1-10).
The starboard propulsion transformers ST1 and ST2 are fed from the No.2
6.6kV main switchboard (circuit P-LD#HM2-1)
The port (No.1) pre-magnetisation transformer (PTM) is supplied with a 440V

feed from the No.1 440V feeder panel (circuit P-LC#1M-16)
The starboard (No.2) pre-magnetisation transformer (STM) is supplied with a

440V feed from the No.2 440V feeder panel (circuit P-LC#2M-24).
The port (No.1) propulsion excitation cubicle is supplied with a 440V feed
from No.1 440V feeder panel (circuit P-LC#1M-27).
The starboard (No.2) propulsion excitation cubicle is supplied with a 440V

feed from No.2 440V feeder panel (circuit P-LC#2M-33).
The control systems are supplied from the port and starboard propulsion UPS
units. The port propulsion UPS unit is fed with 220V AC from the No.1 220V
feeder panel (circuit P-LC#1L-20) with a back-up feed from the emergency
switchboard 220V feeder panel (circuit P-LC#EL-35). The starboard propulsion
UPS unit is fed with 220V AC from the No.2 220V feeder panel (circuit P-
LC#2L-17) with a back-up feed from the emergency switchboard 220V feeder
panel (circuit P-LC#EL-36)
Illustration 2.3.4a Propulsion Converter Panels
RY
SA
Connection Network Bridges Auxiliaries Auxiliaries Machine Bridge Breaker and Reactor Cooling Unit
ES
Cubicle Box Box Reactor Cubicle
Cubicle
EC
N
AS
ST
JU
AD
D
AN
K
EC
H
C
TO
L
AI
Connection Network Bridges Network Bridges Machine Bridge Machine Bridge Breaker and Reactor Cooling Unit
ET
Cubicle and Auxiliaries Box and Auxiliaries Box Reactor Cubicle

Cubicle
D
2.3.4 Propulsion Converters The DC level then feeds the machine bridge (MB). The thyristors in this bridge
act as a controlled inverter to reconstruct the AC motor supply at whichever
Manufacturer: Alstom frequency corresponds to the speed required by the control system. The
Type: Alspa SD7000/F6S 24p/12p thyristors are controlled by firing the thyristor’s gate according to a precisely
Serial Nos.: ?? controlled timing sequence. The firing is carried out optically and the firing
pulse width and sequence are regulated by a dedicated control unit in the Power
Supply voltage: 1,560V, 3-phase Electronic Controller (PEC).
Supply frequency: 60Hz
Rated Output frequency: ??Hz For reverse operation, ie, astern operation, two phases of the machine bridge
Input current: ??A have their firing sequence changed over. This is equivalent to swapping two
phases and the motor runs in the opposite direction.
Output current: ??A
The converters’ cabinets also contain the converters and control equipment
Converter Designation which supply the propulsion motor excitation current for the rotor windings.
See section 2.3.6 for further information.
• SB: Starboard converter
• PB: Port converter The converter cabinets are fitted with 220V anti-condensation heaters. Each
cabinet is fitted with three 500W heaters. These heaters are interlocked with the
system operation, being switched on when the propulsion system is off.
Introduction
The propulsion converters are situated in the engine room 4th deck converter The converter breaker and reactor cubicle contains an isolating switch that
room. There are two converters, one for each motor. Each converter consists earths the machine bridge output. Access to this switch and the other high
of the following panels: voltage cabinets is protected by a system of safety interlocking keys and
locks.
• Cooling unit cubicle
• The DC reactor cubicle Each converter is equipped with:
• The breaker and reactor cubicle • Two de-ionised water circulating pumps (one in use, one on
standby). They provide a constant water flow in the cooling
• The machine (motor) bridges (6 thyristors)
circuits
• The motor excitation equipment
• One water/water exchanger for the bridges and for the loop
• The auxiliaries boxes reactor. The water/water exchanger cools down the hot de-
• The network bridges (6 thyristors) ionised water via an exchange system that transfers heat to the
vessel’s fresh water system
• The connection cubicle
The circulating pumps selection (normal and standby) is made on the
Operation of the Converters HMI. When the AUXILIARIES ON order is received, the cooling pump is
started. The pump starting sequence is only considered as finished when the
When the main switchboard propulsion transformer circuit breakers are closed, conductivity level of de-ionised water is lower or equal to that of the normal
the converter network bridge (NB) is supplied with a 1,560V 3-phase supply. threshold.
The thyristors in this bridge act as a controlled rectifier and the supply is
rectified into a DC level. This then passes through the DC link reactor. The When the AUXILIARIES OFF order is received the cooling pump is stopped
reactor is fitted to damp out any surges and eliminate the worst of any current if the main circuit breaker and the excitation circuit breaker are open for longer
transients. than 30 minutes. The cooling system is part of the propulsion auxiliaries
control system described in section 2.3.3, Propulsion Control System.
Author’s Note: Information to complete this section is currently

unavailable
2.3.5 Propulsion Transformers The fans are stopped 20 minutes after the ‘AUXILIARIES OFF” order is
received if the winding temperature temperature is lower than 50°C. One fan
(per transformer) will remain running when the transformer circuit breaker is
Specification closed. The cooling system is part of the propulsion auxiliaries control system
described in section 2.3.3, Propulsion Control System.
Number of units: 4
Manufacturer: Trasfor SA The heat exchangers are fed with water from the propulsion fresh water cooling
Type: Dry, cast resin system as shown in illustration 2.5.2a. The internal circulating air fans draw
Rated power: 9,700kVA hot air from the upper area of the core and windings and circulates it through
the cooler before returning it to the lower side of the windings and core. The
Primary voltage: 6,600V, 60Hz
cooling fan motors are 1.75kW at 440V and 60Hz. The coolers are fitted with
Secondary voltage: 1,563.8 - 1,559.5V, 60Hz a leakage detection unit and these are connected to the vessel alarm system.
Protection rating: IP 44 Each cooling fan is fitted with a space heater to prevent the formation of
Cooling: Forced air, fresh water hydrocooled (AF-WF) condensation
Insulation class HV/LV: F/F
Each transformer is fitted with a standstill heater to avoid any condensation
Weight: 20,500kg
when the transformer is switched off. The heaters are 220V, 900W and they
are fully automatic in operation, being interlocked with the transformer circuit
Transformer Designation breakers.
• ST1: Starboard transformer Three PT100 temperature sensors are fitted in each transformer LV and HV
winding. Two sensors are in use and one is spare. An alarm will be raised,
• ST2: Starboard transformer
should the temperature of the windings or the air reach above ??ºC and the
• PT1: Port transformer transformers will trip via their supply circuit breakers should the temperature
• PT2: Port transformer of the windings or the air go above ??ºC.
Construction
Introduction
The transformers are totally enclosed in a galvanised steel housing with
There are four propulsion transformers fitted, two for each propulsion motor removable side covers. They are of the cast resin type and the core sheets are
and these are situated in the engine room 4th deck converter room. Each of the insulated on both sides and made of grain-oriented low loss laminations.
propulsion motor converters is supplied by two propulsion transformers.
The connections to the primary and secondary sides are mounted on opposite
Each transformer has one star wound secondary winding and one delta wound sides of the enclosure. The transformers are mounted on anti-vibration resilient
secondary winding. The principle of these two windings is to provide a 30º mountings.
phase shift between the two secondary supplies. The secondary outputs are
connected to the network bridge of the converters. Premagnetising Transformers
The propulsion transformers adapt the network voltage (6,600V) to the When the propulsion transformer feeder circuit is requested to close, a
requirements of the propulsion frequency converters (1,560V). The transformers transformer pre-magnetisation sequence is initiated before the main circuit
act as commutation reactors and also reduce the short circuit current in the case breaker is closed. This reduces the inrush current on the transformer such
of any failures. that a single generator can support energisation of the transformer. The pre-
magnetisation sequence energises the pre-magnetisation transformer for 5
Each propulsion transformer is equipped with two water heat exchangers and seconds. The transformer is then prevented from further energisation for a
four fans. The cooling fans are started when the AUXILIARIES ON order is further 25 seconds to allow the transformer to cool down.
received. The transformer 1 and transformer 2 cooling fans are started at the
same time. Author’s Note: Information to complete this section is currently
unavailable
2.3.6 Excitation System The excitation control equipment functions as an automatic voltage regulator to
boost or reduce the rotor magnetic field according to the required motor output
Manufacturer: Alstom power. It does this by altering the firing angle of the thyristors regulating the
Cabinet serial No.: ?? current applied to the rotor windings. The excitation bridge thyristors are fired
via gate signals computed in the excitation control unit. This unit is fitted at the
Rated input voltage: ??VAC
top of the excitation cubicle and comprises the Power Interface Boards (PIB)
Rated input current: ??A PCBs and input/output units.
Max. rated output current: ??A
Any faults within the excitation control equipment are sent to the converter
PEC which will raise a common alarm via the IAS system.
Propulsion Exciter Designation
• Starboard Propulsion Motor Exciter Unit: SE The rotating part of the exciter system consists of a six diode ‘Graetz’ rectifier
bridge with Resistor/Capacitor (RC) circuits and varistors. The diodes are of
• Port Propulsion Motor Exciter Unit: PE such a size that there is a high safety factor built-in. They are protected by fuses
and mounted in parallel pairs. Each diode is deliberately oversized, capable
Introduction of working singularly and therefore provides 100% redundancy. The varistors
are mounted on the main rotor rim, each bridge arm being protected by an RC
circuit which functions as an over-voltage absorbing circuit.
The propulsion motors are synchronous and require an excitation current to
be applied to the rotor windings. The propulsion motor rotor is fitted with an As the voltage transmission ratio of the exciter changes with the speed of
asynchronous brushless exciter with a rotating diode rectifier assembly. rotation of the motor, the exciting current is controlled on the excitation stator
by the excitation control unit. The exciting current is therefore controlled so
The excitor stator is supplied with regulated three phase AC from the propulsion that the terminal voltage of the motor increases uniformly with the speed of
motor excitation unit. The exciter stator produces a rotating field which is rotation. Excitation is boosted during motor starting.
induced into the exciter rotor. This induced AC is rectified by the diode bridge
and passed to the DC rotor exciter winding.
Power Supplies
The excitation control systems are fitted in the propulsion motor excitation The starboard propulsion motor control and excitation cubicle is fed from the
units located in the engine room 4th deck converter room. The excitation is No.2 440V feeder panel, circuit P-LC#2M33.
controlled using signals from the motor power electronic controllers (PECs).
The port propulsion motor control and excitation cubicle is fed from the No.1
The exciter stator is mounted on two fixing plates at the non-drive end (NDE) 440V feeder panel, circuit P-LC#1M-27.
side of the motor. The magnetic circuit is made up of thin low loss silicon
sheets, press fitted between two pressure plates.
unavailable
Slots, evenly distributed around the circumference of the sheeting, receive the
coils made up of enamelled covered copper with F class insulation.
The exciter stator is incorporated within the frame of the propulsion motor
and the exciter rotor is mounted next to the main motor rotor. It consists of an
asynchronous generator with a wound rotor. The rotor windings are connected
to the 3-phase rotating diode bridge. The excitation frequency depends on the
speed of the rotor. The excitation control circuits are fed with motor speed,
current, voltage and frequency data from the converter PEC. This enables the
control circuits to precisely regulate the excitation current required.
Illustration 2.3.7a Propulsion Motors
l
Motor Hydrocooler Cooling Fan
e
Connections Impeller
s s
v e
c h
at
m
t o
r
Cooling Fan
e
Motor Water
t
Cooling Fan
l
Outlet
a
Motor
to
ng
Water
i
Inlet
w
Terminal Box for Exciter
a
Space Heater
Drive End Bearing

D r
r
Non-Drive End Bearing
(Locating Bearing
o
(Non-Locating Bearing
t
EFZLK 22)
EFZLQ 22)
M o
n
Circulated Cooling Air
o
(Red = Warm
i
Blue = Cool)
u ls
o p
P r
e : Terminal Box for
t
Shaft Encoder
N o Terminal Box for
r 's Auxiliaries
ho
Bearing Oil Outlet
u t Bearing Oil Outlet
A Propulsion Motor Side View Propulsion Motor Drive End View
2.3.7 Propulsion Motors Construction Motor Speed and Rotor Position Measurement
The stator frame consists of a rigid welded steel construction. The stator core is Each motor is equipped with a position encoder mounted on the shaft at the
Manufacturer: Alstom
constructed of thin electric sheet laminations which are insulated on both sides non-drive end of the propulsion motor. This unit monitors the speed of the rotor
Type: Dual wound, synchronous with heat-resistant inorganic resin. The radial cooling ducts in the stator core and its position in respect to the stator field. This positioning information is
Frame size: B183Y10 ensure uniform and effective cooling of the stator. critical to the firing sequence of the converter drive when starting the motor.
Rated: 14.86MW
Fundamental nominal voltage: 2 x 2,850V The rotor has salient poles which are manufactured from laminated steel sheet. The system includes a mechanical overspeed switch which is also mounted on
Nominal emf: 2 x 3,020V The sheets are pressed together with inserted steel bars which are welded to the shaft at the non-drive end of the propulsion motor. This switch is designed
the end plates. to be activated at a speed of 864 rpm.
Effective nominal current: 1,816A
Rated speed: 720rpm All the windings are vacuum pressure impregnated with high quality epoxy
Cooling System
Rated frequency: 60Hz resin. The windings are strongly braced, designed to withstand all expected
Power factor: 0.9 mechanical, chemical and electrical shocks and vibrations. Each propulsion motor is fitted with an air to water heat exchanger and two
Exciter type: OIM72M12 cooling fans which will run continuously when the motor is in operation. Both
The stator frame and end shields are made of fabricated steel and welded cooling fans are started by an AUX ON order, and stopped by an AUX OFF
Exciter poles: 6
together. The stator frame is closed with steel panels designed to guide the order.
Excitation current: 101A (25% shaft power), 155A
ventilation air and also provide the correct degree of protection required.
(100% shaft power) A double piped fresh water cooler is mounted at the top of each propulsion
IP rating: IP56 up to 50mm below the shaft motor. The leakage space between the inner and outer tubes is monitored by a
seal level. IP44 above this point Bearings
leakage sensor, which is directly connected to the vessel’s alarm system. The
Insulation: Class F The rotor is supported in locating bearings with self-aligning shells. Both coolers are fitted with drain outlets on the leakage compartment and on the
Cooling: Air to water heat exchanger with 2 bearings (DE and NDE) of one motor are equipped with a common jacking unit water chamber and are supplied with cooling water from the propulsion fresh
fans including two pumps (one in use, one on standby). The jacking unit function water cooling system. The air flow is provided by two radial fans. The cold
Anti-condensation heating: 220V, 3 x 915W consists of lifting the propulsion motor rotor between zero rpm and 50rpm. air temperature at the discharge of each fan and the bearing temperatures are
Total weight: 40,000kg Above 50rpm, the oil film on the bearing is created by the rotation of the shaft measured via PT100 sensors and the temperatures are available for viewing via
and by the oil flow coming from the gear box lubrication unit. the operator station.
Motor Designation The selection (normal and standby) is made by the supervision system (IAS The motors are fitted with emergency cooling panels which should be opened
system). The in use (normal) jacking pump is started when the PEC is powered for emergency running in the case of a failure of the cooling system. When
• Starboard motor: SM up and runs continuously in order to provide continuous control. running in this mode the winding temperatures and ambient temperature of the
• Port motor: PM motor room should be closely monitored.
In the event of a loss of the jacking pump in operation (electrical fault), the
normal jacking pump start order is cancelled and the standby jacking pump
Introduction automatically starts.
Each of the two propulsion motors drives an input to the reduction gearbox. In the event of jacking oil low pressure or jacking oil low flow detection on the
The output of the gearbox drives the propeller shaft and fixed pitch propeller. drive end (DE) side or non-drive end (NDE) side (or both), the standby pump
automatically starts. The start order of the normal jacking pump is maintained
The dual-wound motors are rated for continuous operation and are powered by until the oil pressure or the oil flow return to correct levels.
a variable frequency and voltage supply from the converters. The motors are
of a conventional synchronous design. The stator carries two star connected Note: The pump in operation can be stopped only by a local command (on
3-phase winding system. The rotor is of the salient pole type located in two the starter). The operator must verify that the shaft mechanical lock is active
frame-mounted bearings. Standstill anti-condensation heaters are provided before the pump is stopped.
within the propulsion motor.
The pumps are part of the propulsion auxiliaries control system described in
At rated speed (720 rpm) the motors are supplied with a voltage of 2,850V and section 2.3.3, Propulsion Control System.
a frequency of 60Hz.
Illustration 2.3.8a Reduction Gearbox
2.3.8 Reduction Gearbox

unavailable
Illustration 2.3.9a Bow Thruster Arrangement
Emergency
Start 0
50
0 50
A Stop 50 50 A 50
0 50
A
100 100
100 100 100 100
BRUNVOLL Ready BRUNVOLL
THRUSTER for Lamp BRUNVOLL THRUSTER
Start Test THRUSTER
Main Stop
Switch
Fill Level
System Auto
Pitch Failure Stop
Emergency Emergency
Gravity Tank
Stop
Stop Manual Stop
Stop
Feedback Power
Overload Alarm
Pitch Central
Control Overload Thruster Control Lamp Servo Oil Buzzer Control Overload Thruster
Here Failure Here Test Press Level Off Here Failure
Port Bridge Wing Main Control Panel Starboard Bridge

Control Panel Wing Control Panel
Electronics
Cabinet
Oil to Oil to
Power Supply Gear Shaft Sealing
Bridge Housing System
Thruster Room
Local
Start Cabinet
Pump
Start/Stop
Signal to Drive
Motor Starter
Power Supply
P Oil to
PI
Gear Housing
Servo
Pump Drain from Gear Housing
H
M
Feedback Air Bleed
K
Unit
Drain from Sealing System
B
Key
Electrical
HP Hydraulic Oil
Bow Thruster
LP Hydraulic Oil
Unit
2.3.9 Bow Thruster • A hydraulic power pack that supplies oil to the servo cylinder to Located on the top side of the of the thruster housing are three valves identified
adjust the pitch and direction. as ‘H’, ‘K’ and ‘B’. Under normal operating conditions these valves are all kept
Bow Thruster closed but valve ‘H’ which is the hub drain valve can be used to check for water
• The control system which regulates the blade pitch in accordance
Manufacturer: Brunvoll AS in the hub and can also be used to take samples of oil that can be sent away for
with demand from the bridge.
laboratory analysis. Valve ‘B’ is the drain valve for the seal chamber between
Model: FU-100-LTC-2750
the two lip seals and valve ‘K’ is the vent valve which helps evacuate air when
Type: Electro hydraulic CAUTION the hub is being filled with oil.
No. of sets: 1 At speeds above 5 knots there is a risk of drawing air into the thruster
Input speed: 1,180 rpm tunnel particularly when operating at a shallow draught. This will affect
the performance of the thruster and can cause cavitation damage to the Thruster Operation
Propeller speed: 256 rpm
blade tips. Cavitation can be detected by the hunting of the propulsion
Internal gear ratio: 12/56 motor ammeter and should be avoided. Power is transmitted from the electric motor through a flexible coupling,
Servo system: BPA VV 67 RE HPF input shaft and bevel gears to the propeller shaft which rotate the propeller
Input power: 2,000kW in a constant direction. The propeller part consists of four propeller blades, a
Lubricating and Servo Oil System thruster pod with a hydraulic servo cylinder and sliding block mechanism. The
Drive motor voltage: 6.6kV, 3 phase, 60Hz
propeller blades are connected to the blade carriers by blade bolts. The gear
Drive motor type: HLA9 802-66Y The lubricating and servo oil system used in the bow thruster is shown housing, which carries the propeller parts, is connected to the thruster tube by
Servo system: 440V, 3 phase, 60Hz schematically in illustration 2.3.9a above and has three oil systems that can be bolts. The propeller shaft to which the blade carrier is fitted is supported in the
Servo pump pressure: 45 bar (maximum) detailed as follows: gear housing by special roller bearings. The gear housing is filled with oil and
is connected to the hydraulic power pack located above the thruster tube. The
Servo pump relief pressure: 53 to 55 bar
Servo Oil System head of oil in the gravity tank provides a static pressure in the gear housing and
this helps to prevent water entering. The same oil is used for pitch actuation
The servo system is used for controlling the pitch of the propeller blades and and lubrication of the gears and bearings.
Introduction is filled with the same grade of oil that is used in the other two systems. Inside
the system are a number of seals and one of them in the shaft distribution unit Pitch adjustment is produced by the thrust pitch servo cylinder which is located
The purpose of the bow thruster is to exert a sideways force which will allow
has a small but intended internal leakage. Here the oil passes from the servo in the propeller hub. The pin of each blade carrier locates in a hole on the
the bow of the ship to be turned when operating at slow speeds or when not
system to the lubricating system and is used to provide efficient lubrication of sliding block, the pin being offset from the axis of the blade and the propeller
under way. The thruster can also be used to keep the ship in position in a
the oil distribution unit. This small leakage results in a tendency for the blades shaft. This allows the pin to act like a crankpin for the blade and when the pin is
cross wind and to move the ship towards or away from a mooring position as
to ‘creep’ out of position when on load but because of the feedback system, the moved the blade will rotate because the circular section at the root of the blade
required.
movement is detected and automatically corrected. Because the systems are is held in a circular bearing in the hub. When the sliding block is moved axially
interconnected any excess oil in the system leaks back to the gravity oil tank. the blades rotate about their axes, thus changing the blade pitch. The sliding
The thrust is produced by the rotation of a controllable pitch propeller which
is housed in a transverse cylindrical tunnel between frames 151 and 159. block can move in both directions thus the pitch of the blades can be changed
The propeller is powered by a vertical electric motor via bevel gears and the Shaft Seal System from positive to negative giving a flow of water in both directions.
propeller blade pitch is adjusted for pitch and direction by a small hydraulic The propeller shaft is fitted with an outer axial seal and an inner double lip seal.
servo motor. The sliding block is moved by the cylinder piston located in the hub unit.
The chamber between the inner and outer seals is filled with system oil that
This is moved by hydraulic pressure from the servo unit with the oil being
is subject to a constant static head from the gravity oil tank. This prevents sea
The thruster essentially comprises the following sections: controlled and regulated by a proportional control valve. Oil flow for ‘forward’
water from entering the hub and contaminating the system.
blade pitch or ‘astern’ blade pitch is dictated by the control system. Effectively
• The electric motor unit with drive shaft and bevel gearing one side of the piston is subjected to pressurised oil while the other vents back
driving the propeller hub. Gearbox System to tank so allowing the piston to move. A feedback unit is linked mechanically
• The propeller unit with blades mounted in blade carriers in the to the cylinder piston and this transmits the position of the piston, and hence
The gearbox system provides for the lubrication of the bevel gears and the
hub. the blades to the control system.
mechanical transmission components in the hub. The gear housing including
• The gear housing which contains the bevel drive gear and the propeller hub is completely filled with system oil and is also subject to a
From the actuator mechanism oil returns to the servo unit which is linked to the
propeller drive shaft together with the oil pipes for activating static head from the gravity oil tank.
gravity tank and hence to the oil in the gear housing.
the blade pitch change.
• The hydraulic system in the hub which adjusts the pitch of the Note: The thruster oil system must not be emptied when the ship is afloat The servo pump is of the variable displacement vane type. When a blade pitch
propeller blades by moving a sliding block in which the blade and the system must always be kept under pressure from the gravity oil tank is requested a stroke is put on the pump to move the cylinder piston in the
carrier pins are located. to prevent the ingress of water into the hub. required direction so giving the desired blade pitch and hence thrust.
Illustration 2.3.9b Bow Thruster Control Panels
Emergency
Start 0
Stop 50 50 A 0 A
100 100 50 50
100 100
Ready
for Lamp BRUNVOLL BRUNVOLL
Start Test THRUSTER THRUSTER
Main Stop
Switch
System Auto
Pitch Failure Stop Emergency
Manual Stop
Stop
Feedback Power
Overload Alarm
Pitch Central
Control Overload Thruster
Control Lamp Servo Oil Buzzer Here Failure
Here Test Press Level Off
Main Control Panel Bridge Wing Control Panel
As the cylinder piston moves it also moves the feedback arm that is linked • Auto stop The thruster main control panel is also fitted with an emergency system that
electrically back to the thruster PLC which in turn sends a signal to the will allow the operator to manually adjust the blade position. This is achieved
• Overload
proportional control valve to regulate the flow of oil to the cylinder actuator. by pressing the PITCH MANUAL pushbutton and then by pressing the port or
When the thruster blades are at the desired angle, the proportional control valve • Oil level starboard arrow keys.
closes and the system oil from the discharge side of the pump goes across the • Buzzer
relief valve back to the suction side. The build up in pressure on the discharge The operation of the handle sends an electrical control signal to the proportional
side causes the pump to off load by operating the loading/unloading valve on • Power alarm central control valve on the servo unit. The blade pitch feedback linkage on the gear
the pump casing. When another movement command is received from the • Buzzer off housing is connected to a potentiometer which produces a signal related to
bridge, the proportional control valve moves accordingly, the pressure in the the port or starboard pitch which is already on the thruster blades. The signal
• Dimmer switch
pump discharge line drops and the pump goes back on load. The direction of received by the proportional control valve is the difference between the control
oil flow and hence which way the blade is pitched, is controlled by which way signal from the handle and the feedback signal. The signal to the servo unit
The bridge wing control panels are similar to the wheelhouse control panel but
the proportional control valve is operated. allows the vane pump to go on ‘stroke’ and operates the proportional control
have a reduced capability and level of indication. The panels have a handle and
valve to supply oil to the thrust pitch servo cylinder which is located in the
pitch indicator but only have the following illuminated buttons.
To protect the electric motor, the thruster can only be started and stopped when propeller hub. The thruster servo unit operates automatically to maintain the
the blades are in the neutral position. The system is interlocked to prevent the • Control here pressure in the system so the servo oil pump will always tend to operate even
main motor from starting if the blade pitch is outside set limits and interlock when the blades are in the desired position.
• Stop
switches also prevent the main motor from starting if the system control oil
pressure is low. • Emergency stop As the blades move the feedback linkage moves and operates the potentiometer
• Overload so that there is a feedback signal proportional to the angle of the blades. When
the feedback signal is the same as that from the control handle the blades are
Wheelhouse and Bridge Wing Control Panels • Thruster failure in the desired position and the two signals cancel each other out, thus with no
further oil flow from the servo unit the blades stop in that position.
The wheelhouse main control panel provides for the starting/stopping and Note: A rechargeable battery is fitted in the memory of the control module
control of the thruster and is equipped with a number of machinery running and in the PLC which prevents the loss of data when the power supply to the
alarm indicators. The layout of the panel is shown in illustration 2.3.9b above controller is switched off. If the memory module is not powered for a period Procedure for the Operation of the Bow Thruster Unit
along with the control panels used on the bridge wings. of approximately two months, there is a risk that the battery will become
drained and the memory data lost. When it is required to operate the bow thruster, proceed as follows:
In the centre of the panel is the direction control handle and above that are two
meters. One gives a visual indication of the thrust being provided and the other
Starting
shows the power that the drive motor is taking. The thrust value should not be Thruster Control System
allowed to exceed the 100 mark on the gauge in either direction even though a) Check the level of oil in the gravity oil tank and replenish as
the indicator scale has values above this. The thruster is either controlled remotely from the main control panel in the necessary. The oil is common between the hub lubrication, the
wheelhouse or from the slave panels on the port and starboard bridge wings. blade servo system and the seal system so there is no risk of
Illuminated indicators and pushbuttons are provided for the following items: Only when the thruster has been started from the main panel can control be contamination between the three.
switched to one of the bridge wings.
• Start
b) Ensure that power is available to the thruster motor and to the
• Emergency stop The thruster is ‘activated’ by pressing the MAIN SWITCH pushbutton on the system control cabinets. The bridge should inform the engine
wheelhouse control panel. This puts voltage onto the system controllers and room prior to the starting of the thruster to ensure that sufficient
• Ready for start
starts the electro-hydraulic servo pump unit in the bow thruster room. The electrical power is available. Start an additional generator if
• Main switch READY FOR START indication will then be given and the thruster is then required.
• Stop ‘started’ by pressing the START pushbutton on the main control panel.
c) Press the MAIN SWITCH pushbutton on the bridge main
• Pitch manual with port and starboard pushbuttons The pitch of the blades is normally controlled by operating the ‘joystick’ handle control panel. The servo unit will start operating and the MAIN
• Control here on the control panel that has control. The operation of the lever is such that the SWITCH, STOP, CONTROL HERE and READY FOR START
ship will move in the direction that the control lever is moved to ie., pushing buttons will become illuminated.
• Lamp test
the control lever to port will make the ship move to port and vice versa.
• System failure
• Feedback pitch Only one panel can have control of the thruster at any one time but if control
transfer is required the CONTROL HERE pushbutton must be pressed on the
• Servo pressure panel taking command.
d) If the READY TO START button is not lit it will be because one The transfer of control to the other bridge wing or back to the wheelhouse main Oil Level
of the following preconditions is not ready: control panel is undertaken in the same manner as that described above. This alarm activates when there is insufficient oil in the gravity oil header tank.
• Servo oil pressure is not available The alarm can be accepted by pressing the BUZZER OFF button on the control
Emergency Control panel but will only clear when extra oil is added to the system.
• Blade pitch is not in the neutral position
• Starter for electric motor not ready In the event of a failure in the thrusters control system resulting in there being Overload
• Power is not available no pitch control from the control lever, the system can be switched to manual
by pressing the PITCH MANUAL pushbutton on the wheelhouse main control The OVERLOAD alarm is activated when there is a high temperature in
panel. This should only be operated when the thruster has been started and is the thrusters main electric motor. It is a visual indication only and is not
e) Press the START pushbutton to start the thruster motor. The
ready to be used. accompanied by an audible alarm.
start sequence will commence and the motor will accelerate up
to full speed. The START lamp will flash on and off until the
The pitch on the blades can now be adjusted by pressing the impulse switches The overload occurs when the propeller absorbs between 1% and 10% more
electric motor has reached full speed.
marked with arrows located immediately under the PITCH MANUAL power than the maximum rated power of the motor. In the event of an overload
pushbutton. When in manual mode, the propeller pitch will move as long as occurring, the control system will automatically reduce the pitch on the blades
f) When the electric drive motor has reached full speed, the
one of the impulse switches is operated but since the follow up control is out of and regulate the power absorbed to 100%. When the temperature has fallen and
START lamp is fully illuminated and the READY FOR START
action, the pitch must be monitored at all times to ensure it is maintained in the the load reduced the indicator lamp will extinguish.
and STOP lamps are extinguished.
correct position and care must be taken not to exceed the maximum thrust.
The thruster is now ready for operation and movement of the handle to the left Feedback Pitch
or right puts a pitch on the propeller and exerts a thrust. The pitch setting will
Control Panel Functions In the case of there being a failure in the feedback circuit, the FEEDBACK
follow the lever and may be left in any position between neutral and full but PITCH alarm will activate and the system will lock the blade pitch on the
the thrust indicator must not exceed the 100 mark on the gauge. thruster at the current setting. This is designed to prevent the system from
In addition to the control functions already described, there are a number of
other alarms and indications on the control panels. These have been listed going out of control and into an overload condition.
Stopping previously but their functions are now detailed as follows:
If this alarm occurs, it will be necessary to stop the thruster using the
a) To protect the motor, the propeller pitch must be set to the zero
EMERGENCY STOP pushbutton or switch to manual control by pressing the
(neutral) position before the thruster is stopped. System Failure
PITCH MANUAL pushbutton. In manual mode the pitch of the blades can then
This alarm comes up on the wheelhouse main control panel when there is a be adjusted using the impulse buttons.
b) Press the STOP pushbutton. The thruster drive motor will stop
fault or an alarm condition inside the PLC control panel.
and the START lamp will be extinguished. The STOP and the
READY FOR START lamps will become illuminated. Auto Stop
The alarm conditions are identified by the illumination of LEDs inside the
panel and cover the following items. The AUTO STOP alarm will be activated on the wheelhouse control panel
The thruster may be stopped from the wheelhouse main control panel or from when the control system has automatically stopped the main drive motor. This
either of the bridge wing panels. • Battery
may be because the motor has tripped through overload or by the tripping of a
• Reset protection relay. The motor may also be stopped because of a low servo system
Procedure for Transfer of Control between Wheelhouse and • Watchdog oil pressure preventing pitch control of the blades.
Bridge Wings • Run
Alarm Acceptance
Before control can be transferred from the wheelhouse main control panel to • Halt
The alarms that go through to the wheelhouse are accepted by pressing the
the bridge wing units, the thruster must first have been started and be operating • Error BUZZER OFF button on the control panel
correctly.
For fault diagnostics refer to the manufacturer’s manual.
a) At the bridge wing location where control is required press the
CONTROL HERE pushbutton. The pushbutton will flash until
the control lever has been moved to the position corresponding Power Alarm Central
to the current propeller pitch as indicated by the pitch indicator. This alarm is indicated on the control panel when there is no 24V power
When the positions correspond, the lamp will become fully supply to the alarm system. This may indicate a blown fuse in the PLC control
illuminated and the transfer to the bridge wing will have been cabinet.
completed.
2.4 Sea Water Systems
2.4.1 Central Sea Water Cooling System
2.4.2 Fresh Water Generator Sea Water System
2.4.3 Marine Growth Prevention System
Illustrations
2.4.1a Central Cooling Sea Water System

Illustration 2.4.1a Central Cooling Sea Water System

No.2 Generator No.1 Generator No.2 Auxiliary No.1 Auxiliary No.2 Generator No.1 Generator
Engine Central Engine Central Central Central Engine Central Engine Central
Fresh Water Fresh Water Fresh Water Fresh Water Fresh Water Fresh Water
Cooler Cooler Cooler Cooler Coolers (100%) Coolers (100%)
(Port) (Port) (Starboard) (Starboard)
PI PI PI
PI PI
300 300 300 300 400 400 400 400 300 300 300 300 PI
PI PI PI PI PI PI
TI TI
TI TI TI TI TI TI TI TI TI
TI
300 300 350 350 300 300
300 300 350 350 300 300
28V 24V 44V 40V 36V 32V
29V 25V IAS 45V 41V IAS 37V 33V
IAS
LS
30V 31V 26V 27V LS LS
300 46V 47V 350 42V 43V 38V 39V 300 34V 35V
300 61V 350 63V 62V
From No. and No.2 300 IAS
Soot Collection Tank To Steering Gear Room 40 PIAL LS
300 PIAL 50 IAS 125
IAS (For Rudder Washing) 48V To Sewage Treatment
49V Plant for Initial Filling 69V 100
PS PI PX PI PX PS
TI PI PS and Cleaning PI
MGPs Anode Tank
Port Fresh (Min 10 m3/h) (2.12.2a)
PI 21V TI PI
Water Generator 300
(35 Ton/Day) 50
PX TI
59V 100 PIAL TI
64V IAS
PI
PI TI Flow meter
PI PI 60V PI PI PI PI
15
20V No.1 2
TI CI CI CI CI CI CI
Main Water
From Distilled
65V Cooling
Pump No.1 & 2 No.1 & 2
4V Main Water 3V 8V Auxiliary 7V 6V Sea Water 5V
Discharge Starboard Fresh
Pump (Starboard)
Cooling Cooling From Distilled
50 (730 m3/h x 18 mth) Water Generator
Sea Water From Sea Water Pump Discharge (35 Ton/Day)
Flow meter PI Pumps (Port) Pump Chemical Dosing
GS Air System
3 350 (250m3/h x 18mth) Unit
350 (730m /h x 18mth) for Line Cleaning 350
100
IAS 100
Chemical Dosing
LS 50 50
Unit 125 FI FI
22V IAS 66V 67V TI 23V
68V TX IAS IAS
LS LS
1000 1000
Sea Chest
(High) BA23V 1V Fresh 2V BA24V Sea Chest
Port Water Generator CI PI (Low)
50V Ejector Pump No.2 Starboard 51V
125 (70m3/h x 43mth)
100
Key All valves Prefixed ‘S’ Unless Stated Otherwise 10V Fresh 17V
Water Generator
Sea Water Instrumentation CI PI 19V
From Electrical Signal Ejector Pump No.1 From
Steam System (70m3/h x 43mth) Steam System
Steam Fresh Water Air 100
(2.6.3a) (2.6.3a)
9V 125 18V
2.4 Sea Water Systems The pumps of both systems take suction from the same sea water crossover d) Close the strainer vent valves when sea water discharges from
main. Each pump has sufficient capacity to supply 100% of the cooling water the outlet pipe.
2.4.1 central cooling sea water System requirements to the cooling sea water system.
Position Description Valve
Because of this, only one pump needs to be running during normal operating Open No.1 port main cooling sea water pump suction S3V
Main Cooling Sea Water Pumps conditions with the other switched to ‘standby’ so that it is ready to start in the valve
Maker: Hamworthy event of low system pressure or voltage failure.
Open No.1 port main cooling sea water pump discharge S11V
No. of sets: 4 valve
The coolers sea water pipelines are fitted with crossover pipes to allow periodic
Type: Vertical, motor driven, centrifugal back flushing of the coolers, in the event of a temperature rise due to clogging Open No.2 port main cooling sea water pump suction S4V
Model: CGD 250 V48 BSN HD & CGD 250 V84 BSN HD of the sea water side. valve
Capacity: 730m3/h at 18mth Open No.2 port main cooling sea water pump discharge S12V
The sea water pipelines also have blank flange connections for chemical valve
cleaning purposes. These could also be used to connect shore supply cooling Open No.1 generator engine central fresh water cooler S24V
Auxiliary Cooling Sea Water Pumps lines when in dry dock. (port) inlet valve
Maker: Hamworthy Open No.1 generator engine central fresh water cooler S25V
Pressure transmitters have been fitted on each of the cooling water pump (port) outlet valve
No. of sets: 2
discharge lines. These monitor the respective line pressures and alarm through
Type: Vertical, motor driven, centrifugal Open Overboard discharge valve S61V
to the IAS if the pressure falls below a predetermined set value. The switches
Model: DB350VID1 are also used to automatically start the standby pump on low system pressure.
e) Start the cooling sea water pump and open the vent valve on the
Capacity: 250m3/hr at 18mth cooler, then close the valve when sea water discharges from the
The cooling water pumps can be started and stopped from the local starter
outlet pipe.
panels next to the pumps when switched to LOCAL mode but are normally
Introduction started and stopped manually through the IAS. This is achieved by switching
the pump to REMOTE at the local starter and starting it through the relevant Position Description Valve
The central cooling sea water system consists of the main cooling sea water mimic screen. The second pump can be put on ‘standby’ duty by switching to Open No.1 starboard main cooling sea water pump S5V
pumps and system and the auxiliary cooling sea water pumps and system. REMOTE at the local starter and to STANDBY through the IAS. suction valve
Open No.1 starboard main cooling sea water pump S13V
The main cooling sea water system is equally divided into the port system discharge valve
Procedure to Operate the Main Cooling Sea Water System
and the starboard system. Each system has two sea water pumps, which Open No.2 starboard main cooling sea water pump S6V
supply cooling sea water to the No.1 and No.2 generator engines central fresh This description assumes that all valves are closed and that the No.1 (port and suction valve
water coolers in the port and starboard sections of the engine room. The fresh starboard) main cooling sea water pumps and No.1 generator engine central Open No.2 starboard main cooling sea water pump S14V
water system is described in section 2.5.1 Main Central Cooling Fresh Water fresh water coolers (port and starboard) are being used. discharge valve
System. From the generator engines central fresh water coolers sea water flows
Open No.1 generator engine central fresh water cooler S32V
overboard via valves S61V (port) and S62V (starboard). a) Ensure that the main sea water crossover pipe suction strainers (starboard) inlet valve
are clean and the drain valves are closed. Open No.1 generator engine central fresh water cooler S33V
The auxiliary cooling sea water system also has two sea water pumps, which
supply cooling sea water to No.1 and No.2 auxiliary central fresh water coolers. (starboard) outlet valve
b) Ensure all pressure gauge and instrumentation valves are open
The fresh water that circulates through these coolers cools various auxiliary Open Overboard discharge valve S62V
and that the instrumentation is reading correctly.
machinery and is described in section 2.5.2, Auxiliary Central Cooling Fresh
Water System. From the auxiliary central fresh water coolers sea water flows f) Start No.1 port main cooling sea water pump and open the
c) Set the valves as per the following table.
overboard via valve S63V. vent valve on the cooler, then close the valve when sea water
discharges from the outlet pipe.
The auxiliary cooling sea water system supplies sea water to the marine growth Position Description Valve
prevention system which is described in section 2.4.3. There is a connection, Open High (port) sea chest suction valve BA23
via valve S49V, to the sewage system for initial filling and flushing purposes Closed Low (starboard) sea chest suction valve BA24
and also a connection, via valve S48V, to the steering gear room for rudder Open High (port) sea chest suction strainer outlet valve S1V
washing. Open Low (starboard) sea chest suction strainer outlet S2V
valve

PI PI PI
PI PI
300 300 300 300 400 400 400 400 300 300 300 300 PI
PI PI PI PI PI PI
TI TI
TI
300 300 350 350 300 300
300 300 350 350 300 300
28V 24V 44V 40V 36V 32V
29V 25V IAS 45V 41V IAS 37V 33V
IAS
LS
30V 31V 26V 27V LS LS
300 46V 47V 350 42V 43V 38V 39V 300 34V 35V
300 61V 350 63V 62V
300 PIAL 50 IAS 125
PS PI PX PI PX PS
MGPs Anode Tank
PI 21V TI PI
Water Generator 300
(35 Ton/Day) 50
PX TI
59V 100 PIAL TI
64V IAS
PI
PI TI Flow meter
15
20V No.1 2
Main Water
From Distilled
65V Cooling
Pump No.1 & 2 No.1 & 2
Pump (Starboard)
GS Air System
3 350 (250m3/h x 18mth) Unit
100
IAS 100
Chemical Dosing
LS 50 50
Unit 125 FI FI
68V TX IAS IAS
LS LS
1000 1000
Sea Chest
125 (70m3/h x 43mth)
100
Water Generator
(2.6.3a) (2.6.3a)
9V 125 18V
Procedure to Operate the Auxiliary Cooling Sea Water No.2 cooler will need to be brought into use to cool the generator engine fresh
System water system before backflushing No.1 generator engine central cooling fresh
water cooler. See section 2.5.1 for the procedure to change over the fresh water
This description assumes that all valves are closed and that the No.1 auxiliary side of the coolers.
cooling sea water pump and No.1 auxiliary fresh water cooler are being used.
a) Slowly open No.2 generator engine central cooling fresh water
a) Ensure all pressure gauge and instrumentation valves are open cooler inlet valve S28V and slowly open outlet valve S29V,
and that the instrumentation is reading correctly. The MGPS ensuring the standby cooling SW pump does not cut in.
control system should be in the ON position.
b) Open the vent valve on the cooler and close the valve when sea
b) Set the valves as per the following table. water discharges from the outlet pipe.
c) Slowly open the backflushing inlet valve S26V on No.1 central

fresh water cooler ensuring the standby cooling SW pump does
Open No.1 auxiliary cooling sea water pump suction S7V not cut in.
valve
Open No.1 auxiliary cooling sea water pump discharge S15V d) Slowly open the backflushing outlet valve S27V on No.1 central
valve fresh water cooler ensuring the standby cooling SW pump does
Open No.2 auxiliary cooling sea water pump suction S8V not cut in.
valve
Open No.2 auxiliary cooling sea water pump discharge S16V e) Close the inlet and outlet valves S24V and S25V on No.1
valve central fresh water cooler.
Open No.1 auxiliary central fresh water cooler inlet S40V
valve f) When the operation is complete close the backflushing valves to
the cooler and leave isolated until required.
Open No.1 auxiliary central fresh water cooler (port) S41V
outlet valve
Open Overboard discharge valve S63V
Open MGPS anode tank inlet valve S59V
Open MGPS anode tank outlet valve S60V
Open MGPS inlet valve to flow meter for high sea S66V
chest
Open MGPS inlet valve to high sea chest S22V
Open MGPS inlet valve to flow meter for low sea chest S67V
Open MGPS inlet valve to low sea chest S23V
c) Start No.1 auxiliary cooling sea water pump and open the vent
valves on the cooler and the MGPS anode tank, then close the
valves when sea water discharges from the outlet pipes.
Procedure to Backflush a Central Cooling Fresh Water Cooler

using a Cooling Sea Water Pump
The following procedure assumes that the cooling sea water system is
operational and that No.1 generator engine central cooling fresh water cooler
is in use and requires backflushing.

PI PI PI
PI PI
300 300 300 300 400 400 400 400 300 300 300 300 PI
PI PI PI PI PI PI
TI TI
TI
300 300 350 350 300 300
300 300 350 350 300 300
28V 24V 44V 40V 36V 32V
29V 25V IAS 45V 41V IAS 37V 33V
IAS
LS
30V 31V 26V 27V LS LS
300 46V 47V 350 42V 43V 38V 39V 300 34V 35V
300 61V 350 63V 62V
300 PIAL 50 IAS 125
PS PI PX PI PX PS
MGPs Anode Tank
PI 21V TI PI
Water Generator 300
(35 Ton/Day) 50
PX TI
59V 100 PIAL TI
64V IAS
PI
PI TI Flow meter
15
20V No.1 2
Main Water
From Distilled
65V Cooling
Pump No.1 & 2 No.1 & 2
Pump (Starboard)
GS Air System
3 350 (250m3/h x 18mth) Unit
100
IAS 100
Chemical Dosing
LS 50 50
Unit 125 FI FI
68V TX IAS IAS
LS LS
1000 1000
Sea Chest
125 (70m3/h x 43mth)
100
Water Generator
(2.6.3a) (2.6.3a)
9V 125 18V
2.4.2 Fresh Water Generator Sea Water System Operation of the Fresh Water Generator Sea Water System
Fresh Water Generator Ejector Pumps This description assumes that the sea water crossover main is in use and that
the No.1 fresh water generator ejector pump and the port fresh water generator
Maker: Hamworthy are being used.
No. of sets: 2
Type: Vertical, motor driven, centrifugal a) Ensure that all of the pressure gauge and instrumentation valves
are open and that the instrumentation is functioning correctly.
Model: C125VID1
Capacity: 70m3/h at 43mth b) Set up the valves as shown in the table below.
Motor: 26kW at 1,800rpm
Fresh Water Generator Open No.1 fresh water generator ejector pump inlet S9V
valve
Maker: Alfa Laval
Open No.1 fresh water generator ejector pump S18V
Model: JWSP-26-C100 outlet valve
Type: Evaporation/vacuum Closed No.2 fresh water generator ejector pump inlet S10V
Salinometer: DS-20 valve
No. of sets: 2 Closed No.1 fresh water generator ejector pump S17V
Capacity: 35m3/h outlet valve
Distillate pump: 2.1m3/h x 28mth Closed Fresh water generator ejector pumps crossover S19V
valve
Open Port fresh water generator sea water inlet S20V
Introduction valve
Open Port fresh water generator sea water overboard S68V
The fresh water generators are supplied with sea water by two independent
discharge valve
ejector pumps that take their suction from the sea water crossover main. The
configuration of the system and the pipework is as shown in illustration 2.4.1a Closed Starboard fresh water generator sea water S21V
above. inlet valve
Closed Starboard fresh water generator sea water S69V
Each of the sea water pumps is an electrically driven centrifugal pump that is overboard discharge valve
dedicated to its own fresh water generator and each has sufficient capacity to
supply 100% of the sea water requirements to one fresh water generator. Under c) Switch the pump on via the fresh water generator local control
normal operating conditions one pump will operate on one generator but the panel. The pump should now start and supply the fresh water
pumps do have a crossover connection via valve S19V on the discharge side so generator with sea water. Confirm that the pump is running
that in the event of a pump failure, the systems can be cross-connected. and that adequate water for the correct operation of the fresh
water generator is flowing. The system is designed to have a
Once the sea water has passed through the fresh water generators, the discharge sea water pressure of between 3 and 3.5 bar at the inlet to the
lines connect to their dedicated overboard discharge valves, S68V and S69V, fresh water generator ejector and a maximum pressure of 0.6 bar
which are fitted with pneumatic actuators which can be operated through the immediately after the ejector.
IAS.
Fresh Water Generator Operation
The detailed operating procedures for the fresh water generator have been
given in section 2.5.3 of this manual
2.4.3 Marine Growth Prevention System The dosing rate from the anodes depends upon the current supplied to the
anodes and this must be adjusted to suit the sea water flow through the system.
Maker: Cathelco Ltd The current is set by adjusting the control knobs on the control panel.
Type: CA 21821
Adjustment of current should only be made after consulting the Cathelco
Control unit type: EL/4D/4W operating manual. Incorrect setting of the current can result in inadequate
Sea water from tank: 9.5m3/h protection against marine growth and corrosion or in rapid wear of the
Power supply: 220V, single phase, 60Hz anodes.
Anodes: 2 sets copper marine growth MG,
2 sets aluminium trap corrosion TC Operating Procedure
1 set cathode in a electrolysis tank
Anode life: 2.5 years a) Turn the main power switch at the bottom left of the control
panel to the ON position.
The high and low sea water suction chests are equipped with a marine
growth prevention system used in the prevention of the adhesion of marine b) Set the anode currents to the desired values by means of the
organisms, seaweed and shells to the interior of the sea water pipework. This control knobs, checking the current on the digital ammeter
is performed by injecting into these pipes chlorine compounds produced by the above the control knob.
electrolisation of the salt contained in sea water.
Anode Cargo Handling Current Normal Sea Going Current
The auxiliary cooling SW pumps feed sea water through the electrolytic cell. MG anode X.X - X.XA X.X - X.XA
The sea water is electrolysed by DC supplied from the power supply unit and
TC anode X.X - X.XA X.X - X.XA
generates chlorine compounds.
When the vessel is in ‘Blue Water’ the anode life may be extended by turning
Each sea chest is equipped with an injection nozzle. The electrolysed sea water
the current down to 0.4A.
is injected into the sea chests and mixed with sea water which is fed into the
respective cooling water systems.
The anodes have a normal life of 2.5 years and it is essential that they are
replaced after this time interval as an inoperative anode means no protection
An electrolysis tank contains two MG anodes, two TC anodes and one as a
resulting in system corrosion or marine growth infestation.
cathode. A low current is maintained at the anodes, with reversed polarity
every 3 hours for cleaning of hydroxides accumulated at the cathode.
Note: The system is designed to protect against marine growth and corrosion
As water flows over the anodes the sea water is treated and this treatment flows and will only operate for the full planned anode life if the anode currents are
through the system with the sea water to the sea chests. maintained at the correct settings. Excessive anode current will result in an
excessive rate of consumption of the anodes. Insufficient anode current will
The copper MG anodes release ions during electrolysis and these discourage result in the fouling of the water system.
spat and other minute marine organisms from adhering to parts of the system,
or multiplying in the system.
The aluminium TC anode produces aluminium hydroxide which forms an anti-

corrosion barrier on the pipework.
A pressure differential type flow meter, with a limit switch, is installed in the
outlet pipe from the reaction tank. This controls the sea water flow into the
tank and to the nozzles in each sea chest. The limit switch signals the control
unit in the event of the sea water flow failing, allowing the anode current to
be stopped
2.5 Fresh Water Systems
2.5.1 Main Central Cooling Fresh Water Systems
2.5.2 Auxiliary Central Cooling Fresh Water System
2.5.3 Fresh Water Generator System
Illustrations
2.5.1a Port Main Central Cooling Fresh Water System
2.5.1b Starboard Main Central Cooling Fresh Water System
2.5.2a Auxiliary Central Cooling Fresh Water System
2.5.3a Fresh Water Generator System

Illustration 2.5.1a Port Main Central Cooling Fresh Water System

Port Fresh Water W45V
Generator Key
(35 Ton/Day) Diesel Generator Room From Technical Water
Cooling Fresh Water System (2.12.1b) HT Cooling Water Air
W44V W41V
TI W38V Expansion Tank
W42V Port (1m3) LS
LAH LT Cooling Water Sea Water
IAS
W39V Fresh Water Electrical Signal
TI
W43V
W40V
Oil W80V W31V W78V

Detector PI TI W28V W79V PI TI
W74V
No.1 No.2
G/E LO G/E LO
W26V W27V Cooler W29V W30V Cooler
W6V
W59V W60V W61V W62V
Air TC TX PI TI PI TI
W72V W76V
PI TI W73V PI TI W77V
W24V W25V
M M
W36V W37V
No.1 No.1 No.2 No.2
Alternator G/E MDO TX W32V Alternator G/E MDO W33V
Cooler Cooler HT Air Cooler Cooler
No.1 Generator Engine Cooler TX HT Air
M Coolers M
Central Fresh Water LT Air
W22V W23V LT Air
Cooler (Port) Cooler TX TX
PI PI TI PI TI Coolers
Adjustable Adjustable Adjustable
TI W1V W71V Orifice W75V Adjustable Orifice
Orifice
Orifice
TI
W7V W18V W19V W20V W21V
No.1 No.2
PI W3V W14V Generator W15V Generator
To / From Sea Engine W81V Engine
(9L50DF) W48V
Water System (12V50DF)
(2.4.1a) LT HT LT HT
W9V Chemical
PI Circulating Circulating W46V Automatic Circulating Circulating
Dosing
TIAH Pump Pump Tank Chemical Pump Pump
TI W2V IAS W47V Dosing
W8V Unit
TI TX W50V W51V
W82V W49V
W10V W11V W12V W13V
PI W4V TX To Oily Bilge Tank
P Set
No.2 Generator Engine I 36°C
Central Fresh Water From IAS
Cooler (Port) Control Air W5V W53V
System (2.9.2a)
W52V
Electric
W57V Cooling Fresh Water
Heater W55V
FS From Starboard Main Central Transfer Pump
(5m3/hx25kg/cm2) To Starboard Main Central
Cooling Fresh Water System Cooling Fresh Cooling Fresh Water System
W58V W56V
Jacket Preheater Unit (2.5.1b) Water Drain CI PI (2.5.1b)
(34m3/hx11.5kg/cm2) Tank (20.8m3)
W54V
2.5 Fresh Water Systems An air separator in the water circulation line allows for the removal of entrapped Position Description Valve
air in the system. This separator vents to the make-up tank and provides the
Set LT air cooler outlet valve to expansion tank
2.5.1 Main central Cooling Fresh Water Systems thermal expansion connection.
Set LT air cooler temperature control valve
Cooling Water Preheat Unit Water from the low temperature system is constantly circulated through the oil Open Alternator cooler inlet valve W18V
Maker: Electro - Warma detector which monitors the water leaving the LO cooler and the MDO return Set Alternator cooler outlet throttle valve W59V
line cooler for any oil contamination. Open Alternator cooler outlet valve W26V
Model: KVES - 247P2
Electric heater: 247kW Open MDO cooler inlet valve W19V
The detector is fitted with a remote high level alarm that operates through the
No. of sets: 2 (one each for port and starboard generator engine IAS and notifies the operator of a problem. Set MDO cooler outlet throttle valve W60V
rooms) Open MDO cooler outlet valve W27V
Pump capacity: 34m3/h at 11.5mth Throttle valves are fitted at the alternator cooler outlet and the marine diesel Open Lubricating oil cooler inlet valve W24V
oil MDO cooler outlet and an adjustable orifice on the supply line to the LO Open Lubricating oil cooler outlet valve W28V
Motor: 1.5kW
cooler; the setting of these should be noted and recorded as they are set for Open No.1 cooler (port) inlet valve W1V
optimum cooling during commissioning and so should not require further
Open No.1 cooler (port) outlet valve W3V
Introduction adjustment.
Set Cooler (port) bypass throttle valve W7V
The diesel generator engines each have their own fresh water cooling system Set Temperature control valve
Procedure for Setting up and Operating the Diesel Generator Locked Make-up tank outlet valve W43V
which are divided into high temperature and low temperature circuits. The
Engine Low Temperature Fresh Water Cooling System Open
two circuits operate independently but they are interconnected as shown in
illustrations 2.5.1a and 2.5.1b. Open System inlet valve from make-up tank W8V
The low temperature systems for all four diesel generator engines are the same
and the following procedure description that follows applies to all of them. Open Oil detector inlet valve
Low Temperature Fresh Water Cooling System Open Oil detector outlet valve
a) Check that valves to all of the instruments are open and the Set Air vent outlet valve to expansion tank W45V
Each diesel generator engine has its own independent low temperature (LT) instruments are operating correctly
fresh water cooling system which provides cooling water for the turbocharger No.2 Diesel Generator Engine
charge air cooler, the lubricating oil cooler and the alternator cooler. The low b) Check that electrical power is available at the temperature Position Description Valve
temperature cooling water is also circulated through the return fuel oil cooler control bypass valves and that the valves are set to operate
Open LT cooling fresh water pump inlet valve W12V
where it removes excess heat from the fuel oil. automatically.
Open LT cooling fresh water pump outlet valve
Fresh water is circulated through each of the low temperature systems by an c) Check that the cooling water has been treated to prevent Open Discharge valve to alternator, MDO and LO W15V
engine driven circulating pump. During periods of maintenance the water used corrosion. coolers
in this system can be drained from the generator engine into the cooling FW Open LT air cooler outlet valve to temperature W23V
drain tank. d) Set the valves as shown in the following tables, using port and control valve
starboard No.1 central fresh water coolers. The valves must Set LT air cooler outlet valves to expansion tank
Sea water cooled low temperature fresh water coolers maintain the temperature be set as indicated unless an engine has been shut down for Set LT air cooler temperature control valve
in the LT system at 36°C as shown in illustrations 2.4.1a and 2.4.1b. The maintenance and the power management system isolated to
Open Alternator cooler inlet valve W20V
coolers have bypass throttle valves fitted which are normally open to ensure prevent automatic starting. Unless specified all other valves
that some fresh water bypasses the cooler and flows directly to the three-way must be closed. Set Alternator cooler outlet throttle valve W61V
temperature control valve. Open Alternator cooler outlet valve W29V
No.1 Diesel Generator Engine Open MDO cooler inlet valve W21V
A 1,000 litre expansion tank is common with the high temperature system Position Description Valve Set MDO cooler outlet throttle valve W62V
and allows for thermal expansion of the water in the system and maintains a Open LT cooling fresh water pump inlet valve W10V Open MDO cooler outlet valve W30V
pressure head on the system. Treatment chemicals are added by the automatic
Open LT cooling fresh water pump outlet valve Open Lubricating oil cooler inlet valve W25V
chemical dosing unit to maintain the water in a condition which minimises the
risk of system corrosion. Open Discharge valve to alternator, MDO and LO W14V Open Lubricating oil cooler outlet valve W31V
coolers
Open LT air cooler outlet valve to temperature W22V
control valve
Illustration 2.5.1b Starboard Main Central Cooling Fresh Water System

W145V Starboard Fresh Water
Key Generator
From Technical Water Diesel Generator Room (35 Ton/Day)
HT Cooling Water Air System (2.12.1b) Cooling Fresh Water
W141V
Expansion Tank W144V W138V IT
LT Cooling Water Sea Water LAH
LS Starboard (1m3) W142V
IAS
Fresh Water Electrical Signal W139V
W143V IT
W140V
W174V W128V W179V Oil
TI PI W180V W131V TI PI Detector
W178V
No.3 No.4
G/E LO G/E LO
Cooler W127V W126V Cooler W130V W129V
W106V
W160V W159V W162V W161V
TX TC Air
TI PI TI PI
W136V W172V W137V W176V
W173V TI PI W177V TI PI
W25V
W124V
M
M No.3 No.3 No.4 No.4
W132V G/E MDO Alternator W133V TX
G/E MDO Alternator
Cooler Cooler HT Air Cooler Cooler No.1 Generator Engine
HT Air TX
Cooler
M Coolers M Central Fresh Water
LT Air W123V
LT Air Cooler (Starboard)
TX
Coolers
TX Cooler
IT PI TI PI PI
W122V
W171V Adjustable W175V W101V TI
Adjustable Orifice
Orifice W119V W118V W121V W120 W107V
No.3 Generator TI
Engine No.4 Generator
(12V50DF) Engine W103V
W114V W115V
W181V (9L50DF) PI To / From Sea
W48V
Water System
HT LT HT LT (2.4.1a)
Automatic Chemical W109V
Circulating Circulating W146V Circulating Circulating PI
Chemical Dosing
Pump Pump Tank Pump Pump TIAH
Dosing
W147V IAS W102V TI
Unit W108V
W151V W150V TX TI
W182V
W110V W111V To Oily Bilge Tank W112V W113V
TX W104V PI
W149V Set
P
36°C I No.2 Generator Engine
Air Central Fresh Water
IAS
W153V W105V Cooler (Starboard)
W152V
Electric
Heater
FS
From Port Main Central To Port Main Central Jacket Pre Heater Unit
Cooling Fresh Water System Cooling Fresh Water System (34m3/hx11.5kg/cm2)
(2.5.1a) (2.5.1a)
No.3 Diesel Generator Engine Open MDO cooler inlet valve W121V
Position Description Valve At least one of the two fresh water hydrophore pumps must also be
Set MDO cooler outlet throttle valve W162V
Open LT cooling fresh water pump inlet valve W111V operational.
Open MDO cooler outlet valve W130V
Open LT cooling fresh water pump outlet valve Open Lubricating oil cooler inlet valve W125V The individual filling valves must be opened as required to replenish the make-
Open Discharge valve to alternator, MDO and LO W114V Open Lubricating oil cooler outlet valve W131V up/expansion tank.
coolers
Open LT air cooler outlet valve to temperature W122V e) Ensure that the oil detector is switched on and functioning Position Description Valve
control valve correctly. Open Port diesel engine room FW make-up/ W41V
Set LT air cooler outlet valves to expansion tank expansion tank filling valve
Set LT air cooler temperature control valve f) The low temperature fresh water cooling system is operational
Open Starboard diesel engine room FW make-up/ W141V
Open Alternator cooler inlet valve W118V when the valves are set as above. When the engine starts water
expansion tank filling valve
will be circulated through the low temperature system by the
Set Alternator cooler outlet throttle valve W159V
engine driven pump.
Open Alternator cooler outlet valve W126V To ensure the system does not run dry, each make-up tank has been fitted with
a low level alarm that is linked in to the IAS in the engine control room.
Open MDO cooler inlet valve W119V Note: The high temperature system depends upon the low temperature fresh
Set MDO cooler outlet throttle valve W160V water cooling system being fully charged with water. Both the low and high
Open MDO cooler outlet valve W127V temperature systems are automatically vented to the make-up tank. High Temperature Fresh Water Cooling System
Open Lubricating oil cooler inlet valve W124V
The high temperature cooling system is used for cooling the diesel generator
Open Lubricating oil cooler outlet valve W128V Throttle Valve Settings cylinder heads, jackets and the primary charge air cooler.
Open No.1 cooler (starboard) inlet valve W101V
Open No.1 cooler (starboard) outlet valve W103V Listed below are the design settings for the various throttle valves that have Water flows around the cylinder liners and cylinder heads before leaving the
Set Cooler (starboard) bypass throttle valve W107V been incorporated in the LT cooling water system. engine and passing to a common manifold pipe which supplies the primary
Set Temperature control valve charge air cooler. The high temperature system is controlled by an engine
Equipment Item Flow Rate (%) Valve driven circulating pump and a three way control valve set to regulate the
L o c k e d Make-up tank outlet valve W143V
Setting temperature of the water leaving the engine at 91°C.
open
MDO cooler outlet valves ??m /h
3 ??
Open System inlet valve from make-up tank W108V In the high temperature cooling system for each of the engines there is also
Alternator cooler outlet valves ??m /h
3 ??
Open Oil detector inlet valve a preheater unit consisting of an electrically driven preheating pump and a
LO cooler inlet orifices ??m /h
3 ??
Open Oil detector outlet valve 247kW preheater. The pump and preheater operate when the engine is stopped
Central cooler bypass valves W7V and W107V Nominal ?? in standby mode so as to maintain the temperature of the cylinder jackets
Set Air vent outlet valve to expansion tank W145V
and cylinder heads and to allow the engine to start and be put on load should
No.4 Diesel Generator Engine Procedure for Replenishing the Fresh Water Make-up Tanks the need arise. The preheater unit starts automatically when the engine stops
and stops automatically when the engine starts. If the engine is stopped for
Water can be drained from the diesel generator engine fresh water cooling maintenance purposes the preheater unit can be stopped and isolated from the
Open LT cooling fresh water pump inlet valve W113V system.
systems to the cooling FW drain tank when maintenance is required on the
Open LT cooling fresh water pump outlet valve
engine system.
Open Discharge valve to alternator, MDO and LO W115V Because the diesel generator engines are normally running or switched to
coolers When returning the engine to normal service the cooling water system must be standby mode ready for automatic start, all of the valves in the cooling circuit
Open LT air cooler outlet valve to temperature W123V returned from the cooling FW drain tank. are normally left open. The exception to this is when an engine has been shut
control valve down for the purpose of undertaking any maintenance.
Set LT air cooler outlet valves to expansion tank The correct amount of chemical corrosion inhibitor is added to the system
automatically from the chemical dosage tank. The analysis of the system The temperature of the water in the high temperature circuit is maintained at
Set LT air cooler temperature control valve
should be done on a regular basis to keep the corrosion inhibitor at the correct a constant 65°C by an electrically controlled three-way valve located on the
Open Alternator cooler inlet valve W120V engine outlet after the air separator.
level so protecting the water circuits.
Set Alternator cooler outlet throttle valve W161V When the water temperature exceeds the set value, water is diverted into the
Open Alternator cooler outlet valve W129V The make-up/expansion tanks are replenished from the machinery distilled low temperature cooling water circuit where it passes through the fresh water
Position Description Valve water transfer system as detailed in section 2.12.1. cooler.
Illustration 2.5.1a Port Main Central Cooling Fresh Water System

Port Fresh Water W45V
Generator Key
(35 Ton/Day) Diesel Generator Room From Technical Water
Cooling Fresh Water System (2.12.1b) HT Cooling Water Air
W44V W41V
TI W38V Expansion Tank
W42V Port (1m3) LS
LAH LT Cooling Water Sea Water
IAS
W39V Fresh Water Electrical Signal
TI
W43V
W40V
Oil W80V W31V W78V

Detector PI TI W28V W79V PI TI
W74V
No.1 No.2
G/E LO G/E LO
W26V W27V Cooler W29V W30V Cooler
W6V
W59V W60V W61V W62V
Air TC TX PI TI PI TI
W72V W76V
PI TI W73V PI TI W77V
W24V W25V
M M
W36V W37V
No.1 No.1 No.2 No.2
Alternator G/E MDO TX W32V Alternator G/E MDO W33V
Cooler Cooler HT Air Cooler Cooler
No.1 Generator Engine Cooler TX HT Air
M Coolers M
Central Fresh Water LT Air
W22V W23V LT Air
Cooler (Port) Cooler TX TX
PI PI TI PI TI Coolers
Adjustable Adjustable Adjustable
TI W1V W71V Orifice W75V Adjustable Orifice
Orifice
Orifice
TI
W7V W18V W19V W20V W21V
No.1 No.2
PI W3V W14V Generator W15V Generator
To / From Sea Engine W81V Engine
(9L50DF) W48V
Water System (12V50DF)
(2.4.1a) LT HT LT HT
W9V Chemical
PI Circulating Circulating W46V Automatic Circulating Circulating
Dosing
TIAH Pump Pump Tank Chemical Pump Pump
TI W2V IAS W47V Dosing
W8V Unit
TI TX W50V W51V
W82V W49V
W10V W11V W12V W13V
PI W4V TX To Oily Bilge Tank
P Set
No.2 Generator Engine I 36°C
Central Fresh Water From IAS
Cooler (Port) Control Air W5V W53V
System (2.9.2a)
W52V
Electric
W57V Cooling Fresh Water
Heater W55V
FS From Starboard Main Central Transfer Pump
(5m3/hx25kg/cm2) To Starboard Main Central
Cooling Fresh Water System Cooling Fresh Cooling Fresh Water System
W58V W56V
Jacket Preheater Unit (2.5.1b) Water Drain CI PI (2.5.1b)
(34m3/hx11.5kg/cm2) Tank (20.8m3)
W54V
A 200mm diameter branch line from the low temperature cooling water circuit No.1 Diesel Generator Engine Position Description Valve
connects with the high temperature circuit before the HT pump suction and Position Description Valve Operational Temperature controlled three-way valve
ensures that water from the low temperature circuit enters the high temperature Open HT cooling fresh water pump inlet valve W11V
flow to maintain the flow quantity. Open Outlet valve from temperature control valve W136V
Open HT cooling fresh water pump outlet valve Open Preheater line valve to engine W151V
The air separator in the high temperature circuit vents to the engine fresh water Open Inlet valve to automatic chemical dosing unit W81V
cooling make-up/expansion tanks. Each tank has a capacity of 1,000 litres and Open Outlet valve from automatic chemical dosing W82V No.4 Diesel Generator Engine
they are located on the 2nd deck level. Each engine room has its own expansion unit
tank so keeping the two sets of generator engine cooling systems independent Open Inlet valve to temperature control valve W32V
of each other. Open HT cooling fresh water pump inlet valve W112V
Operational Temperature controlled three-way valve
Open HT cooling fresh water pump outlet valve
Open Outlet valve from temperature control valve W36V
Cooling water treatment is automatically added into the system to prevent Open Inlet valve to automatic chemical dosing unit W181V
corrosion in the pipework and in the engine internals. Because the high Open No.1 and No.2 preheater pumps inlet valves
Open Outlet valve from automatic chemical dosing W182V
temperature and low temperature systems are interconnected, only one amount Open No.1 and No.2 preheater pumps outlet
unit
of chemical additive needs to be supplied. valves
Open Inlet valve to temperature control valve W133V
Open Preheater line valve to engine W50V
Adjustable orifices are fitted in the high temperature cooling water returns to Operational Temperature controlled three-way valve
Set HT air cooler inlet and outlet vent valves to
each of the engines after the three way temperature control valves. These are the make up/expansion tank Open Outlet valve from temperature control valve W137V
manually adjusted and should be set to regulate the flow of water leaving each Set Air vent to the make up/expansion tank W44V Open No.1 and No.2 preheater pumps inlet valves
engine to 135m3/h. Once set it should not be necessary to adjust these valves Open No.1 and No.2 preheater pumps outlet
during normal operating conditions. Open Port fresh water generator heating water inlet W38V
valve valves
Open Port fresh water generator heating water W39V Open Preheater line valve to engine W150V
Procedure for Setting up and Operating the Diesel Generator outlet valve Set HT air cooler inlet and outlet vent valves to
Engine High Temperature Fresh Water Cooling System Set Port fresh water generator heating water W40V the make up/expansion tank
bypass valve Set Air vent to the make up/expansion tank W44V
The HT fresh water cooling systems for all four diesel generator engines are Operational HT cooling system temperature control valve W6V Open Starboard fresh water generator heating water W138V
the same and so the description that follows applies to all of them. inlet valve
No.2 Diesel Generator Engine Open Starboard fresh water generator heating water W139V
a) Check that valves to all instruments are open and that the outlet valve
instruments are operating correctly. Position Description Valve
Open HT cooling fresh water pump inlet valve W13V Set Starboard fresh water generator heating water W140V
bypass valve
b) Check that electrical power is available to the temperature Open HT cooling fresh water pump outlet valve
control bypass valves and that they are set for automatic Operational HT cooling system temperature control valve W106V
Set HT air coolers inlet and outlet vent valves to
operation. the make up/expansion tank
Open Inlet valve to temperature control valve W33V Note: The charge air coolers are supplied with fresh water cooling from the
c) Check that the low temperature cooling fresh water system is high and low temperature cooling water systems and both of these systems
Operational Temperature controlled three-way valve
operating correctly and that the water in the make-up/expansion must be in operation when an engine is started.
tank is at the correct level. Open Outlet valve from temperature control valve W37V
Open Preheater line valve to engine W51V
e) Supply electrical power to the fresh water preheater and its
d) Set the valves as shown in the following tables. The valves
circulating pump. Switch the preheater unit to automatic mode.
must be set as indicated unless an engine has been shut down No.3 Diesel Generator Engine
The preheater will start when the engine is stopped to maintain
for maintenance and the power management system isolated to Position Description Valve the correct cooling water temperature in the system and will
prevent automatic starting. Unless specified all other valves in Open HT cooling fresh water pump inlet valve W110V stop automatically when the engine has been started.
the HT circuit must be closed.
Open HT cooling fresh water pump outlet valve
Set HT air coolers inlet and outlet vent valves to Note: The preheater unit may be started and stopped locally if the selector
the make up/expansion tank switch is set to LOCAL mode. Normally the preheater unit is set to
Open Inlet valve to temperature control valve W132V REMOTE which allows for automatic operation with temperature control via
the Wartsila control system.
Illustration 2.5.1b Starboard Main Central Cooling Fresh Water System

W145V Starboard Fresh Water
Key Generator
From Technical Water Diesel Generator Room (35 Ton/Day)
HT Cooling Water Air System (2.12.1b) Cooling Fresh Water
W141V
Expansion Tank W144V W138V IT
LT Cooling Water Sea Water LAH
LS Starboard (1m3) W142V
IAS
Fresh Water Electrical Signal W139V
W143V IT
W140V
W174V W128V W179V Oil
TI PI W180V W131V TI PI Detector
W178V
No.3 No.4
G/E LO G/E LO
Cooler W127V W126V Cooler W130V W129V
W106V
W160V W159V W162V W161V
TX TC Air
TI PI TI PI
W136V W172V W137V W176V
W173V TI PI W177V TI PI
W25V
W124V
M
M No.3 No.3 No.4 No.4
W132V G/E MDO Alternator W133V TX
G/E MDO Alternator
Cooler Cooler HT Air Cooler Cooler No.1 Generator Engine
HT Air TX
Cooler
M Coolers M Central Fresh Water
LT Air W123V
LT Air Cooler (Starboard)
TX
Coolers
TX Cooler
IT PI TI PI PI
W122V
W171V Adjustable W175V W101V TI
Adjustable Orifice
Orifice W119V W118V W121V W120 W107V
No.3 Generator TI
Engine No.4 Generator
(12V50DF) Engine W103V
W114V W115V
W181V (9L50DF) PI To / From Sea
W48V
Water System
HT LT HT LT (2.4.1a)
Automatic Chemical W109V
Circulating Circulating W146V Circulating Circulating PI
Chemical Dosing
Pump Pump Tank Pump Pump TIAH
Dosing
W147V IAS W102V TI
Unit W108V
W151V W150V TX TI
W182V
W110V W111V To Oily Bilge Tank W112V W113V
TX W104V PI
W149V Set
P
36°C I No.2 Generator Engine
Air Central Fresh Water
IAS
W153V W105V Cooler (Starboard)
W152V
Electric
Heater
FS
From Port Main Central To Port Main Central Jacket Pre Heater Unit
Cooling Fresh Water System Cooling Fresh Water System (34m3/hx11.5kg/cm2)
(2.5.1a) (2.5.1a)
f) Check that the high temperature cooling fresh water system is

operating correctly and that there are no leaks.
g) When the engine high and low temperature cooling water

systems are operating correctly and the desired temperature is
achieved the engine is ready for starting.
WARNING
During normal operations there should be no methane or hydrocarbons
in the water circuits but should a fault develop in an engine, it is possible
that some gas could migrate into the cooling water. Because of this the
make-up water tanks have been vented outside the engine room but each
tank should be checked at regular intervals for the presence of gas.
Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System

To / From Cargo Equipment
From
Technical Water
Auxiliary Cooling
W256V System
Fresh Water Expansion
(2.12.1b)
PI Tank (1m3) LAL
LS
PIAL IAS
PX
IAS
To Inert Gas W255V
Auxiliary Fresh No.1
Water Chiller PI PS TI TI PI PS TI TI PI PS TI TI W254V
Water Booster Pumps Provisions No.1 Main
and Dryer Units No.1 Auxiliary
(130m3/h x 30kg/cm2) Refrigeration Air Con.
(4.9c Cargo) Air Con. Deck Scupper
Condenser Condenser
Condenser
W251V W252V No.2 Main
No.2 Auxiliary No.2 Air Con. From Inert Gas Water
PI PI
Air Con. Provisions Condenser Chiller and Dryer Units
Condenser Refrigeration
No.1 No.2 PI PS TI TI PI PS TI TI PI PS TI TI
Condenser
CI CI
W249V W250V
Key
Fresh Water
Sea Water
W228V Bilge
W271V W272V
TI W248V W247V W246V W245V W263V W264V W265V W266V Electrical Signal
W235V W236V W237V W238V W239V W240V
To / From
Boiler Water No.2 No.1 No.2 No.1
Dump No.2 No.1 No.2 No.1
Circulating Working Air Working Air Control Air Control Air Power Power
Condenser / Propulsion Propulsion Propulsion Propulsion
Pump Compressor Compressor Compressor Compressor Converter Converter
Drain Cooler Transformer Transformer Transformer Transformer
(2.6.5a) (Port) (Starboard)
W244V W243V W242V W241V

TI W229V W230V W231V W232V W261V W262V
W227V W259V W260V W233V W234V
To / From To / From
Sea Water System Sea Water System W273V
Auxiliary Central Fresh Water Pumps
(850m3/h x 25kg/cm2) W257V
Auxiliary W204V
W216V W215V
W220V W219V Central Fresh PS PI No.1 CI
W222V No.2 Water Coolers No.1 Automatic
Chemical
W213V Chemical
Dosing
No.2 No.1 Dosing
TIAH W201V Tank
Shaft No.2 R/G No.1 R/G Propulsion Propulsion IAS Unit
W205V
Bearing Lubricating Lubricating Motor Motor W214V
Oil Cooler Oil Cooler TI PI PI TI PI PI
PIAL PS PI No.2 CI
TX IAS
W211V W209V W210V W208V
W226V PX PI
TX TX W206V W202V
W218V W217V W274V
Set PS PI No.3 CI
W224V W223V
W268V W267V 36°C IAS W212V
P Air W203V To Oily Bilge Tank

I
W207V
2.5.2 auxiliary central Cooling Fresh Water The auxiliary cooling fresh water pumps may be selected for LOCAL or Position Description Valve
System REMOTE operation by means of the selector switch located near the pumps.
Open No.3 auxiliary CFW pump suction valve W203V
When LOCAL has been selected the pumps can be started and stopped by means
of the switches and pushbuttons at the local control panel. When REMOTE has Open No.1 auxiliary CFW cooler inlet valve W208V
Auxiliary Cooling Fresh Water Pumps
been selected the pumps are controlled from the operator workstation mimic Open No.1 auxiliary CFW cooler outlet valve W210V
Maker: Hamworthy
display in the engine control room. The pumps may be started and stopped Operational Cooler outlet temperature control valve W212V
Model: C2G-300LD FAN
manually from the operator workstation or a pump may be selected to AUTO Open No.1 propulsion motor inlet valve W215V
Type: Vertical centrifugal mode which means that it acts as the standby pump and will start automatically
Open No.1 propulsion motor outlet valve W267V
No. of sets: 3 should the duty pump fail.
Set No.1 propulsion motor outlet throttle valve W217V
Capacity: 850m3/h at 25mth
A temperature controlled valve regulates the quantity of circulating fresh water Open No.2 propulsion motor inlet valve W216V
being drawn through the coolers by the duty pump. The system is designed to Open No.2 propulsion motor outlet valve W268V
Auxiliary Cooling Fresh Water Booster Pumps regulate the temperature at the discharge side of the coolers to 36°C. Should Set No.2 propulsion motor outlet throttle valve W218V
Maker: Hamworthy there be a failure in the electrical or air supply to this valve it will move to the Open No.2 propulsion transformer (port) outlet W235V
Model: C125VID1 fully open position. valves W263V
Type: Vertical centrifugal Open No.2 propulsion transformer (port) inlet W229V
The correct amount of chemical corrosion inhibitor is added to the system
No. of sets: 2 valve W259V
automatically from the chemical dosage tank. The analysis of the system
Capacity: 130m3/h at 30mth should be done on a regular basis to keep the corrosion inhibitor at the correct Open No.1 propulsion transformer (port) outlet W236V
level so protecting the water circuits. valves W264V
Open No.1 propulsion transformer (port) inlet W230V
Introduction The make-up/expansion tank is replenished from the machinery distilled water valve W260V
transfer system as detailed in section 2.12.1. Open Power converter (port) outlet valve W271V
The auxiliary central cooling fresh water system provides treated cooling water
to the propulsion system, boiler water circulating pumps, auxiliary machinery, Set Power converter (port) outlet throttle valve W237V
inert gas system chiller condenser, inert gas system dryer unit cooler and the Procedure for Operating the Auxiliary Central Cooling Fresh Open Power converter (port) inlet valve W231V
air conditioning units located throughout the vessel. Water System Open Power converter (starboard) outlet valve W272V
Set Power converter (starboard) outlet throttle W238V
There are three auxiliary cooling fresh water pumps provided which circulate a) Check that all of the instrumentation valves are open and that valve
the cooling fresh water through the system. During normal operations one will the instruments are reading correctly. Open Power converter (starboard) inlet valve W232V
be selected as the duty pump and the other two will be selected as 1st and 2nd
standby, for automatic starting in the event of a pump failure or a pressure drop Open No.2 propulsion transformer (starboard) W239V
b) Ensure that the make-up fresh water tank is at the required level outlet valves W265V
within the system. and top up if necessary. The water should be periodically tested
Open No.2 propulsion transformer (starboard) inlet W233V
and chemical treatment added as necessary.
The are also two auxiliary cooling fresh water booster pumps provided. They valve W261V
circulate the cooling fresh water through coolers of the HD and LD compressor c) Set up the valves as in the following table, assuming No.1 Open No.1 propulsion transformer (starboard) W240V
LO systems and motors in the cargo motor room and the drain cooler in the auxiliary central FW cooler is to be used. Unless specified all outlet valves W266V
cargo compressor room. other valves must be closed. Open No.1 propulsion transformer (starboard) inlet W234V
valve W262V
Two fresh water coolers, cooled by sea water by the auxiliary cooling sea Open No.1 reduction gearing LO cooler inlet valve W219V
water pumps serve to maintain the temperature of the fresh water system at a
L o c k e d Make-up/expansion fresh water tank outlet W254V Open No.1 reduction gearing LO cooler outlet W223V
constant 36°C. Section 2.4.1 of this manual provides further information on the
open valve valve
operation of the sea water system.
Open No.1 auxiliary CFW pump discharge valve W204V Open No.2 reduction gearing LO cooler inlet valve W220V
A make-up tank located on the upper deck in the engine casing allows for Open No.1 auxiliary CFW pump suction valve W201V Open No.2 reduction gearing LO cooler outlet W224V
thermal expansion of the fresh water in the system and provides a static Open No.2 auxiliary CFW pump discharge valve W205V valve
pressure head on the suction side of the pumps. Open No.2 auxiliary CFW pump suction valve W202V Open Shaft bearing cooler inlet valve W222V
Open No.3 auxiliary CFW pump discharge valve W206V Open Shaft bearing cooler outlet valve W226V
Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System

To / From Cargo Equipment
From
Technical Water
Auxiliary Cooling
W256V System
Fresh Water Expansion
(2.12.1b)
PI Tank (1m3) LAL
LS
PIAL IAS
PX
IAS
To Inert Gas W255V
Auxiliary Fresh No.1
Water Chiller PI PS TI TI PI PS TI TI PI PS TI TI W254V
Water Booster Pumps Provisions No.1 Main
and Dryer Units No.1 Auxiliary
(130m3/h x 30kg/cm2) Refrigeration Air Con.
(4.9c Cargo) Air Con. Deck Scupper
Condenser Condenser
Condenser
W251V W252V No.2 Main
No.2 Auxiliary No.2 Air Con. From Inert Gas Water
PI PI
Air Con. Provisions Condenser Chiller and Dryer Units
Condenser Refrigeration
No.1 No.2 PI PS TI TI PI PS TI TI PI PS TI TI
Condenser
CI CI
W249V W250V
Key
Fresh Water
Sea Water
W228V Bilge
W271V W272V
TI W248V W247V W246V W245V W263V W264V W265V W266V Electrical Signal
W235V W236V W237V W238V W239V W240V
To / From
Boiler Water No.2 No.1 No.2 No.1
Dump No.2 No.1 No.2 No.1
Circulating Working Air Working Air Control Air Control Air Power Power
Condenser / Propulsion Propulsion Propulsion Propulsion
Pump Compressor Compressor Compressor Compressor Converter Converter
Drain Cooler Transformer Transformer Transformer Transformer
(2.6.5a) (Port) (Starboard)
W244V W243V W242V W241V

TI W229V W230V W231V W232V W261V W262V
W227V W259V W260V W233V W234V
To / From To / From
Sea Water System Sea Water System W273V
Auxiliary Central Fresh Water Pumps
(850m3/h x 25kg/cm2) W257V
Auxiliary W204V
W216V W215V
W220V W219V Central Fresh PS PI No.1 CI
W222V No.2 Water Coolers No.1 Automatic
Chemical
W213V Chemical
Dosing
No.2 No.1 Dosing
TIAH W201V Tank
Shaft No.2 R/G No.1 R/G Propulsion Propulsion IAS Unit
W205V
Bearing Lubricating Lubricating Motor Motor W214V
Oil Cooler Oil Cooler TI PI PI TI PI PI
PIAL PS PI No.2 CI
TX IAS
W211V W209V W210V W208V
W226V PX PI
TX TX W206V W202V
W218V W217V W274V
Set PS PI No.3 CI
W224V W223V
W268V W267V 36°C IAS W212V
P Air W203V To Oily Bilge Tank

I
W207V
Position Description Valve Position Description Valve

Open Dump condenser/drain cooler inlet valve W227V Open No.1 control air compressor cooler inlet W241V
Open Dump condenser/drain cooler outlet valve W228V valve
Open No.1 boiler water circulating pump inlet T45V Open No.1 control air compressor cooler outlet W245V
valve valve
Open No.1 boiler water circulating pump outlet T49V Open No.2 control air compressor cooler inlet W242V
valve valve
Open No.2 boiler water circulating pump inlet T46V Open No.2 control air compressor cooler outlet W246V
valve valve
Open No.2 boiler water circulating pump outlet T50V Open IG system water chiller condenser inlet I101V
valve valve
Open No.3 boiler water circulating pump inlet T47V Open IG system water chiller condenser outlet I102V
valve valve
Open No.3 boiler water circulating pump outlet T51V Operational IG system water chiller condenser outlet 4127
valve control valve
Open No.4 boiler water circulating pump inlet T48V Open IG system dryer unit cooler inlet valve I103V
valve Open IG system dryer unit cooler outlet valve I104V
Open No.4 boiler water circulating pump outlet T52V Open Inlet valve to automatic chemical dosing unit W273V
valve Open Outlet valve from automatic chemical dosing W274V
Open No.1 auxiliary AC condenser inlet valve unit
Open No.1 auxiliary AC condenser outlet valve
Open No.2 auxiliary AC condenser inlet valve d) Ensure that cooling sea water is available at the cooler (see
section 2.4.1 for further details).
Open No.2 auxiliary AC condenser outlet valve
Open No.1 provisions refrigeration condenser inlet e) Select all three pumps for REMOTE operation and start one
valve pump manually at the workstation mimic display for the
Open No.1 provisions refrigeration condenser outlet system. Check that the pump is circulating water to all users as
valve required.
Open No.2 provisions refrigeration condenser inlet
valve f) Select the second and third pumps for AUTO operation to act as
Open No.2 provisions refrigeration condenser outlet the 2nd and 3rd standby pumps.
valve
Open No.1 main AC condenser inlet valve Note: Any leakage from the system is made up with water from the make-
Open No.1 main AC condenser outlet valve up tank and this must be maintained at the correct level from the distilled
water system. The make-up/expansion tank is fitted with a low level alarm
Open No.2 main AC condenser inlet valve
connected to the IAS in the engine control room.
Open No.2 main AC condenser outlet valve
Open No.1 working air compressor cooler inlet W243V
valve
Open No.1 working air compressor cooler outlet W247V
valve
Open No.2 working air compressor cooler inlet W244V
valve
Open No.2 working air compressor cooler outlet W248V
valve
Illustration 2.5.3a Fresh Water Generator System
IAS
To Port LS
Fresh Water
Generator S69V
Set at
1.0 Bar
S19V
Salinity Panel TI PI
To
Fresh Water
Tanks Set at
1.4 Bar
From Port
Fresh Water
Generator D15V D16V TI
PI
Distillate S54V
SX Pump
FI
PI
S
TI
W138V TI
To/From Main
Central Fresh
Water Cooling W140V TI
System (2.5.1b)
W139V
S30V
PI PI
Starboard Fresh Water

Control Panel Generator (35 Ton/day)
Flow Meter/
Adjuster
Set at
1.0 Bar
Chemical
Dosing
Unit
OFF ON
T166V
S17V S18V Control Panel To be
Confirmed on Visit Key
PI PI To
Bilge PI
Fresh Water
No.1 & 2 Fresh Water
1 2 Generator Ejector Pumps High Temperature Cooling Water
T164V
(70m3/h x 43mth)
CI CI Sea Water
6kg/cm2
Steam Saturated Steam
S9V S10V (2.6.3a)
Electrical Signal
From Main Sea Water Crossover System
Instrumentation
2.5.3 Fresh Water Generator System The fresh water generator (evaporator) unit utilises jacket water from the main The distillate produced is pumped to the fresh water storage tanks by the
engine as a heating medium and is capable of producing up to 35 tons per day distillate pump. The distillate is monitored by a salinity indicator and should
of distillate. the salinity rise above a set amount, (approximately 10ppm), a solenoid valve
in the discharge line is activated and the water is diverted from the storage tank
Maker: Alfa Laval The basic working principle is that the evaporator section boils sea water in a discharge line back to the lower chamber. When the distillate salinity level
No. of sets: 2 high vacuum at a temperature of less than 45°C. The vapour produced passes drops to below the maximum allowable setting, the solenoid valve will close
Type: JWSP-26-C100 through a separator, where the brine is separated from the vapour and extracted and the discharge of distillate to the fresh water storage tanks will resume.
by the combined brine/air ejector. The vapour passes through a demister before
Capacity: 35 tons/day
entering the condenser section where it is condensed by sea water before being Note: Because the fresh water generation uses the low temperature process it
Fresh Water Generator Ejector Pump pumped to the fresh water storage tanks. The quality of distillate is continuously is important to sterilise the water before it can be used for drinking.
monitored by a salinity indicator fitted with an alarm, which has an electrode
Maker: Hamworthy fitted to the distillate water pump discharge. If the jacket water system is not A sterilisation unit is installed in the discharge from the hydrophore unit to the
No. of sets: 2 available then live saturated steam from the 6kg/cm2 steam system can be drinking water system. For details of the sterilisation unit, see section 2.12.2
Type: Vertical, motor driven, centrifugal used as the heating medium. The steam is supplied through an ejector and the of this manual.
Model: C125VID1 condensate is returned to the boiler feed filter tank. The steam system can also
be used to supplement the jacket water heating system.
Capacity: 70m3/h x 43mth WARNING
Motor: 26kW, 1,800 rpm An ejector pump provides a continuous supply of sea water for each evaporator. Fresh water for human consumption must not be produced when the
This sea water supply acts to cool the vapour in order to condense it. It serves vessel is operating in restricted waters.
Distillate Water Pump
as a feed supply to the evaporator and is the driving fluid supply for the brine/
Maker: Alfa Laval air ejector. The ejector creates a vacuum within the evaporator and removes Procedure for Starting the a Fresh Water Generator
No. of sets: 2 the brine from the separator chamber. The ejector pumps are cross-connected
Type: Horizontal, motor driven, centrifugal allowing either pump to supply either evaporator. To operate the a fresh water generator, the main sea water crossover system
Model: PVVF-2040 and the main central cooling fresh water system must both be operational. If
The evaporator shell contains a plate type heat exchanger through which hot required, the 6kg/cm2 steam system should also be available. The following
Capacity: 1.2m3/h x 28mth water circulates from the main engine jacket cooling system; this hot water procedure assumes that the main central cooling fresh water system will be
Motor: 0.75kW x 3,360 rpm heats the sea water supplied to the evaporator by the ejector pump. Due to used with the generator engines operating under steady conditions and the
the vacuum inside the chamber, the sea water will boil off at the relatively starboard fresh water generator with No.2 ejector pump being used.
Salinometer
low temperature created by the circulating jacket water. The vacuum of
Maker: Alfa Laval approximately 85% is maintained by the ejector and this produces evaporation a) Ensure the alarm and the control panels are switched on, that
No. of sets: 2 of the sea water. Vapour produced by boiling the sea water rises to the upper instrument and gauge cocks are open and that all instrumentation
Type: DS20-M2 chamber, via a deflector plate and through demister pads, where any entrained is reading correctly.
sea water droplets are removed. The upper chamber houses the plate type
condenser which is supplied with sea water by the ejector pump and condenses b) Close the air vent valve on the evaporator shell.
Introduction the vapour. The condensed vapour (distillate) is drawn off by the distillate
pump. After the cooling sea water passes through the heat exchanger it flows c) Set the sea water valves as shown in the following table:
The fresh water generators consist of the following main components: as feed water to the evaporator. During the condensation of the vapour the sea
water gains some heat and therefore increases the overall efficiency of the
• Evaporator section Position Description Valve
plant.
• Condenser section Closed No.1 FW generator ejector pump suction valve S9V
The main engine jacket water system provides the heating medium in the lower Closed No.1 FW generator ejector pump discharge valve S18V
• Combined brine/air ejector
chamber, passing into the heating coil at approximately 85°C and returning Open No.2 FW generator ejector pump suction valve S10V
• Ejector pump at approximately 70°C. The flow of jacket water through the evaporator, and Open No.2 FW generator ejector pump discharge valve S17V
• Fresh water distillate pump hence the rate of evaporation, is regulated by means of the evaporator bypass Closed FW generator ejector pump crossover valve S19V
valve. The evaporator feed water is injected with a foaming and scale inhibiting
• Salinometer compound via a chemical injection unit which incorporates an injection control Open Starboard FW generator sea water supply valve S54V
• Heating coil water temperature control panel system to regulate the quantity of chemical injected. Open Starboard FW generator sea water outlet valve S30V
Open Starboard FW generator overboard discharge valve S69V
• Control panel
Illustration 2.5.3a Fresh Water Generator System
IAS
To Port LS
Fresh Water
Generator S69V
Set at
1.0 Bar
S19V
Salinity Panel TI PI
To
Fresh Water
Tanks Set at
1.4 Bar
From Port
Fresh Water
Generator D15V D16V TI
PI
Distillate S54V
SX Pump
FI
PI
S
TI
W138V TI
To/From Main
Central Fresh
Water Cooling W140V TI
System (2.5.1b)
W139V
S30V
PI PI
Starboard Fresh Water

Control Panel Generator (35 Ton/day)
Flow Meter/
Adjuster
Set at
1.0 Bar
Chemical
Dosing
Unit
OFF ON
T166V
S17V S18V Control Panel To be
Confirmed on Visit Key
PI PI To
Bilge PI
Fresh Water
No.1 & 2 Fresh Water
1 2 Generator Ejector Pumps High Temperature Cooling Water
T164V
(70m3/h x 43mth)
CI CI Sea Water
6kg/cm2
Steam Saturated Steam
S9V S10V (2.6.3a)
Electrical Signal
From Main Sea Water Crossover System
Instrumentation
d) Start the ejector pump to create a vacuum inside the unit. Once Stopping the Plant
a minimum vacuum of 90% has been achieved the main engine
jacket water valves can be set as shown the following table: a) Fully open the evaporator jacket water bypass valve W40V
and close the jacket water inlet and outlet valves, W38V and
Position Description Valve W39V.
Open Starboard FW generator central cooling fresh water W138V
system inlet valve b) Turn off the salinity alarm.
Open Starboard FW generator central cooling fresh water W139V
c) Stop the distillate pump and close the discharge valve.
system outlet valve
Throttled Starboard FW generator central cooling fresh water W140V d) Switch off the salinometer.
system bypass valve
e) Allow the evaporator to cool down before stopping the ejector
e) Check that the chemical injection unit has sufficient chemical pump and closing the sea water system valves.
and that the power is switched on and the unit operating. The
dosage drum is topped up from the domestic fresh water system. f) Shut down the chemical injection unit.
Open the feed water treatment valve to the evaporator and set
the feed water treatment at the correct dosage. g) Open the air vent.
f) Ensure the feed water is flowing into the evaporator shell

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

are not excessive. Once evaporation has stabilised, operate the
salinity alarm to prove it is functioning correctly.
h) Ensure the correct fresh water storage tank filling valve is open
and start the distillate pump. Open the following valves:

Open Distillate pump discharge valve
Open Flow meter inlet valve
Open Flow meter outlet valve
Closed Flow meter bypass valve
Closed Flow meter line drain valve
Open Discharge valve to fresh water tanks D16V
i) Ensure the distillate pump discharge pressure is correct and that

the distillate is being pumped to the desired fresh water tank.
WARNING
Do not operate the plant in polluted water. Fresh water must not be
produced from polluted water, as the produced water will be unsuitable
for human consumption and do not operate the plant within coastal
waters. Stop the plant at least 30km away from the nearest coast.
2.6 Heating Plant and Auxiliaries Illustrations
2.6.1 General Description 2.6.1a Auxiliary Boiler
2.6.2 Boiler and Steam Separator Control Systems 2.6.2a Auxiliary Boiler Control Panel
2.6.3 6 Bar Low Pressure Steam System 2.6.2b Steam Separator Control Panel
2.6.4 Condensate and Drains System 2.6.3a 6 Bar Steam Service System
2.6.5 Boiler Feed Water System 2.6.3b Cargo Steam Heating System
2.6.6 Economiser Sootblowers 2.6.3c Boiler and Economiser Safety Valve Exhausts
2.6.7 Boiler Water Sampling and Treatment System 2.6.4a Condensate and Drains System
2.6.8 Gas Combustion Unit Plant 2.6.5a Boiler Feed Water System
2.6.6a Economiser Control Panel
2.6.7a Boiler Water Sampling and Treatment System
2.6.8a Gas Combustion Unit Plant
2.6.8b Gas Combustion Unit Burner Control Panel
2.6.8c Gas Combustion Unit Air Blower Power Cabinet

Illustration 2.6.1a Auxiliary Boiler
Sight
Glass Steam Outlet
Steam
Steam Drum
Recommended Pressure Rise (Firing from Cold)

20
Convection Tube
Uptake 16
15
Water Drum
STEAM
PRESSURE 10
(kg/cm2)
Manhole 7
Hot Gas
Furnace 0
0 1.0 2.0
TIME (hr)
Burner Connection
Downcomer
Handhole
Furnace Header
2.6 heating plant and auxiliaries During periods of high steam demand or engine manoeuvring it may be Boiler Mountings
necessary to run the auxiliary boiler and the exhaust gas economisers/steam
Safety Valves
2.6.1 General Description separator together.
Two safety valves are fitted to the steam drum of the boiler. They are installed
The economisers utilise waste heat from No.2 and No. 3 generator engines for safety reasons and are designed to prevent the boiler pressure from rising
Auxiliary Boiler exhaust gas. The waste heat is used to convert water into steam and the mixture above the design value.
Maker: Kangrim Industries Co. Ltd passes to the steam separator where the steam separates from the water.
The steam separator acts as a water and steam reservoir for the exhaust gas The safety valves are supplied with drip pans and are set to lift at 1.2MPa. The
No. of sets: 1
economiser. valves are fitted with remote lifting wires for use in an emergency.
Model: MB0406BS11
Type: Vertical oil fired water tube Water circulates from the auxiliary boiler through the economiser and is Main Steam Valve
Evaporation: 15,000kg/h supplied by one of two economiser water circulating pumps.
The main steam valve is a screw down non-return valve; when closed it
Steam condition: 1.0MPa
isolates the boiler from the main steam system.
Burner start/stop: 9.2kPa/10.3kPa Auxiliary Boiler Construction
Fuel oil burner type: SFVF-U350M
The auxiliary boiler consists of the following main parts: Bypass Valve
Safety valve setting: 1.2MPa
• Furnace The purpose of the bypass valve is to equalise the pressure between the boiler
Forced draught fan: 282m3/min, 55kW at 1,770 rpm
and the main steam system. It is also used to warm through the steam system
• Intermediate drum when the main steam valve is closed.
Exhaust Gas Economiser • Convection section
Maker: Kangrim • Upper drum Main and Auxiliary Feed Water Valves
No. of sets: 2 Two sets of feed water valves are fitted to the boiler. Each set consists of two
Type: Water tube forced circulation type valves, a shut-off valve and a non-return valve. The main feed water valves
Furnace are normally used in conjunction with a level controller. The auxiliary feed
Exhaust gas flow: 78,480kg/h at 297°C
The circular furnace consists of closely spaced vertical tubes which are welded water valves are a direct fill from the feed pumps and are closed during normal
Evaporation: 1,500kg/h at the lower end to a header, equipped with an angle frame which constitutes running of the boiler. They are normally only used when the level controller
Safety valve setting: 1.6MPa the boiler foundation and at the upper end to the intermediate drum. The boiler fails.
header is fitted with manholes to facilitate cleaning. The bottom of the furnace
is covered with a layer of insulation and a layer of castable refractory. Water Level Gauges
Steam Separator
Maker: Kangrim Two local water level gauges are fitted to the front of the boiler steam drum,
Intermediate Drum each gauge is provided with two shut-off valves and a drain valve. The shut-off
No. of sets: 1
The intermediate drum serves as a connection between the furnace tubes and valves, fitted at the top and bottom of the sight glass, have a remote closing
Working temperature: 183°C the connection tubes to the steam drum. Access to the intermediate drum is by mechanism which can be used to isolate the gauge should the glass rupture.
Feed waterg temperature: 80°C way of a manhole. The drain pipes from the water level gauges are led to an open drain visible for
Capacity: 3,600kg/h inspection when blowing down the glasses.
Safety valve setting: 1.2MPa Convection Section
Blowdown Valve
The convection section consists of closely spaced vertical water tubes, welded
at both ends to the intermediate and steam drums. Access to the convection Two non-return blowdown valves are mounted on the boiler header to allow
Introduction section is by means of doors. the boiler water to be discharged overboard. The ship’s side boiler blowdown
valve must be opened before any blowdown procedure is undertaken.
The steam generating plant consists of an auxiliary boiler and two exhaust gas
economisers operating through a steam separator. During normal sea going Steam Drum
passages the steam demand is supplied by the exhaust gas economisers and Scum Valve
In order to ensure good circulation of the boiler water within the boiler, eight
steam separator and in port by the auxiliary boiler. downcomers are fitted between the steam drum and the furnace header. Access The non-return scum valve is fitted to the steam drum. In the event of an
to the steam drum is by way of a manhole. accumulation of floating scum in the boiler, it can be removed from the water
surface by opening this valve.
Circulation Inlet and Outlet Valves Ignition Pump suction. The FO flows through a fuel supply valve, controlled by the boiler
The boiler water circulating outlet non-return valve is fitted to the intermediate Maker: Kangrim control system and two shut-off piston valves, one being a three way valve to
drum and allows suction for the economiser water circulating pumps. The return the MDO to the air/gas separator, before entering the burner.
Type: APS-11(S)
screw down inlet valve is fitted to the steam drum.
Capacity: 30kg/h
Operating pressure: 1.4MPa
Alarms and Trips
Sampling Valve
Water Level Set Point
The sample valve is connected to the water drum which directs the boiler water
Ignition Burner High level alarm +300mm for X seconds
through a cooler before being used for analysis.
The ignition burner is a separate diesel oil burner with its own oil supply Low level alarm -115mm for X seconds
system. It operates on the principle of mechanical pressure jet atomisation. The Low low level - alarm and burner trip -145mm for X seconds
Inspection Doors
ignition system always operates on diesel oil as this ensures a more reliable
The convection section of the boiler is fitted with two access doors to enable ignition sequence for the main burner. The diesel oil is supplied by an ignition
inspection and cleaning of the tube bank. pump, which only operates when the ignition burner is required. Miscellaneous Alarms Set Point
Control air pressure low 390kPa for X seconds
The combustion air to the ignition burner is supplied from the FD fan. At High salinity in feed water 80ppm
Air Valve
the end of the furnace purge period, the solenoid valves for the diesel oil Oil content in feed fiter tank
The steam drum is fitted with an air vent valve to vent any air from the steam and combustion air open and the diesel oil flame is ignited by an electric
High temperature in burner wind box 120°C
drum after maintenance or shut down and to prevent a vacuum from forming spark between two electrodes which are connected to a high voltage ignition
when the drum is cooling down. transformer.
Steam Condition Set Point
Furnace Drain Valve The ignition burner must ignite the main burner within the ignition period or High steam pressure - alarm and burner trip 11.4kPa for X seconds
the flame failure alarm will activate. Low steam pressure - alarm 540kPa for X seconds
The furnace drain valve allows for any water to be drained from the furnace
after washing.
Main Burner Fuel Oil Set Point
Low Level Switch The burner consists of an atomizing steam jet type, which burns marine diesel Low oil pressure in ring line - alarm and burner 200kPa for X seconds
oil as a fuel. The burner system consists of the burner unit, combustion air fan, trip
The low level switch is fitted to the steam drum and includes two shut-off and supply systems for oil, steam, and combustion air. The burner unit is front Atomising steam pressure low - alarm and burner 350kPa for X seconds
valves and a drain valve. mounted on the boiler. trip
Atomising Steam Combustion air pressure low - alarm and burner 10mmAq for X seconds
Instrumentation Valves trip
Atomising steam is supplied directly from the boiler steam drum. The main
The boiler is fitted with a number of instrumentation valves for level and burner has a steam jet atomizer, in which steam, and fuel are mixed and Flame failure - alarm and burner trip
pressure control and indication. ejected as a fine mist. This oil mist is then mixed with combustion air, and the Power failure - alarm and burner trip
combustion is completed. The atomising steam is also used for atomizer tip
Description of the Burner System cooling purposes.
Fuel Oil Burner
Combustion Air
Manfacturer: Volcano
Model: SFVF-U350M The combustion air is supplied by a separately installed FD fan. The supply of
combustion air is controlled by butterfly dampers which regulate the amount of
Type: Atomizing steam jet type
combustion air entering the furnace, and ensure a healthy strong flame.
Fuel Oil Pump
Maker: Kangrim Marine Diesel Oil System
Type: DCL 7/1800 From the MDO service tank, fuel is pumped through the flow meter by the
Capacity: 1,728kg/h boiler FO supply pumps. The fuel pressure is regulated by the pressure control
Operating pressure: 3.0MPa valve which recirculates the MDO back to the air/gas separator, with the
air returning to the MDO service tank and the MDO returning to the pump
Authors Note: The following procedure to be confirmed on visit. n) Close the vanes to the minimum lighting off setting and light d) Close the main steam stop and feed water filling valves.
the pilot burner, followed by the main burner.
Procedure for Starting the Auxiliary Boiler e) Allow the boiler pressure to fall as the boiler cools and when the
o) Extinguish the pilot burner once the main burner flame is pressure reaches about 1kg/cm2, open the air vent valve.
The following steps should be taken before any attempt is made to flash the established.
auxiliary boiler and assumes the boiler system is empty. CAUTION
When raising the steam pressure from cold, care is needed to prevent damage Do not attempt to cool the boiler furnace by using the FD fan. This
a) If any maintenance has been carried out on the boiler a thorough by distortion and the initial firing must be maintained at a low rate. When action could cause damage to the refractory inside the furnace. Blowing
inspection must be made to ensure the furnace and drums are raising steam from cold the burner is normally on for 5 minutes and off for 15 down the hot water and refilling with cold feed water may cause thermal
clear of foreign matter and that all inspection doors and manhole minutes until the boiler is thoroughly warmed through. This procedure can take shock and is to be avoided.
covers are securely fitted. up to one hour. After one hour the boiler steam pressure must be slowly raised
to the operating pressure over a further hour. The water level gauges must be
b) Ensure the safety valves are operative and that any easing wires checked regularly. Shutting Down the Boiler in an Emergency
are fitted and working. Water Level Low
p) When steam is seen to come out from the air vent, close the air
vent valve. If the water level drops to 115mm below the normal operating level due to
c) Open all valves associated with the instrumentation and controls
a failure of the feed water supply system, the low level alarm on the boiler
for the auxiliary boiler.
q) When steam pressure has risen to about 0.2MPa, open the main control panel will be illuminated and the internal buzzer will sound. At the
steam stop bypass valve to commence warming through the same time a signal is sent to the control system which activates an audible and
d) Open the steam drum air vent valve V8.
steam supply lines and ancillary equipment. Thorough warming visible alarm in the engine room. If the level continues to fall to 145mm below
through of the steam lines is essential in order to prevent the normal operating level, the fuel oil emergency trip valve closes stopping
e) Check that all valves on the pressure gauge piping and the water
damage which will result from water hammer. the fuel supply to the boiler burner.
level gauges are open.
When the steam pressure is about 0.3MPa, check the operation of the safety If the boiler low level trip operates whilst the burner is in use, shut the feed
f) Close all blowdown, drain and scum valves.
valves by using the easing gear. Care must be taken to open and close the water filling valves, the main steam stop valve, stop the FD fan and shut the
valves quickly to prevent damaging the discs and seats of the valves. burner down completely.
g) Fill the boiler with feed water until the level appears in the sight
glass allowing for expansion as the water heats up.
r) Open the main steam stop valve once the steam system is CAUTION
h) Check the operation of the gauge glasses and compare with warmed through. Do not attempt to fill the boiler with cold feed water until the boiler has
remote reading instruments. cooled sufficiently to prevent damage due to thermal shock.
s) Change the BURNER MODULATION switch from MAN to
the AUTO position.
Note: Remote reading instruments may not be accurate until steam pressure Flame Failure
is available.
In the event of a flame failure alarm, close the oil inlet valve to the burner
Procedure for Shutting Down the Auxiliary Boiler
and reduce the FD fan air pressure to prevent overcooling of the furnace. The
i) Set up the valves as described in section 2.7.10 Auxiliary Boiler
furnace must be purged prior to relighting the burner.
Marine Diesel Oil Service System for starting the boiler from a) On the control panel switch the BURNER switch to the OFF
cold. position.
Fire Inside the Casing
j) Check there is adequate supply of DO in the DO service tank b) Continue to run the FD fan for a while after shutting down, Raise the alarm and shut off the oil supply to the burners immediately. Stop the
and top up if necessary. keeping the air pressure at about 150mm water gauge at the FD fan and close the fan vanes.
burner inlet and purge the furnace of combustible gases.
k) Using the regulating valve set the fuel oil pressure to 3kg/cm2. Attempts to extinguish the fire should only be made if access to the seat of the
c) Maintain the water level at about 50mm in the gauge glass. fire can be gained without significantly increasing the oxygen supply.
l) On the boiler control panel set the BURNER MODULATION
switch to the MANUAL position. The burner control switch is to be left in the AUTO position when the
economiser is in use, to ensure the boiler will flash during periods of high Failure of Forced Draught Fan
m) Run the forced draught fan and open the vanes manually to steam demand. If, however, the boiler is being shut down for maintenance then In case of a failure of the FD fan, oil supply to the burners is stopped
purge the furnace for a minimum of 60 seconds. the following additional procedures should be adopted. automatically by the fuel oil emergency trip valve.
Smoke Steam Condition Set Point generated at a maximum rate and if this is in excess of the needs of the ship the
Care must always be taken to avoid the emission of black smoke. The risk can excess steam is dumped to the dump/drain cooler.
High steam pressure - alarm 1.15MPa for X seconds
be reduced by ensuring the fuel burning equipment is maintained correctly,
that the optimum fuel/air ratio is used and that the correct fuel temperature is Each economiser is fitted with two sootblowers and are operated as described
maintained. Authors Note: More information to be added and to be confirmed on visit. in section 2.6.6 Economiser Sootblowers.
The economisers are supplied with water from the auxiliary boiler and so the
Boiler Blowdown Exhaust Gas Economisers same water treatment conditions apply (see section 2.6.7 of this manual for
The blowing down of the boiler water and replenishment with fresh water is of further information)
There are two exhaust gas heat recovery units or economisers, working in
vital importance to reducing the concentration of boiler water to satisfactory
conjunction with the steam separator and the auxiliary boiler. The exhaust gas Authors Note: The operation of the dampers to be confirmed on visit.
levels for safe operation.
economisers are of the water tube, forced circulation waste heat recovery type
and utilise the waste heat from No.2 and No.3 generator engines’ exhaust gas. Authors Note: The following procedure to be confirmed on visit.
Procedure for Boiler Blowdown The exhaust from the diesel generator engine passes through the associated
economiser when the engine is in operation - with a provision for exhaust gas Procedure for Operating an Exhaust Gas Economiser from a
a) Check with the bridge that it is safe to blow the boiler down. bypass if required. Water is circulated through each economiser by one of two Cold Condition
circulation pumps and each takes its suction from either or both the boiler and
b) Open the ship’s side valve T21V. the economiser. The following steps should be taken before attempting to operate the
economiser:
c) If the boiler level is high slowly open the scum valve V5 to The economisers consist of two steam generator headers, an inlet and an outlet
reduce the level. This will help to remove any solids from the and horizontal elements which are made up from coils of tubes which are a) If any maintenance has been carried out on the economiser, a
surface of the boiler water. connected to each other by return bends. Fins are welded to the coil tubes to thorough inspection must be made to ensure the unit is clear
assist in heat transfer. The design of the economiser means it must always be of foreign matter and that all inspection doors and are securely
d) Close the scum valve and open one of the boiler blowdown used in conjunction with a steam separator. fitted.
valves V13. After half the intended blowdown period, close the
first blowdown valve and open the second blowdown valve. b) Ensure the safety valves are operative and that any easing wires
Access doors are fitted above and below the economiser to enable access are fitted and working.
e) Test the boiler water chemical concentration and adjust if for cleaning of the coils and in the end casings to facilitate inspection of the
necessary. headers or to aid the removal of the coils. The whole unit is surrounded with a Each economiser tube bank should be initially filled with water by the
casing which is stiffened to withstand engine exhaust gas pulsations. circulating pumps with the vent valves open to allow the release of air from
the tubes. When each economiser has been filled, the vents can be closed and
Steam Separator The economisers do not operate in isolation but always as part of the complete the economiser(s) put into operation as detailed below:
steam system because water is taken from and returned to the auxiliary boiler
The steam separator works in conjunction with the exhaust gas economisers. and/or steam separator. c) Ensure that all of the associated instrumentation is reading
The boiler feed water is circulated through the economisers by the boiler water correctly and then slowly open the boiler outlet valve V11 that
circulating pumps where it is is heated, before returning to the separator where Water is supplied to each economiser by two boiler water circulation pumps connects to the suction sides of the economiser circulation
the steam generated in the economisers is separated from the water. which take suction from the auxiliary boiler intermediate drum and/or the pumps.
steam separator. The water passes through the generating coils in an upward
Alarms and Trips direction and returns to the auxiliary boiler steam drum and/or the steam d) Open very slowly the economiser boiler return valve V12 on the
separator as a mixture of steam and water. top of each boiler.
Water Level Set Point
Note: To avoid low metal temperature of the coils and the possibility of e) Open the circulating pump(s) suction valves and start one of the
High high level alarm +215mm for X seconds pumps against a closed discharge valve.
corrosion the boiler circulating water should not drop below 115°C.
High level alarm +130mm for X seconds
Low level alarm -210mm for X seconds The economisers generate steam due to the heat energy in the exhaust gas and f) Slowly open the circulating pump discharge valve until it is fully
Low low level alarm - bypass damper open and -295mm for X seconds at reduced generator engine loads or during periods of high steam demand, it open. The discharge side of each pump is equipped with a flow
boiler water circulating pump stop may be necessary to flash the auxiliary boiler in order to supplement the heat control throttle valve which is preset during commissioning
energy available from the exhaust gas. At full generator engine load, steam is to balance the flow of water through each of the economisers.
Under normal operating conditions this should not require
adjustment.
Note: Under normal operating conditions the economisers should always be Procedure for the Dry Running of an Economiser
connected to the boiler and have water circulating even when the associated
diesel generator is shut down. This ensures that the economiser is kept It is possible to operate the economisers in the dry condition with no water
warm and is therefore ready for immediate operation. If it is required to stop circulating or present in the units. Such dry running capability is essential
the circulating pump during prolonged periods in port, the manufacturer to the operation of the diesel generator engine attached to the economiser as
recommends that the pump must remain in operation for at least 12 hours failure of the economiser would mean that the diesel generator engine could
after the associated diesel generator engine has been shut down. Provided not be operated.
that no abnormal conditions have occurred during the cooling down period,
the circulation pumps can be stopped and the economiser shut down. The economiser construction allows for dry running by the operating the
dampers located at the entrance to the economiser. This allows the exhaust
gases to be directed up the bypass section and away from the steam generation
CAUTION
section.
The circulation of water through the economiser has a cooling effect on
the tubes, reducing the risk of an uptake soot fire. If the pump must be It is assumed that the economiser is in the dry condition and the associated
stopped earlier than the recommended period, a check must be made to diesel generator engine is about to be started. For dry running, the circulation
ensure that no soot fires are in progress. pump must be stopped, the inlet and outlet header valves closed and the tubes
drained of water.
g) When the generator engine has been started, confirm that the
circulating pump is running and that full water circulation a) Inspect the heating surface prior to the dry running period.
conditions have been established through the economiser.
Check the temperature across the economiser and confirm it is b) Clean the economiser by water washing if any soot is present.
uniform.
h) As the economiser reaches its full operating temperature, a Exhaust Gas Economiser Steam Generation Space Cleaning
steam/water mixture will return to the boiler and saturated Each exhaust gas economiser is fitted with two rotary lance steam sootblowers.
steam will separate off for use in the 10 bar steam system via One is located at the bottom of the tube stack and blows upwards on the lower
the steam header line. tubes and the other is located at the top of the tube stack and blows downwards
onto the uppermost tubes.
i) When the steam generation conditions have stabilised, the
economiser will operate automatically with the boiler being The sootblowers are used whilst the diesel generator engines are operating and
switched on and off by the boiler controls to ensure sufficient use saturated steam from the 10 bar system with the steam blowing upwards in
steam is being produced to meet the vessel’s requirements. the direction of the exhaust gas flow.
WARNING A differential pressure transmitter is fitted across the tube bank to give early
In the unlikely event of a soot fire occurring. The bridge must be indication of fouling. The reading should be noted on a daily basis along with
informed and the main engine stopped as soon as possible. Turbocharger the exhaust gas inlet and outlet temperatures.
air intakes should be sealed and fire fighting equipment made ready. In
severe cases the economiser circulating water may need to be stopped These temperatures along with the differential pressure transmitter reading,
but under no circumstances should the sootblowers be operated. provide an indication of the efficiency and cleanliness of the economiser
tubes. If these readings show a deterioration in efficiency, the frequency of
sootblowing should be increased and the economiser water washed at the next
Circulation Pump Failure opportunity.
The economiser circulating pumps are set to operate with one as the duty pump
and the other as the standby unit. The standby unit will start should the duty
pump fail, resulting in a pressure or voltage failure.
Illustration 2.6.2a Auxiliary Boiler Control Panel

MIMIC DETAILS ETC TO BE CONFIRMED ON VISIT
Auxiliary Boiler Control Panel
Source
Ammeter for Ammeter for Ammeter for

F.D Fan No.1 Fuel Oil Pump No.2 Fuel Oil Pump
A A A
MIMIC BOARD
Hour Meter for Hour Meter for Hour Meter for

F.D Fan No.1 Fuel Oil Pump No.2 Fuel Oil Pump
0 0 0 0 0H 0 0 0 0 0H 0 0 0 0 0H
HOUR METER HOUR METER HOUR METER
Water Level Controller Water Level Indicator
Air Flow Controller F.O Press. Controller Load Controller
Forced Draught
Bell/Lamp Test
Fan Space Heater
Emergency Reset On Off Bell Lamp

Source Burner Bell Stop
Stop
Auto Manual Forced Draught Ignition Fuel Oil Fuel Oil

STOP Fan Pump Pump Pump Selection
Emergency Auto Manual Start Stop Auto Manual Auto Manual

Ignition Oil Valve
Operation
Forced Draught Ignition No.1 Fuel No.2 Fuel

On Off On Off
Fan Pump Oil Pump Oil Pump
Start Stop Auto Manual Start Stop Start Stop
2.6.2 boiler AND STEAM SEPARATOR control Changeover Switches Note: In MANUAL mode the normal set point for the burner stop is inactive
systems and the burner will only be stopped by the operator or by a shutdown alarm,
• Forced draught fan space heater - on/off
such as high steam pressure.
Boiler Control System • Forced draught fan control - automatic/manual
Maker: Kangrim Industries Co. Ltd • Forced draught fan - start/stop Emergency Mode
Order number: MBC05HD1777/78/79/80/81 • Ignition pump control - automatic/manual
In the unfortunate event of a total breakdown of the control system, the burner
• Ignition pump - start/stop
and control systems can be operated in emergency mode. Due to the fact that
Introduction • Fuel oil control - automatic/manual the majority of the safety interlock trips and alarms are overruled in emergency
mode, safety precautions for the plant must be observed very carefully.
• Fuel oil selection - automatic/manual
The control system is designed to provide a safe and functional operation of
the boiler. The general design comprises a common cabinet which houses two • No.1 fuel oil pump - start/stop In emergency operation mode the safety locks are reduced to:
control consoles, one for control of the boiler burner operation and one for • No.2 fuel oil pump - start/stop • Water level low low
control of the combustion air, fuel oil pumps and water levels. Each console
incorporates a number of indicator and key functions. • Flame failure
Authors Note: The following operating modes to be confirmed on visit.
Operating Modes CAUTION
Function of Indicators on the Console
When the burner operates in emergency mode, it is very important that
The boiler burner operation console includes the following: The boiler burner control system has a range of operating modes which the boiler plant is carefully and continuously supervised by a competent
• Mimic panel include: engineer to prevent the risk of injury. Special attention should be paid
to the steam pressure and water level.
• Emergency stop pushbutton • Automatic mode
• Alarm reset pushbutton • Manual mode
Water Level Control
• Alarm bell silence pushbutton • Emergency mode
• Ignition start pushbutton The water level control is a modulating system. The safety device system for
Automatic Mode the low low water level alarm and burner cut-out consists of a level float switch
• Burner automatic/manual control changeover switch mounted as an external unit.
• Emergency operation on/off changeover switch The burner operation, FD fan, ignition pump and fuel pump switches must be
in the AUTO position for the control system to regulate the steam pressure For measuring and control of the water level the boiler is equipped with a
• Fuel oil valve on/off changeover switch differential pressure water level transmitter unit, which includes external
automatically. The control system automatically starts, stops and regulates the
• Power source indicator light burner in normal operation depending on the steam demand. When the steam reference and variable legs and a differential pressure transmitter. The
pressure is below the set point for operation, the burner commences the start- continuous 4-20mA output signal from the differential pressure transmitter is
• Air flow controller
up sequence. The burner can be regulated through the complete load range processed in the control system, which provides level warnings/alarms and
• Fuel oil controller from minimum firing load to full load. Should the steam demand decrease control of the regulating feed water valve.
• Boiler load controller below the minimum firing load of the burner, the steam pressure will increase
to the burner stop set point. The burner will remain stopped until the cut in set
The combustion air, fuel oil pumps and water levels control cabinet incorporates point is activated by the drop in steam pressure.
the following.
• Power source indicator light Manual Mode
• Ammeter indicator dials for the FD fan and No.1 and No.2 fuel
oil pumps When the MANUAL burner operation mode is selected the burner start-up
sequence is handled automatically by the control system, unless the burner
• Hour counters for the FD fan and No.1 and No.2 fuel oil operation switch is in the EMERGENCY position. After start-up the desired
pumps load alterations must be carried out manually by the operator.
• Water level controller
• Water level indicator
Illustration 2.6.2b Steam Separator Control Panel
Steam Separator Control Panel
High High Water High Water

Water Level Controller Source
Level Alarm Level Alarm
Low Water Too Low Water High Steam

Level Alarm Level Alarm Press Alarm
Isolating Switch Lamp

Reset Test
OFF
****
10A
Steam Separator Control System
Maker: Kangrim Industries Co. Ltd
Introduction
The control system is designed to provide a safe and functional operation of the
steam separator water level. The control cabinet incorporates the following:
• Water level controller
• High steam pressure alarm indicator light
• Too low water level alarm indicator light
• High water level alarm indicator light
• High high water level alarm indicator light
• Electrical power source
• Alarm reset/lamp test switch
• Electrical power isolating switch
Authors Note: Further information regarding water controller and text to be

confirmed on visit.
Water Level Control
The water level control is a modulating system. The safety device system for
the low low water level alarm and burner cut-out consists of a level float switch
mounted as an external unit.
For measuring and control of the water level the boiler is equipped with a
differential pressure water level transmitter unit, which includes external
reference and variable legs and a differential pressure transmitter. The
continuous 4-20mA output signal from the differential pressure transmitter is
processed in the control system, which provides level warnings/alarms.
Illustration 2.6.3a 6 Bar Steam Service System

To Auxiliary To Main From Auxiliary From Main Casing
To / From Air Air Air Air
To T112V
Key Cargo Heaters Conditioning Conditioning Conditioning Conditioning
Inert Gas Generator
Steam Bilge FO Burner Atomising
(4.9a Cargo From Boiler From Inert Gas
Condensate Fresh Water T110V T113V T169V T169V
Drain Generator TI TI
Air Electrical Signal Separator Atomising
Incinerator Incinerator
Air Waste Oil Waste Oil Incinerator
From Auxiliary To Feed To Safety Sludge Pump
Service Tank Settling Tank Waste
Boiler (2.6.1a) Filter Manifold Suction Line
Oil Line
Tank 10/6kg/cm2 Steam Tracing
From No.1/2 PC
Steam Tracing
Presure Reducing
Exhaust Gas Valve Set Boiler
Economisers 6.6kg/cm2 Burner
T101V PX PI T108V T109V Cleaner
T105V
T111V T114V
T102V T103V T104V T107V

PX PC Air T115V To Oily
Bilge Tank
Floor
T66V T67V T68V T172V
T70V T71V Purifier T117V 3rd Deck Diesel Generator
Room T134V (Port) Room (Starboard)
Air Air Air Air Air T156V T161V
T69V TI TI T119V T122V T125V T128V T131V
T154V
TC T120V TC T123V TC T126V TC T129V TC T132V TI
T157V TI
T159V TI
T162V
Dump Condenser/ T116V
T135V
TI
Drain Cooler TX TX TX TX TX Generator No.3 Main No.4 Main
T118V Engine Generator Generator
From No.2 No.1 No.3 Marine No.2 Marine No.1 Marine
Lubricating Engine Engine
Cargo Lubricating Lubricating Diesel Diesel Diesel Sludge Set Oil Settling Lubricating Lubricating
From Boiler Heaters Oil Purifier Oil Purifier Oil Purifier Oil Purifier Oil Purifier Tank 70°C Calorifier Tank Oil Oil
Water Circulating Heater Heater Heater Heater Heater
(Starboard) Sump Tank Sump Tank
To Boiler
Pumps
Feed Water
To Low Filter Tank
From Fresh Water Sea Chest
Generator (S) T160V T163V
(2.4.1a)
T121V T124V T127V T130V T133V T158V
From Fresh Water T136V
Generator (P) Oil T155V
OD
Detector
To High
Sea Chest T137V Floor Diesel Generator
T1V T143V From Fresh Water
T2V (2.4.1a) T140V Room (Port) T164V
Hydrophore Tank T145V
PI 3rd Deck From Fresh
T138V T141V Water Hydrophore Tank
TI TI T150V (Port)
T3V SAH
From Fresh IAS T146V T148V T151V PI
TI TI TI
Water Tank(S) TIAL Bilge Oily T167V
T10V SX
From Fresh Water IAS TI Holding Bilge T153V T168V
No.1 Main No.2 Main Generator
Hydrophore Unit Tank Tank
T11V TX Generator Generator Engine
Feed Filter LAL Engine Engine Lubricating
Steam Temperature LS T166V
Tank (3m3) IAS TI Lubricating Lubricating Oil Settling
Control
Oil Oil Tank
T139V T142V TI
Sump Tank Sump Tank (Port)
T12V
TI Starboard
T4V
Port Fresh T147V T149V T152V Fresh Water
TI
Water Generator
To Bilge To Deck
Generator To Feed
Holding Tank Scupper
Filter Tank
2.6.3 6.0 bar low pressure STEAM SYSTEM Description Valve

Open Inlet valve to pressure reducing valve T102V Inlet valve to generator engine port lubricating oil settling T151V
Introduction In Service Pressure reducing valve T103V
tank heating coil
Inlet valve to No.1 generator engine port lubricating oil sump T146V
Open Outlet valve from pressure reducing valve T104V
The 6.0 bar system is supplied from the 10.0 bar steam system via pressure suction heating coil
reducing valve T103V and provides steam to the following services: Closed Bypass valve T105V
• Main and auxiliary air conditioning units suction heating coil
In the event of failure of the pressure reducing valve, steam may be supplied
and the pressure manually controlled through valve T105V. The outlet of this Inlet valve to port fresh water generator heating systems T143V
• Fresh water calorifier
valve is fitted with an orifice to control steam flow. Inlet valve to oily bilge tank heating coil T141V
• Lubricating oil separator heaters
Inlet valve to bilge holding tank heating coil T138V
• Marine diesel oil separator heaters The 6.0 bar steam system is divided into five groups as shown in the table Isolating valve to low sea suction chest T137V
• High and low sea chest de-icing/weed clearing connections below. The isolating valves permit work on the individual sections without
Inlet valve to low sea suction chest S50V
shutting down the entire system.
• Fresh water generator heating systems Section valve to starboard engine room T117V
Inlet valve to domestic hot water calorifier T154V
• Steam injection to boiler feed water filter tank Description Valve
General service hose valve - engine room 3rd deck starboard T156V
• Heating coils in the following tanks: Section valve to air conditioning systems T108V
General service hose valve - starboard generator room T161V
• Incinerator waste oil settling and service tanks Inlet valve to generator engine starboard lubricating oil T157V
Valve details to insert
• Generator engine lubricating oil sump tanks settling tank heating coil
• Generator engine lubricating oil settling tanks
suction heating coil
• Sludge tank Section valve to engine casing T109V Inlet valve to No.4 generator engine port lubricating oil sump T162V
• Oily bilge tank Inlet valve to incinerator waste oil service tank heating coil T110V suction heating coil
Inlet valve to incinerator waste oil settling tank heating coil T113V Inlet valve to steam injection for boiler feed water filter tank T12V
• Bilge holding tank
General service hose valve - casing T112V Inlet valve to starboard fresh water generator heating systems T164V
• Tracing steam for the following pipe lines:
Inlet valve to trace heating for incinerator waste oil line T169V
• Incinerator waste oil line Inlet valve to trace heating for sludge pump suction line T170V WARNING
• Sludge pump suction line Inlet valve to boiler burner cleaning unit Water hammer in steam lines can cause damage to the pipe system,
Inlet valve to boiler burner cleaning unit joints and even steam line failure resulting in scalding of personnel. It is
• General service hose valves in the engine room
Section valve to purifier room T115V essential that all steam lines are drained of condensate and that steam is
supplied to cold lines gradually with line drain valves open. This allows
A relief valve T107V is fitted downstream of the pressure reducing valve General service hose valve - purifier room T134V
the steam line to warm through and any condensate to drain. Drain
T103V and is set at 6.6 bar. Inlet valve to sludge tank heating coil T135V valves are located at a number of places in the steam system, they should
Inlet valve to No.1 diesel oil separator heater T131V be left open after the section has been isolated and before the steam
Note: If the pressure reducing control valve T103V (10.0/6.0 bar steam Inlet valve to No.2 diesel oil separator heater T128V valve to that section of line is opened.
pressure control) fails, it will revert to the full open position. The resulting
increase in pressure will cause the relief valve to lift. Inlet valve to No.3 diesel oil separator heater T125V
Inlet valve to No.1 lubricating oil separator heater T122V
Inlet valve to No.2 lubricating oil separator heater T119V
Operation
General service hose valve - engine room floor T172V
With the 10 bar steam system in service and control air available to the Isolating valve to low sea suction chest T118V
reducing valve. The valves are normally set as shown in the following table. If Inlet valve to low sea suction chest S51V
the 6.0 bar steam system has been shut down it may be pressurised gradually Section valve to port engine room T116V
using the bypass valve or by setting the control valve at zero and slowly raising General service hose valve - engine room 3rd deck port T150V
the pressure.
General service hose valve - port generator room T145V
Illustration 2.6.4a Condensate and Drains System

To T112V
Inert Gas Generator
Oil Line
From No.1/2 PC
Steam Tracing
Presure Reducing
T105V
T111V T114V
T102V T103V T104V T107V

Bilge Tank
Floor
T154V
T157V TI
T159V TI
T162V
T135V
TI
To Boiler
Pumps
Feed Water
To Low Filter Tank
(2.4.1a)
T121V T124V T127V T130V T133V T158V
OD
Detector
To High
TI TI T150V (Port)
T3V SAH
TI TI TI
T10V SX
Control
Oil Oil Tank
T139V T142V TI
T5V Sump Tank Sump Tank (Port)
T12V
To Boiler TI Starboard
T4V
Feed Water Port Fresh T147V T149V T152V Fresh Water
TI
Pumps Water Generator
To Bilge To Deck
(2.6.5a) Generator To Feed
Filter Tank
2.6.4 Condensate and drains System The condensate from the dump condenser/drain cooler is transferred to the Valves should be opened in order to remove oil from the surface of the feed
observation tank of the feed filter tank by gravity before flowing under a baffle filter tank. The make-up feed valves should be opened in order to ensure that
plate to the feed filter tank. the oil is maintained at the level of the scum valves so that it can be readily
Dump Condenser/Drain Cooler
removed.
Maker: Donghwa Precision Industries Co. Ltd The observation tank is fitted with a window and hydrocarbon monitoring
No. of sets: 1 equipment. Should any oil be detected an alarm will sound and steps can be The temperature in the feed filter tank must also be maintained in order to
Type: Shell and tube taken to prevent the pumping of oil into the boilers. assist in the oil removal operation. Check the drain from the drain traps on all
the steam services until the defective service is located and then isolate it for
Capacity: 3,000kg/h
A water temperature of about 90ºC should be maintained in the feed filter tank repair.
Operating pressure: 10.0 bar to prevent oxygen dissolving and thus reduce corrosion in the boiler system.
Cooling fluid: Fresh water from the auxiliary central FW cooling The level in the feed filter tank is maintained by a float valve which allows The return from the defective section must be isolated in order to prevent
system make-up water, fed by gravity, from the fresh water tank. A crossover line is further contamination of the feed filter tank. After repair, flush the drain line of
fitted to allow supply from the fresh water hydrophore if required. the defective service and clean the drain trap. Clean the observation tank and
Oil Detector the oil content monitor probe.
Maker: Kangrim Industries Co. Ltd The condition of the condensate is monitored by a high salinity alarm located
No. of sets: 1 in the feed fiter tank, which is monitored by the IAS.
Procedure for Preparing the Condensate and Drains System
Model: ODW - 1A1A for Operation
Any floating sediment or oil in any part of the feed filter tank can be drained
through a scum line to a save-all which drains to the bilge holding tank. The
Salinity Indicator feed filter tank has a low level alarm and a temperature indicator which is The following procedure assumes the auxiliary boiler and economiser are
monitored by the IAS. Water from the feed filter tank provides the boiler feed ready for filling but with a system which is not yet operational.
pumps with a positive inlet head of pressure to the pump suctions.
No. of sets: 1 a) Ensure that pressure gauge and instrumentation valves are
Type: JK - 101 The feed and circulating pumps are operated with one in use and the other on open.
standby. When the vessel is in port the auxiliary boiler generates the majority
of the heat required to supply the steam demand. When the vessel is at sea b) Fill the feed filter tank from either the fresh water tank or the
Introduction the exhaust gas economisers generate the heat required to supply the steam FW system.
demand and the auxiliary boiler automatically stops firing.
The main condensate system, as part of the steam generating cycle, is the c) Check the correct operation of the level control valve.
section concerned with the circulation of boiler feed water from the heating At this stage the steam separator is brought into use and the feed water is
coil outlets, through the dump/drain cooler and the feed filter tank back to the changed over to circulate through the steam separator. d) Line up the valves as per section 2.6.3 of this manual.
main feed pumps.
The auxiliary boiler and steam separator have two feed water lines, the main e) The various services can now be put into operation as required,
Steam condenses in the heating coils, trace heating pipes and heaters. line having a controlled valve regulated by the control panel and an auxiliary by opening the associated drain trap outlet valve.
Condensation of the steam ensures that the latent heat of evaporation is feed line which allows for manual control of the boiler or steam separator
retrieved and this improves the operational efficiency of the steam plant. In water level should there be a malfunction in the feed level control system. Description Valve
order to ensure that steam remains in the heating line until it condenses, the Hot water calorifier T155V
outlet from each heating element is fitted with a drain trap which prevents In order to ensure a flow of water through the feed pumps even when the feed Incinerator waste oil service tank heating coil T111V
the passage of steam and only allows water to flow. If the drain trap becomes control valve is closed, an orifice in the feed return line from the pump outlets
defective steam will pass, resulting in a hot return line and wastage of steam. Incinerator waste oil settling tank heating coil T114V
allows water back to the feed filter tank.
Condensate from heating coils and heaters flows to the dump condenser/drain Generator engine LO settling tank (port) heating coil T152V
cooler. Generator engine LO settling tank (starboard) heating coil T158V
Oil Contamination No.1 generator engine LO sump tank heating coil T147V
When the exhaust gas economisers are operating, any generated excess steam
No.2 generator engine LO sump tank heating coil T149V
is dumped to the dump condenser/drain cooler in order to maintain the correct CAUTION
pressure of 10kg/cm2 in the steam system. There is a direct steam connection to No.3 generator engine LO sump tank heating coil T160V
Oil contamination of the feed system could result in serious damage
the dump/drain cooler from the excess steam line and a controlled dump valve to the boiler and steam separator. If oil contamination occurs every No.4 generator engine LO sump tank heating coil T163V
releases any excess steam into this line from the steam main. effort must be made to avoid pumping oil into the boiler and steam No.1 LO purifier heater T124V
separator. No.2 LO purifier heater T121V
Illustration 2.6.4a Condensate and Drains System

To T112V
Inert Gas Generator
Oil Line
From No.1/2 PC
Steam Tracing
Presure Reducing
T105V
T111V T114V
T102V T103V T104V T107V

Bilge Tank
Floor
T154V
T157V TI
T159V TI
T162V
T135V
TI
To Boiler
Pumps
Feed Water
To Low Filter Tank
(2.4.1a)
T121V T124V T127V T130V T133V T158V
OD
Detector
To High
TI TI T150V (Port)
T3V SAH
TI TI TI
T10V SX
Control
Oil Oil Tank
T139V T142V TI
T5V Sump Tank Sump Tank (Port)
T12V
To Boiler TI Starboard
T4V
Feed Water Port Fresh T147V T149V T152V Fresh Water
TI
Pumps Water Generator
To Bilge To Deck
(2.6.5a) Generator To Feed
Filter Tank
Description Valve
No.1 MDO purifier heater T133V
Sludge tank heating coil T136V
Bilge holding tank heating coil T139V
Oily bilge tank heating coil T142V
No.1 main air conditioning system heating coil
No.2 main air conditioning system heating coil
No.1 auxiliary air conditioning system heating coil
No.2 auxiliary air conditioning system heating coil
Incinerator waste oil line steam tracing T169V
Sludge pump suction line steam tracing T170V
Cargo heaters heating coil
Boiler drain separator
Inert gas generator atomising steam drain trap inlet and outlet I1603, I1605
valves
No.1 exhaust gas economiser sootblowers steam drain trap T61V, T62V
inlet and outlet valves
No.2 exhaust gas economiser sootblowers steam drain trap T63V, T64V
inlet and outlet valves
The condensate system can now be put into operation and the boiler filled to
the correct level.
Note: The drain return valves are always fully opened on each tank heating
coil or oil heater, before the steam inlet valves are slowly opened to admit
steam for heating purposes. The steam flow is normally controlled by
regulating the drain valves.
Note: Excessive temperature at the dump/drain cooler would indicate a

defective drain trap. The defective trap may be located by an abnormally
high temperature at the drain pipe after the trap indicating that steam is
passing the trap.
Illustration 2.6.5a Boiler Feed Water System

Safety Manifold
No.1 Exhaust Gas Economizer To Coaming Drain From 6kg/cm2 Steam Safety Valve
(1,500kg/h x 10kg/cm2)
Soot Blower
Sealing Air
T42V To 10kg/cm2
PI TI DPS and 6kg/cm2
To Boiler G12 Steam Service
Boiler Water Circulating Pumps Burner
Air V3 V4
(12m3/h x 40kg/cm2) Atomising
PI TI V9 V14 To Dump
T33V Steam V2 V15 V19 V1 V12 V1 V3 V4
S T45V Condenser/
PI No.1 PI Drain Cooler
V8
T41V V5
S
T31V
LS SV10
T49V T53V
V16 SV12
T57V T58V SV1
No.2 T46V V16 SV1 SV2
PI PI DPT
T62V T61V T34V

T32V
No.2 Exhaust Gas Economizer
(1,500kg/h x 10kg/cm2) T50V T54V
PS PT PI
Soot Blower To/From Auxiliary Central

Sealing Air Cooling Fresh Water System
DPT SV5
T44V (2.5.2a) SV15
PI TI T72V V11 V7
T28V PS PS SV4 SV3

Air DPS
Air Air
PI TI
S T37V PI
No.3 T47V SV4 SV3
PI PI Steam
T43V Separator SV9
S Auxiliary Boiler
T35V (15,000kg/h x 10kg/cm2)
LS
T55V T15V T16V SV13 SV9
T51V
V13 V13
T59V T60V T48V SV14
From 6kg/cm2 No.4
Steam Drain PI PI
T64V T63V T38V

T36V
T56V
T52V T21V T20V
To Feed
Key Filter Tank
To Dump
Condenser / To Feed
Steam Drain Cooler Filter Tank
Feed Water/ T19V

Condensate T9V T74V T8V T73V
T26V From Fresh
Automatic
Chemical Water T18V
Air Automatic
Dosing PI PI Hydrophore Unit
T14V T13V T24V Chemical From Fresh
Fresh Water Unit
PS PS Dosing Water Hydrophore Boiler
Tank T22V Unit T23V Water
Bilge No.2 No.1 T25V Sampling
T27V
CI Boiler Feed CI Cooler
Electrical Signal Dosing
Water Pumps
Pump
(20m3/h x 160kg/cm2) To Oily Bilge Tank
T7V T6V Unit
From Feed Washing Tub
Filter Tank
T5V
2.6.5 Boiler Water Feed system The feed filter tank is fitted with a local temperature indicator, remote Position Description Valve
level indicator, a temperature transmitter, high and low level alarms and
Closed No.2 boiler feed water pump discharge valve T74V
Boiler Feed Water Pumps a temperature controller that maintains the temperature of the condensate
to auxiliary feed water line
Maker: Shin Shin Machinery Co. Ltd in the feed filter tank at approximately 85°C to reduce the risk of oxygen
dissolving in the water. Dissolved oxygen liberated in the boilers will result Open Auxiliary boiler feed water level regulating T15V
Model: MB40X5S valve A5 inlet valve
Type: Horizontal multistage in corrosion. The dump condenser/drain cooler bypass valve T71V allows the
hot condensate drains to pass directly into the hotwell but if this is insufficient Open Auxiliary boiler main feed water supply inlet V3, V4
No. of sets: 2 valves
to maintain the desired temperature, steam heating can be applied. The steam
Capacity: 20m3/h at 1.6MPa supply is as shown in illustration 2.6.3a where a temperature controlled valve Operational Auxiliary boiler water supply regulating A5
Motor rating: 440V, 22kW, 3,600 rpm provides steam injection into the hotwell to provide the heating. valve
Open Steam separator feed water level regulating T16V
Boiler Feed Water Circulating Pumps valve SA5 inlet valve
Procedure for Preparing the Boiler Feed System for
Maker: Shin Shin Machinery Co. Ltd Open Steam separator main feed water supply inlet SV3, SV4
Model: BCP50AX
Operation
valves
Type: Horizontal centrifugal Operational Steam separator water supply regulating SA5
a) Ensure that the boilers and the exhaust gas economisers to be
No. of sets: 2 used are ready for operation. valve
Capacity: 12m3/h at 0.4MPa
Motor rating: 440V, 5.5kW, 3,600 rpm b) Confirm that the feed filter tank is full and that the feed water f) The boiler feed system is now ready for operation and the feed
make up is available. water pumps will automatically fill the boilers to the correct
level and maintain this level provided that the water level control
Introduction c) Check that all of the valves to the system instruments and system is functioning correctly. When filling a cold boiler, the
gauges are open and that the instrumentation and gauges are vent valve must be opened to expel air from the boiler. The vent
functioning correctly. valve must remain open until steam is generated and pressure
Boiler Feed Water System
begins to rise. The steam expels the remaining air and the valve
The auxiliary boiler is supplied with feed water from the 3.0m3 feed filter tank d) Confirm that power is available to the boiler feed water pumps can be closed when steam issues from it. The connection valves
via two boiler feed water pumps. Normally, one of these pumps is selected for and that the pumps are switched over to remote operation. to the boiler water level transmitter must be open
operation as the duty pump and the other as the standby pump, ready to cut in At the IAS, select one pump for duty and switch the other to
should the duty pump fail. The pumps may be selected for LOCAL operation standby.
at the selector switch on the pump starter, in which case they are started and Procedure for Preparing the Exhaust Gas Economiser Water
stopped manually by means of local buttons. When selected for REMOTE e) Set up the valves as per the following table: Circulation System
operation, the pumps are controlled through the IAS and may be operated from
the boiler and steam production mimic. The duty pump is started and stopped The following description assumes that the economisers are to operated in
manually and the standby pump is selected for AUTOMATIC operation, tandem with their associated generator engines.
allowing for automatic start should the duty pump fail to maintain adequate Open Boiler feed water pumps suction valve from T5V
delivery pressure. Pressure switches located in the pump discharge lines feed filter tank a) Ensure that the exhaust gas economisers to be used are ready for
provide the start signals and also an alarm via the IAS if the pump discharge Open No.1 boiler feed water pump suction valve T6V operation.
pressure falls to XX bar or below. Open No.1 boiler feed water pump discharge valve T8V
to main feed water line b) Confirm that the exhaust gas economisers are full of water
The operating feed pump runs continuously and the water flow to the boiler(s) Open No.1 boiler feed water pump recirculation T13V to their correct operating levels and that the boiler feed water
is controlled by the boiler inlet feed regulating valve A5. The valve receives valve back to feed filter tank pumps are switched for remote/automatic operation through the
a control signal from the boiler water level controller. Any water that is not IAS.
Closed No.1 boiler feed water pump discharge valve T73V
directed to the boiler is returned via a 15mm diameter line to the feed filter tank to auxiliary feed water line
via valves T14V or T13V as shown in illustration 2.6.5a above. c) Ensure that all of the valves to instruments and gauges are open
Open No.2 boiler feed water pump suction valve T7V and that the instruments and gauges are functioning correctly.
Boiler water is taken for analysis directly from the boiler and an automatic Open No.2 boiler feed water pump discharge valve T9V
chemical dosing unit is provided for the injection of water treatment chemicals to main feed water line d) Check the economisers externally for any signs of leakage
into the boilers by means of pumps on the dosing units. Open No.2 boiler feed water pump recirculation T14V before the units are put into service.
valve back to feed filter tank
Authors Note: The following procedure to be confirmed on visit.
Illustration 2.6.5a Boiler Feed Water System

Safety Manifold
(1,500kg/h x 10kg/cm2)
Soot Blower
Sealing Air
T42V To 10kg/cm2
Air V3 V4
S T45V Condenser/
V8
T41V V5
S
T31V
LS SV10
T49V T53V
V16 SV12
T57V T58V SV1
PI PI DPT
T62V T61V T34V

T32V
(1,500kg/h x 10kg/cm2) T50V T54V
PS PT PI

DPT SV5
T44V (2.5.2a) SV15
PI TI T72V V11 V7
T28V PS PS SV4 SV3

Air DPS
Air Air
PI TI
S T37V PI
No.3 T47V SV4 SV3
PI PI Steam
T43V Separator SV9
S Auxiliary Boiler
T35V (15,000kg/h x 10kg/cm2)
LS
T51V
V13 V13
T59V T60V T48V SV14
From 6kg/cm2 No.4
Steam Drain PI PI
T64V T63V T38V

T36V
T56V
T52V T21V T20V
To Feed
Key Filter Tank
To Dump
Condenser / To Feed
Feed Water/ T19V

T26V From Fresh
Automatic
Chemical Water T18V
Air Automatic
Fresh Water Unit
T27V
Water Pumps
Pump
T7V T6V Unit
Filter Tank
T5V
f) Set the valves as shown in the following table. It is presumed Position Description Valve
that the boiler system is operating correctly and that the
Open No.4 boiler water circulating pump discharge valve T38V
economisers are being lined up for operation.
to economiser
Open No.4 boiler water circulating pump leak-off valve T52V
to auxiliary central cooling FW system
Closed No.1 and No.2 economiser drain valves
Open No.4 boiler water circulating pump gland cooling T48V
Open Boiler water circulating pumps suction valves from T72V inlet valve
auxiliary boiler V11
Closed No.4 boiler water circulating pump drain valve to T56V
Open Boiler water circulating pumps suction valves from T28V feed filter tank
steam separator SV14
Open No.1 and No.2 boiler water circulating pump DPS T29V
Open Boiler water circulating pumps discharge valve to V12 valves T30V
auxiliary boiler
Open No.3 and No.4 boiler water circulating pump DPS T39V
Open Boiler water circulating pumps discharge valve to SV15 valves T40V
steam separator
Open No.2 economiser inlet valve T43V
Open No.1 boiler water circulating pump suction valve T31V
Open No.2 economiser outlet valve T44V
Open Auxiliary boiler inlet valve T31V
to economiser
Closed No.1 and No.2 economiser vent valves
Open No.1 boiler water circulating pump leak-off valve T49V
e) Start the selected boiler feed water circulating pump to each
Open No.1 boiler water circulating pump gland cooling T45V economiser and open the discharge valve a ¼ of a turn. This will
inlet valve prevent the risk of thermal stress within the economiser. It will
Closed No.1 boiler water circulating pump drain valve to T53V also prevent a sudden loss in boiler steam pressure and water
feed filter tank level.
Open No.1 economiser inlet valve T41V
Open No.1 economiser outlet valve T42V g) Gradually open the boiler water circulation pump discharge
Open No.2 boiler water circulating pump suction valve T32V valve maintaining a watch on the auxiliary boiler steam
pressure.
to economiser
h) Open each economiser air vent valve to ensure there is no air in
Open No.2 boiler water circulating pump leak-off valve T50V the system and close again when satisfied.
Open No.2 boiler water circulating pump gland cooling T46V When the boiler water circulating pump discharge valve is fully open the
inlet valve discharge valve on the standby pump should be opened and the pump switched
Closed No.2 boiler water circulating pump drain valve to T54V to standby.
feed filter tank
Open No.3 boiler water circulating pump suction valve T35V When the load on the generator engine has increased to normal, the economiser
should be able to generate sufficient steam to supply the vessel’s demands. The
auxiliary boiler firing will be automatically stopped when the economisers can
to economiser
cope with the steam demand. How long this takes depends upon the generator
Open No.3 boiler water circulating pump leak-off valve T51V engine operation but the economisers should be able to meet the demand for
to auxiliary central cooling FW system steam 20 to 30 minutes after the engine has been set to full power.
Open No.3 boiler water circulating pump gland cooling T47V
inlet valve
Closed No.3 boiler water circulating pump drain valve to T55V
feed filter tank
Open No.4 boiler water circulating pump suction valve T36V
Illustration 2.6.6a Economiser Control Panel
No.2 STBD SIDE E.G.E. CONTROL PANEL
TIMER FOR AUTO OPERATION

SOURCE AUTOMATIC MANUAL NO.1 S/B RUN NO.1 S/B RUN
S/B ST-BY DAMPER STEAM V/V MOTOR TRIP SEQUENCE

OPEN OPEN STOPPED
ISOLATION SWITCH (440V AC)

DAMPER AUTO - MAN STOP - START RESET LAMP
CLOSE OPEN TEST
OFF
****
10A
2.6.6 economiser sootblowers Exhaust Gas Economiser Fires Procedure for Emergency Action in the Event of a Severe Soot
Fire
CAUTION CAUTION
Excessive soot blowing by means of steam may cause damage by erosion An economiser uptake fire can develop in two stages, an ‘initial soot fire’ a) Stop the generator engine.
on the generating tube bank. which under certain conditions may develop into a ‘high temperature
fire’. b) Keep the economiser circulating water pump running.
Description c) Raise the alarm by informing the Chief Engineer and the bridge
Initial Soot Fire of the situation.
Two electrically driven sootblowers are fitted to each exhaust gas economiser This type of fire arises when deposits of combustible materials burn in the
which should be operated at least twice a day when the generator engines are presence of sufficient oxygen. The main constituent of the deposit is soot but d) Operate the water washing system to direct water over the fire.
operating in order to remove the accumulation of soot on the tubes. there may be additional unburnt residues of fuel and lubricating oils present. Quick operation of the water washing equipment will prevent
Such fuel and lubricating oil deposits may be due to faulty combustion but the development of a serious economiser fire which could cause
General service air, see section 2.9.3, is supplied to the sootblowers to assist may also occur at starting and during prolonged low load running of the diesel damage.
with sealing, cooling and preventing a build up of soot in the seal area. generator engine. The ignition temperature of the soot layer is in the region of
300°C to 400°C, but the presence of unburnt fuel or lubricating oil may lower e) Apply boundary cooling to the economiser casing to remove
The steam is supplied by the 10 bar steam range, see section 2.6.5. the ignition temperature to approximately 150°C. This means that ignition may heat and lower the internal temperature.
also take place after shutdown of the engine. Even with a soot layer ignition
Procedure for Operating the Exhaust Gas Economisers temperature above the boiler tube wall temperature, glowing particles (sparks) WARNING
in the exhaust gas may start a soot fire. In the unlikely event of a soot fire occurring, the bridge must be
Sootblowers after Leaving Port
informed and the main engine stopped as soon as possible. Turbocharger
a) Set up the valves as per the following table: High Temperature Fire air intakes should be sealed and fire fighting equipment made ready. In
severe cases the economiser circulating water may need to be stopped
Under certain conditions, a soot fire in the economiser may develop into a high
but under no circumstances should the sootblowers be operated.
Position Description Valve temperature fire. There are two forms of this, a hydrogen fire and an iron fire.
Open No.1 economiser sootblowers steam line drain trap T61V
inlet and outlet valves T62V A hydrogen fire occurs due to the fact that water (H2O) dissociates into
Open No.2 economiser sootblowers steam line drain trap T63V hydrogen and oxygen at high temperatures; carbon monoxide may occur under
inlet and outlet valves T64V certain conditions when carbon is present. Hydrogen is a combustible gas and
a hydrogen fire may start if the temperature is above 1,000°C.
Open No.1 economiser sootblowers steam line control T57V
valve inlet and outlet valves T58V
An iron fire means that the oxidation of iron at high temperatures occurs at a
Open No.2 economiser sootblowers steam line control T59V rate sufficiently high to make the amount of heat released from the reactions
valve inlet and outlet valves T60V sustain the process. Oxidation of iron at room temperature (rusting) is a slow
Open Sealing air supply valves from general service air A185V process but it still involves the liberation of heat. An iron fire may take place
system A186V at a temperature in excess of 1,100°C.
b) At the control panel turn the Manu/Auto switch to the MANU Small soot fires may occur especially during manoeuvring with the diesel
position. generator engine in low load operation. These fires do not cause damage
to the economiser but the fires should be carefully monitored. The heat
c) Turn the Stop/Start switch to the START position. developed by the soot fire will increase the tube wall temperature until a state
of equilibrium is reached, ie, the heat removed by the water in the economiser
The system will automatically operate No.1 sootblower, followed by No.2 tubes corresponds to the heat generated from the soot fire. In most cases, the
sootblower. situation gets no worse but if the soot fire is severe, heat removal may be at a
lower rate than generation and the temperature locally may increase to a point
On completion of the sequence, turn the Manu/Auto switch to the AUTO where a hydrogen or iron fire can occur. A hydrogen fire will only occur if
position. The sootblower system will now operate automatically according to water, or steam are present.
the setting on the timer.
Illustration 2.6.7a Boiler Water Sampling and Treatment System

Safety Manifold
(1,500kg/h x 10kg/cm2)
Soot Blower
Sealing Air
T42V To 10kg/cm2
Air V3 V4
S T45V Condenser/
V8
T41V V5
S
T31V
LS SV10
T49V T53V
V16 SV12
T57V T58V SV1
PI PI DPT
T62V T61V T34V

T32V
(1,500kg/h x 10kg/cm2) T50V T54V
PS PT PI

DPT SV5
T44V SV15
PI TI T72V V11 V7
T28V PS PS SV4 SV3

Air DPS
Air Air
PI TI
S T37V PI
No.3 T47V SV4 SV3
PI PI Steam
T43V Separator SV9
S Auxiliary Boiler
T35V (15,000kg/h x 10kg/cm2)
LS
T51V
V13 V13
T59V T60V T48V SV14
From 6kg/cm2 No.4
Steam Drain PI PI
T64V T63V T38V

T36V
T56V
T52V T21V T20V
To Feed
Key Filter Tank
To Dump
Condenser / To Feed
Feed Water/ T19V

T26V From Fresh
Automatic
Chemical Water T18V
Air Automatic
Fresh Water Unit
T27V
Water Pumps
Pump
T7V T6V Unit
Filter Tank
T5V
2.6.7 boiler water sampling and treatment • Oxygen treatment - This is catalysed solution for oxygen Authors Note: The following procedure will be confirmed on the verification
system scavenging and contains 1% hydrazine and between 10% and visit.
30% diethylhydroxylamine. The balance is made up of water. a) Place the recommended chemical solutions in the tanks and fill
the units with water to the correct concentration level. Use an
Chemical Dosing Pump Unit • Condensate control - This is a liquid condensate corrosion
agitator to ensure the chemicals are thoroughly mixed.
control agent made up of 1% to 10% 2-aminoethanol and 1% to
10% 2-diethylaminoethanol. The balance is made up of water.
Pump model: BT4a 1601 PPE 000AA000 b) Ensure power is available to the chemical dosing units.
• Boiler water conditioner - This is known as Autotreat and
Capacity: 1.1 litres/h
contains 1% to 5% sodium hydroxide, 1% - 5% 2-aminoethanol c) Slowly open the pump discharge valves and start the injection
Motor: 17kW and 1% to 5% 2-diethylaminoethanol pump as necessary.
Tank capacity: 60 litres
Authors Note: Check if the above chemicals quoted are used onboard. d) Once running, adjust the stroke of the pump as necessary to
allow the chemicals to enter the boiler over a period of time.
Introduction The dosing pumps are regulated to ensure that the correct quantity of the
appropriate chemical is added to each boiler. e) When the chemical injection has been completed, switch off the
Chemical analysis and treatment of the boiler feed water is undertaken to pump and close all the valves. Drain the tank of any remaining
prevent corrosion and scale formation in the boiler and economisers and so WARNING solution.
avoid degradation of the steam quality. Inadequate or incorrect treatment
Boiler water samples are taken directly from the boiler and are therefore
can result in damage to the steam generation plant and constant monitoring
at a high pressure and temperature. Great care must therefore be taken Boiler and Steam Separator Blowdown
is necessary to give early indication of possible contamination of the feed
when opening the valves to the sample cooler and when handling water
water. Boiler Blowdown Procedure
samples to prevent scolding. Any system valves must also be opened very
slowly. Boiler blowdown, through the valves on the water drum, imposes a considerable
Chemical treatment and analytic tests must be undertaken in accordance
with the detailed instructions given by the chemical supplier and the water load on the boiler. When in port, the duty deck officer should be contacted, to
characteristics maintained within the ranges specified. Test results are to Boiler Water Sampling ensure that the discharge from the ship’s side will not be dangerous.
be recorded in a form that enables trends, and the effect of treatment, to be
a) Check that the cooling water valve T23V from the fresh water a) Open the following valves fully.
monitored.
system to the sample cooler is open and that water is flowing
through the cooler.
The dissolved solids in the boiler water are controlled by the use of blow down Position Description Valve
valves through which the impurities are discharged overboard. These systems Open Ship’s side blowdown valve T21V
b) Open either the boiler water sample valve T18V or the steam
are an integral part of the boiler water treatment. Open No.1 or No.2 primary blowdown valve (bottom V13
separator water sample valve T19V on the cooler as required.
blow)
The boiler and steam separator are each provided with a sampling connection
c) Allow water to flow though the cooler before collecting the Open Scumming valve (surface blow) V5
which directs water to the sample cooler which is cooled by water from the
sample to ensure the sample taken is actually water from the
fresh water system, see section 2.12.1. A representative sample of the boiler
boiler and not water from the sampling line. b) For bottom blowdown slowly open the valve V13 and adjust
water is taken, cooled and analysed using the test kit provided.
the valve to control the blowdown rate. For a surface blow of
d) After the sample has been collected close the sampling valve the boiler steam drum slowly open the valve V5 and adjust the
Three chemical dosing units, are provided to inject chemicals into the boiler
and then the cooling water valve to the sample cooler. valve to control the blowdown rate.
feed inlet lines using metering pumps which take their suction from the self-
contained chemical tanks. The tanks are charged with the correct quantity of
e) Record the results of the boiler water analysis and interpret the c) As the blowdown progresses, continually monitor the boiler
chemicals on a regular basis with the amount used depending on the results of
results to give the necessary information regarding the chemical water level and ensure this is being maintained and the feed
the boiler water test and according to the manufacturer’s instructions.
treatment to be used. Record details of the chemical treatment to pump discharge is coping with the extra load.
be added to the boiler water.
Separate oxygen control, condensate control and liquid treatment chemicals
are added by means of the dosing units with the make up of the chemicals d) When the blowdown is to be stopped, close the blowdown
being as follows: Boiler Water Chemical Dosing valve, then the ship’s side valve.
With the boiler and steam separator and the boiler water feed pumps in
operation, the automatic chemical dosing unit can be operated as follows.
Illustration 2.6.7a Boiler Water Sampling and Treatment System

Safety Manifold
(1,500kg/h x 10kg/cm2)
Soot Blower
Sealing Air
T42V To 10kg/cm2
Air V3 V4
S T45V Condenser/
V8
T41V V5
S
T31V
LS SV10
T49V T53V
V16 SV12
T57V T58V SV1
PI PI DPT
T62V T61V T34V

T32V
(1,500kg/h x 10kg/cm2) T50V T54V
PS PT PI

DPT SV5
T44V SV15
PI TI T72V V11 V7
T28V PS PS SV4 SV3

Air DPS
Air Air
PI TI
S T37V PI
No.3 T47V SV4 SV3
PI PI Steam
T43V Separator SV9
S Auxiliary Boiler
T35V (15,000kg/h x 10kg/cm2)
LS
T51V
V13 V13
T59V T60V T48V SV14
From 6kg/cm2 No.4
Steam Drain PI PI
T64V T63V T38V

T36V
T56V
T52V T21V T20V
To Feed
Key Filter Tank
To Dump
Condenser / To Feed
Feed Water/ T19V

T26V From Fresh
Automatic
Chemical Water T18V
Air Automatic
Fresh Water Unit
T27V
Water Pumps
Pump
T7V T6V Unit
Filter Tank
T5V
Steam Separator Blowdown Procedure
The steam separator blowdown procedure is similar to the boiler blowdown, it

also imposes a considerable load on the steam separator. When in port, the duty
deck officer should be contacted, to ensure that the discharge from the ship’s
side will not be dangerous.
a) Open the following valves fully.

Open Ship’s side blowdown valve T20V
Open No.1 or No.2 primary blowdown valve (bottom SV9
blow)
Open Scumming valve (surface blow) SV5
b) For bottom blowdown slowly open the valve SV9 and adjust the
valve to control the blowdown rate. For a surface blow of the
steam separator steam section slowly open the valve SV5 and
adjust the valve to control the blowdown rate.
c) As the blowdown progresses, continually monitor the steam

Photographs of the chemical dosing units to insert here
separator water level and ensure this is being maintained and
the feed pump discharge is coping with the extra load.
d) When the blowdown is to be stopped, close the blowdown

valve, then the ship’s side valve.
Note: More frequently, boiler impurities are discharged overboard via the
scum valve on the steam drum. As this line is relatively small in diameter,
only one valve involved, it is easier to control the flow so that this system can
be used with the boiler on higher loads. However, it is less effective because
a lot of the water removed is fresh feed having just entered the drum.
Note: Blowdown removes chemicals from the boiler and the water must be
tested after a blowdown operation to assess the change in water condition.
Fresh chemicals will then need to be added as appropriate.
It is important that the operator maintains the correct level of treatment

chemicals in the treatment tanks and ensures that the dosing pumps are
operating correctly.
Illustration 2.6.8a Gas Combustion Unit Degassing

Ignitor Gas A Ignitor Gas B Ignitor Gas C Ignitor Gas D Flame Scanner Flame Scanner
M
To
Dilution Air Atmosphere
Dilution XF841 FCV860
Air Fans
M
288,000m3/h
Dilution Air
XF871 FCV890
Exhaust
M
Fans
XV781 M M
Combustion Air
Combustion XF711 FCV714
Air Fans
M XV783
60,000m3/h
Combustion Air
XF721 FCV724 M
M FCV750
FCV770
Combustion Air
XF731 FCV734
M
Cooling Air
Cooling XF811 FCV813
Air Fans
2,450m3/h M
S S
Cooling Air
XF821 FCV823 ROV171 ROV172 S PC181 S
HV986
From Control Air
ROV271 PC272 PC282
System (2.9.2a) HV985
HV501 PC501
ROV132 HV169 ROV156
From Boil-Off HV156
Gas System SDV011 FI
Nitrogen ROV110 PC131 SDV151 SDV152 FV157
FT121
Purge Gas HV352 PC361 SDV012 ROV370 FV154
HV191
HV428 HV419 ROV132 HV269 ROV256
From Marine HV427 HV256 HV690
Diesel System HV412 PSV421 FI
(2.7.1a) ROV210 PC231 SDV251 SDV252 FV157
FT221
HV492 HV670
ROV300 FV254
HV291
Marine Diesel
Oil Service Tank FI
HV424 HV423 HV422 S
HV431 FE450 ROV461 ROV462 XV470
XV521 ROV522
From Control Air S
Key
System (2.9.2a)
Accumulator Warm LNG Vapour
XV531 ROV532
S S
HV612 HV617 Nitrogen
Marine Gas Oil XV533 S
Service Tank HV631 XV663 ROV663 ROV662 Marine Diesel Oil
S S XV541 ROV542 S Air
HV618 HV623 PC514
XV683 ROV681 ROV682 XV551 ROV552
2.6.8 Gas Combustion Unit Introduction from the lower part of the casing by the exhaust fans to promote circulation and
provide cooling in the lower section.
Burner/Gas Combustion Unit Any heat transferred to the liquid cargo during cargo operations or during a
voyage will result in the generation of boil-off gas (BOG) from the cargo. To There are three main combustion air fans, two dilution air fans and two
Maker: Saacke maintain the pressure in the tanks at the correct level, the boil-off gas must ignition/cooling air fans supplying air and two exhaust fans. The details and
Model: 1 GCU 450 be continuously removed and either used in the main generator engines or specification for each of the fan units are as detailed above.
Quantity: 1 disposed of. There are currently three methods of utilising the BOG and these
are as follows: The BOG taken from the cargo tank gas domes is compressed using the
Heat capacity: Gas 62.29 MW / MDI 7 MW
low duty gas compressors in the cargo machinery room and then delivered
Combustion temperature 1,150°C • During a loaded or ballast passage, the gas is delivered to the
to the engine room as shown in illustration 2.6.8a. The gas flow to the gas
Outlet temperature: <450°C dual fuel generator engines and burnt as fuel for electrical
combustion is either direct from the cargo compressors via valve CG614 or
generation.
Furnace pressure: 10mbar from the generator fuel system through valve CG615.
Main burner: Swirl burner type SSBGL • When operating alongside a shore terminal, the gas can be
returned to the shore facility as detailed in the cargo handling
Gas flow: 6,250m3/h at 100% CH4 (maximum)
procedures. Combustion Unit Operation
Dual Fuel Burner • When at anchor awaiting loading/discharge or during periods of The gas combustion unit can be switched to either automatic or manual
Maker: Saacke low electrical loads the excess gas has to be disposed of through operation at the local control panel and has six distinct modes of operation
the gas combustion unit. which are detailed as follows:
Model: Swirlburner SBB 400
Quantity: 1 The gas combustion unit is mounted in the engine room casing on A and B • Burner Operation - In this mode, the pressurised BOG is
decks. The combustion and cooling air fans are in the fan room on the starboard delivered to the burner unit and the main burner is in operation.
Dilution Air Fans One cooling air fan, one combustion air fan and one dilution
side of the casing on A deck level, with the burner assembly being mounted
Maker: Saacke midships. The gas combustion unit consists of a combustion chamber with a fan will also be operating until the load condition reaches
Model: ?? double casing and is equipped with a central oil burner, eight gas lance burners a predefined set point when the second combustion air and
and four ignition/pilot burners. Two of the ignition/pilot burners are supplied dilution air fans will be started automatically by the controller.
Quantity: 2
Capacity: 288,000m3/h each with boil-off gas from the cargo tanks and the other two with gas oil from the • Standby Operation - In the standby mode the main gas burner
igniter GO service tank. The marine diesel oil (MDO) for the central oil burner is switched off but the two gas ignition/pilot burners are lit and
Pressure: 12mbar
is supplied from the dedicated service tank and two independent supply pumps. in operation. One combustion air fan and one dilution fan will
Combustion Air Fans Marine gas oil (MGO) for the ignition/pilot burners is supplied from the gas also be in operation.
oil service tank through the ignition pumps. The operation of these systems is
Maker: Saacke • Standby Eco Operation - In the standby eco mode of operation,
given in more detail in section 2.7.8 of this manual.
Model: ?? the main burner is switched off but the two gas ignition/pilot
burners are lit and in operation with one cooling air fan running.
Quantity: 3 The MDO supply to the central oil burner and the MGO supply to the ignition/
The combustion and the dilution air fans are all switched off.
Capacity: 60,000m3/h each pilot burners is controlled by the in-line pneumatic and solenoid valves which
in turn are controlled from the burner control panel. This is located on the port • Free Flow Mode - In this mode, the boil-off gas is delivered to
Pressure: 45mbar
side at A deck level but the commands concerning the burner operation can the gas combustion unit having not been compressed by the LD
Ignition and Cooling Air Fans either come locally from this panel or from the IAS system via the panel. compressor. The main burner is in operation and combustion
is supported by the central oil burner. One cooling air fan,
Maker: Saacke The main LNG burner is a ‘swirl type’ SSBGL that induces a swirling action one combustion air fan and one dilution air fan are also in
Model: ?? on the air as it is fed in by the combustion air fans. This promotes good mixing operation.
Quantity: 2 of the air/gas/MDO mixture and ensures good combustion at all operating • Combustion Unit Off with Nitrogen Gas - When in this mode,
Capacity: 2,450m3/h loads. the combustion unit is off, all of the fans are stopped and the gas
Pressure: 45mbar supply lines to the burners are purged with nitrogen.
The combustion process takes place in the inner reaction chamber of the
Exhaust Air Fans combustion chamber and then with the aid of air being supplied from the • Combustion Unit Off with Natural Gas - When in this mode,
dilution fans, the exhaust gases are cooled to a temperature of 450°C before the combustion unit is off and all of the fans are stopped but the
Maker: Saacke gas lines are still full of LNG.
being discharged to atmosphere. The dilution air enters the combustion
Model: ?? chamber’s double casing and is used to cool the inner reaction chamber before
Quantity: 2 rising to meet the hot gases and cooling them accordingly. Air is also drawn When switched to automatic operation, the unit is controlled through the IAS
Capacity: ?? and can change between three of the operating modes detailed above. These

M
To
Air Fans
M
288,000m3/h
Dilution Air
XF871 FCV890
Exhaust
M
Fans
XV781 M M
Combustion Air
Air Fans
M XV783
60,000m3/h
Combustion Air
XF721 FCV724 M
M FCV750
FCV770
Combustion Air
XF731 FCV734
M
Cooling Air
Air Fans
2,450m3/h M
S S
Cooling Air
HV986
From Control Air
ROV271 PC272 PC282
HV501 PC501
ROV132 HV169 ROV156
From Boil-Off HV156
FT121
HV191
HV428 HV419 ROV132 HV269 ROV256
(2.7.1a) ROV210 PC231 SDV251 SDV252 FV157
FT221
HV492 HV670
ROV300 FV254
HV291
Marine Diesel
Oil Service Tank FI
HV424 HV423 HV422 S
HV431 FE450 ROV461 ROV462 XV470
XV521 ROV522
From Control Air S
Key
System (2.9.2a)
XV531 ROV532
S S
HV618 HV623 PC514
are the burner operation mode, the standby mode and the standby eco mode. Ignition/Pilot Burners Boil-Off Gas (BOG) Train
When switched to manual, the combustion unit is started and stopped through To guarantee constant availability of the ignition/pilot burners there are two The BOG train is located at the burner unit and is the main gas supply line
one of the remote IAS stations by the duty engineer. pilot oil burners and two pilot gas burners fitted. These keep the combustion to the gas combustion unit. The system is split into two parallel systems
chamber ready for immediate operation even when the gas combustion unit is before combining again in the burner supply ring. One at the forward side
The gas combustion unit is also linked to the ESD system so that in an switched to standby mode. In this mode the main burner is switched off but at of the space and the other at the aft side. The two are identical in parts and
emergency it can be remotely stopped and isolated. If the unit loses power least one of the pilot burner systems will be operating. configuration. The train contains all of the valves, filters and flow meters as
during an electrical blackout, the switchboard breaker will be automatically shown in illustration 2.6.8a. The gas supplied to the gas combustion unit at
closed again during the sequential restart process. The gas pilot burners are supplied with ignition gas taken from the gas lines 4.2 to 6.1 bar from the LD compressor is reduced to 2.5 bar by the self-acting
leading to the main burner but upstream of the first pneumatically operated pressure control valves PC-131 and PC-231. These valves also provide a safety
Gas Combustion Unit Equipment safety shut-off valve SDV-151 and SDV-251. The two pilot burner gas supplies function where they can vent to atmosphere in the event of a pressure surge due
are then controlled through remote operating valves ROV-171/ROV-172 for to a system malfunction or the sudden closing of one of the gas supply valves.
Main Gas Burner burner A and ROV-271/ROV-272 for burner B via the control burner control When operating in the ‘free flow’ mode the natural gas is fed in uncompressed
This is a SSB 400 swirl type burner that is fed with the boil-off gas and primary panel. Pressure control valves PC-181 and PC-281 reduce the gas pressure to the BOG train and for this reason it is allowed to flow through the control
and secondary combustion air. The BOG is fed to the integrated gas nozzle from 2.5 bar down to 0.1 bar. The pilot burners are also supplied with air from valve bypass valves FV-132 and FV-232. Each section of the gas train is also
burner via 8 gas lances where it is mixed with the primary and secondary the cooling fans. fitted with two electro-pneumatic safety shut-off valves, SDV-151/152 and
combustion air in the combustion chamber. The primary air is bled off from SDV-251/252 that are controlled by the burner control panel. Prior to entry
the main combustion air trunking via flow control damper FCV-770 and flows The MGO pilot burners are supplied with fuel oil, cooling air and 3.0 bar to the burner the gas passes the flow control valve FV-157/257 where the
through the annular gap between the gas lances and the concentric core air compressed air that is used for fuel atomisation. The MGO from the service pressure is reduced further to between 0.0025 to 0.25 bar dependant upon the
pipe and enters the firing chamber in the gas nozzle head area. The primary tank is supplied to the combustion unit by two pumps that have their discharge control signal from the air/fuel ratio regulator in the IAS. This valve reports its
air helps to regulate the flame formation and to cool the gas conducting parts. pressure regulated to a constant pressure of 4.0 bar with the excess fuel being ‘ignition setting’ position and its ‘open setting’ position to the burner control
The main combustion air is set by the control flap FCV-750 that is regulated relieved back to the service tank via the pressure regulating valve and a 15mm panel.
by a pneumatic actuator controlled by the air/fuel ratio function of the burner diameter return line. The operation of the system in this way ensures there
control. The air is directed tangentially into the wind box and from there into is always pressurised MGO available for pilot burner operation. The fuel oil Also fitted to the gas train are the following items of equipment that are
the inner and outer structure in the annular gap and accelerated in a conical supply to the two pilot oil burners is then controlled by the in-line solenoid detailed accordingly:
section until it enters the combustion chamber in a swirling manner. The valves ROV-661/ROV-662 for burner A and ROV-681/ROV-682 for burner B.
• Mechanical safety shut-off valves ROV-110/210 which are
secondary air to the combustion chamber, which also provides cooling for These valves in turn are controlled by the burner control panel.
fitted to the inlet of the gas pressure controllers. These valves
combustion chamber wall, may be adjusted by manually adjusting the dampers operate if the gas outlet pressure exceeds a preset value and if
XV-781 and XV-783. All of the ignition/pilot burners have built in ignition transformers and
actuated must be reset manually.
integrated flame monitoring ionisation devices.
• Pressure switch ??????? (maximum) and pressure switch
Central Oil Burner ??????? (minimum) to monitor the gas pressure downstream
Burner Unit
The MDO central burner is supplied with diesel oil and compressed air that of the pressure control valve ???????. If one of these pressure
is used for fuel atomisation. Combustion air is supplied as described for the The burner unit forms the lower part of the gas combustion unit and is located switches is activated the burner controller will shut down the
main gas burner above. The MDO from the service tank is supplied to the gas on the A deck level. The unit is closed off from the atmosphere and contains gas combustion unit and report a malfunction.
combustion unit by two pumps that have their discharge pressure regulated to the main burner, the four pilot burners and the flame scanners. The unit is air
• Gas solenoid valves ROV-153/253 that are used to vent the gas
a constant pressure of 14.0 bar with the excess fuel being relieved back to the cooled by extracting air at the lower end with two associated exhaust fans, the
lines between the gas valves SDV-151/251 and SDV-151/252
storage tank via pressure regulating valve PC-423 and a 25mm diameter return details of which are given later in this section.
before burner start.
line. The operation of the system in this way ensures there is always pressurised
MDO available for oil burner operation. The diesel oil supply to the burner is Monitoring of the gas content inside the burner box is undertaken by four • Three local pressure gauges for each line, used for monitoring
then controlled by the in-line solenoid valves ROV-461 and ROV- 462 which gas sensors that are linked into the main gas detecting system through the the gas system pressures.
in turn are controlled by the burner control panel. IAS. A burner box temperature monitor is also fitted on the inlet duct to the • Pressure switches PAL-153/253 that provide an automatic leak
exhaust fans which interfaces with the burner control. check on the main gas valves before the burner start.
The oil then flows to the burner through needle valve XV-470 and the pressure Access to the burner unit is via a door that is used for inspection or
is then reduced to between 4.5 to 10.0 bar prior to mixing with 5.5 bar maintenance purposes. The door is fitted with a limit switch that sends a door
compressed air in the Y-type burner nozzle and atomising. This atomised oil closed signal to the controller.
then mixes with the combustion air and is ignited by the ignition/pilot burners.
The resulting flame providing a steady combustion source during periods of
fluctuating gas supply.

M
To
Air Fans
M
288,000m3/h
Dilution Air
XF871 FCV890
Exhaust
M
Fans
XV781 M M
Combustion Air
Air Fans
M XV783
60,000m3/h
Combustion Air
XF721 FCV724 M
M FCV750
FCV770
Combustion Air
XF731 FCV734
M
Cooling Air
Air Fans
2,450m3/h M
S S
Cooling Air
HV986
From Control Air
ROV271 PC272 PC282
HV501 PC501
ROV132 HV169 ROV156
From Boil-Off HV156
FT121
HV191
HV428 HV419 ROV132 HV269 ROV256
(2.7.1a) ROV210 PC231 SDV251 SDV252 FV157
FT221
HV492 HV670
ROV300 FV254
HV291
Marine Diesel
Oil Service Tank FI
HV424 HV423 HV422 S
HV431 FE450 ROV461 ROV462 XV470
XV521 ROV522
From Control Air S
Key
System (2.9.2a)
XV531 ROV532
S S
HV618 HV623 PC514
Ignition Gas Train If one section of the gas train is not being utilised, the section between the Burner Control
safety shut-off valves SDV-151/251 and SDV-152/252 is first purged then
The ignition gas train is used to supply the pilot gas burners and is taken off
inerted with nitrogen tp provide a safety barrier between the burner and the The gas combustion unit controls are integrated into two cabinets, one that
the main BOG train downstream of the pressure control valves PC-131/231.
gas supply. contains the power low voltage distribution section (MCC) and another one
The gas is fed to the pilot burners via a manual isolating valve HV-169/269 and
the electro-pneumatic valves ROV-171/271 and ROV-172/272. The gas inlet that contains the combustion chamber control cabinet (PCC) and burner
pressure to the pilot burners is then reduced to 0.1 bar by the pressure control Combustion Air Fans control cabinet (BCC). The control of the burner operation can come either
valves PC-181/281. from the local control cabinet or remotely from the IAS which interfaces
The main combustion air is provided from the three fans XF-711/721/731 with the PCC/BCC. The local/remote control position is switched through
and when the gas combustion unit is started, one of the fans is switched on. the burner management BMS 2001 controller that has been detailed later
Burner Oil Train Each fan will provide 50% of the full load air requirement and is fitted with in this section.
a discharge damper FCV-714/724/734 which is closed when the fan is not
The burner oil train is supplied with marine diesel oil at 14.0 bar by one of the
running. The second fan will start automatically when a preset load is reached. The signal exchange with the IAS is via a modbus protocol and hard-wiring
two feed oil pumps X-414/417, excess oil being returned to the GCU diesel oil
The duty engineer can specify at the control cabinet which of the three fans is via terminal strips. Any safety related signals are only carried through
service tank. From the tank the oil passes through the suction strainers and into
the primary fan, which is secondary and which is switched to standby. potential free hard-wires.
the pump. The system is protected from overpressure by a relief valve which
operates at 15.0 bar returning oil from the discharge side back to the suction.
The pump discharge to the burner through a strainer and flow transmitter Dilution Air Fans Switch Cabinet (MCC)
before the solenoid valves is as described above.
The dilution air is provided by the two fans XF-841/871 which feed the air to The switch cabinet is supplied with power from three independent feeds. One
the combustion chamber in the double casing on opposing sides. When the gas from the port side, one from the starboard side and one from a UPS supply.
Ignition Oil Train combustion unit is started, one of the fans is switched on and the second fan The cabinet essentially includes a master power switch, the power supplies
is switched to standby duty. Each fan is fitted with a discharge damper FCV- for the combustion chamber control and the control functions for the gas
The ignition oil train is supplied with oil at 4.0 bar by one of the two ignition
860/890 which is closed when the fan is not running. The duty engineer can combustion unit fans and pumps.
pumps X-614/620, excess oil being returned to the gas oil service tank.The
specify at the control cabinet which of the two fans is the duty fan and which
pump suction valves HV-612/618 and discharge valves HV-617/623 are
is switched to standby.
normally open with isolation to the burner system provided by isolating valve Combustion Chamber Control Cabinet (PCC)
HV-631. Pressure fluctuations due to opening and closing of the solenoid
valves are smoothed out by the accumulator/expansion bottle X-650.The fuel Cooling Air Fans This cabinet has been detailed in illustration 2.6.8b and includes the
oil supply to the two pilot oil burners is then controlled by the in-line solenoid components for the control and monitoring of the gas combustion unit loads,
All of the pilot burners and flame monitoring devices are supplied with air valve closing and the standby control of fans and pumps. The cabinet also
valves ROV-661/ROV-662 for burner A and ROV-681/ROV-682 for burner B.
directly from the cooling fans XF-811/821. There are two fans fitted which contains numerous operating and indicator lights for the system as well as
These valves in turn are controlled by the burner control panel. Each burner is
ensure constant availability but under normal operating conditions only one the pressure and temperature monitoring systems.
also provided with a manual shut-off valve HV-670/690.
fan is in use at a time. Each fan is fitted with a discharge damper FCV-813/823
which is closed when the fan is not running.
Nitrogen Gas Train Burner Control Cabinet
Nitrogen gas for inerting the BOG train is supplied to the gas combustion Exhaust Fans The burner control cabinet is also detailed in illustration 2.6.8b and contains
unit at a pressure of 5 bar and is then regulated by the inlet pressure control all of the control and regulating functions for the burner operation. The
There are two exhaust fans fitted and these are used to provide air circulation cabinet includes an automatic firing unit with air/fuel controller, a flame
valve PC361 to 4.2 bar. Pressure switches PSL-363/364 communicate with the
and cooling for the lower section of the gas combustion unit. Dilution air is monitoring device, a power controller, a BMS 2001 burner management
burner control panel and confirm that sufficient nitrogen pressure is available.
drawn down between the inner and outer casings then discharged through the control panel and a number of switches, buttons and indicator lights.
The BOG train may be inerted with the nitrogen gas from SDV-151/251 up
fan to a safe area.
to the firing chamber by operating the solenoid valve ROV-154/254 with
valves SDV-153/253 and FV-157/257 open either manually or automatically. The BMS 2001 burner management control panel is as shown in illustration
In automatic mode the process is initiated for safety reasons if a malfunction 2.6.8c with the control functions being detailed as follows:
has occurred in the burner box. In manual mode, the inerting must be operated
before any maintenance or repair work is undertaken. This is initiated from
the combustion chamber control cabinet (PCC) by pressing the START Burner On - The burner on key is used to preselect the
N2 PURGING button. This will only work, however, if the burner control burner but is only active when the control panel is switched to
cabinet (BCC) is switched to LOCAL mode. Manual inerting of the either of local operation.
the two gas trains downstream of valves ROV-110/210 is done through valves
ROV-370/280. Burner Off - The burner off key is used to deselect the
burner but is only active when the control panel is switched to
local operation.
• First (cold) start-up Position Description Valve

Unlock - This button is always active and must be
• Start-up in free flow mode Open Isolating valve for MGO ignition burner system HV-631
pressed when the burner has a malfunction. In this case the
red lamp illuminates. • Start-up after gas combustion unit malfunction shutdown Open Isolating valve for MGO ignition burner A HV-670
Open Isolating valve for MGO ignition burner B HV-690
Cursor Keys - The cursor keys are used for the general Normal (Warm) Start-Up Open Isolating valve for atomising air supply HV-501
operation and navigation around the controller.
For a normal, warm start of the gas combustion unit the following conditions e) Ensure that power is being supplied to the MCC and that the
Enter - Pressing this button enters the operator’s settings. must apply: master switches are turned to the ON position.
• The cargo tanks loaded with LNG.
Cancel - This button is pressed to cancel operator inputs. f) Check all of the indicators on each of the local cabinets by
• The main diesel generator engines operational on LNG.
F1 pressing the LAMP TEST pushbutton.
Function Keys - The function keys F1 to F4 are used to • LD compressors operational providing pressurised BOG to the
call up special plant or menu functions programmed into the LNG main and line valve CG-615 open to the gas combustion g) Switch on the burner CONTROL UNIT ON on the PCC
controller unit cabinet, item 57 in illustration 2.6.8b, and confirm the
• The forcing vaporiser in operation if necessary. operation via item 58.
Individual faults affecting the firing plant are displayed in text on the LCD
• The BOG train in the burner box primed with LNG. h) Accept any alarms that may be displayed by pressing the
screen while centralised faults are displayed on the IAS screens in the
control room. UNLOCK button on the BMS 2001 or the ACKNOWLEDGE
With the above conditions satisfied and the gas combustion unit preparations FAULT MESSAGES on the BCC control panel.
completed the gas combustion unit burner can be started as follows:
To Prepare the Gas Combustion Unit for Operation i) If required to operate in local mode, select LOCAL using
a) At the PCC control panel select which combustion, dilution, the key operated switch on the BCC (item 75). Preselect the
The description detailed below applies to the operation of the gas combustion extraction and cooling air fan is required to operate and then BURNER OPERATION mode on the BCC panel then press
unit with the valve numbers being as detailed in illustration 2.6.8a. It has switch each fan to AUTOMATIC. This will select that fan as the ‘I’ button on the BMS 2001 controller.
been assumed that power is available to the BCC and PCC control panels the duty fan and will automatically select the second fan as the
and that the GCU is switched to manual/remote operation. standby fan. j) If required to operate in remote mode from the control room,
switch the key operated switch to the REMOTE position on
a) Check the gas combustion unit is secure and that the burner b) Select which MDO fuel oil pump is required as the duty pump the BCC and via the IAS select the BURNER OPERATION
module is correctly mounted. This is particularly important then switch it to AUTOMATIC at the PCC. mode. The burner can then be started through the IAS.
after any maintenance periods where the burner has been
removed or disturbed. c) Select which MGO ignition oil pump is required as the duty The gas combustion unit start-up procedure will now be automatic and the
pump then switch it to AUTOMATIC at the PCC. cooling air, combustion and dilution air fans will start. The combustion
b) Ensure that control air is available to the unit for use by the unit controller will then undertake a gas valve leakage test which takes
pneumatic valves and for the MDO burner and pilot burner d) Set the system valves as detailed in the following table: approximately 30 seconds and purge the combustion chamber for 60
atomisation. seconds. It will then energise the pilot gas igniter and start the pilot gas
Position Description Valve burners. After 2 seconds of operation the ignition flame monitoring will be
c) Check that the fuel gas and gas oil and diesel oil supplies to Closed BOG train vent/degassing valve SDV-21 activated to check if a flame has been successfully established. If it has, the
the burners are in order and ready for service. main burner will then come into operation and the pilot gas burner stopped.
Open BOG train isolating valve SDV-11
If no flame has been detected the pilot gas burner will be stopped and an
d) Confirm the gas combustion unit safety features are operational Open Isolating valve for gas train A ROV-110
alarm raised.
and that the controllers are set in accordance with their Open Isolating valve for gas train B ROV-210
specifications. Open Isolating valve for gas ignition burner A HV-169 The mode of operation of the burner can only be changed manually by the
Open Isolating valve for gas ignition burner B HV-269 duty engineer according to the load condition that exists. If for example there
Open Burner inlet valve for gas train A HV-985 is insufficient BOG to keep the main burner running in BURNER MODE,
Gas Combustion Unit Start-Up
the operator must preselect the STANDBY or STANDBY ECO modes which
Open Burner inlet valve for gas train B HV-986
will leave the pilot burners switched on but the main burner switched off.
The gas combustion plant can be started under a number of conditions that Open Isolating valve for MDO control system HV-431 The changeover can be undertaken through the IAS if the gas combustion
are listed as:
Open Burner inlet valve from MDO system HV-492 unit is switched to REMOTE operation or locally from the control panel if
• Normal (warm) start-up switched to LOCAL.
If the gas combustion unit STANDBY-ECO mode is selected, the combustion With the above conditions satisfied and the gas combustion unit preparations Stopping the Gas Combustion Unit Plant
and dilution air fans will stop and the gas combustion unit will be left in completed, the gas combustion unit burner can be started in the same
The combustion unit may be stopped in any mode of operation by pressing
standby-eco mode. If the STANDBY MODE is selected, the fans remain manner as during the normal warm start-up procedure from items a)
the ‘O’ button on the BMS 2001 panel if switched to LOCAL mode or
operating and the plant remains in standby mode. through to h) as previously detailed in this section. The differences between
through the IAS if operating in REMOTE.
the two procedures are then as follows:
First (Cold) Start-Up If the burner stop button is pressed, the main and pilot burners are switched
i) If required to operate in local mode, select LOCAL using the
off and the fans are switched off. The status display BURNER ON on the
For a cold, first start of the gas combustion unit the following conditions key operated switch on the BCC (item 75). Preselect the FREE
burner control cabinet will then go out.
must apply: FLOW mode on the BCC panel then press the ‘I’ button on
• The cargo tanks loaded with LNG. the BMS 2001 controller.
If the gas combustion unit is to be shut down for a prolonged period, the
• The main diesel generator engines operating on MDO. BOG train must be inerted with nitrogen as previously detailed.
j) If required to operate in remote mode from the control room,
• LD compressors not operational. Unpressurised BOG supplied switch the key operated switch to the REMOTE position on
to the LNG main and line valve CLG2934V open to the gas the BCC and via the IAS select the FREE FLOW mode. The Emergency Shutdown
combustion unit plant. burner can then be started through the IAS. The gas combustion unit will be shut down if the EMERGENCY STOP
• The forcing vaporiser not in operation. button is pressed or if any of the safety features of the control system are
The gas combustion unit start-up procedure will now be automatic and the activated. If this occurs the plant should not be put back into service until
• The BOG train in the burner box primed with LNG. following sequence will be followed: the fault has been rectified and the controller reset by pressing the UNLOCK
button. If either of these events occur, the fuel supply solenoid valves will
The sequence is then the same as detailed in items a) through to j) in the a) If the combustion unit has been shut down and purged with be immediately closed and the main and pilot burners extinguished. The
previous section for the gas combustion unit warm start. nitrogen, when the combustion unit is started in the FREE BURNER ON lamp on the BCC control panel will then go out.
FLOW mode the exhaust fan will start and the burner gas
When the process is started the cooling air, combustion and dilution air train will be loaded with gas. If the combustion unit has been
fans will all start and the combustion unit controller will undertake a gas shut down and remains loaded with gas the exhaust fan will Inerting Prior to Maintenance Work
valve leakage test and purge the combustion chamber. The exhaust fan will already be running. The BOG train must be inerted with nitrogen before any maintenance or
be started and the gas supply pipe will be filled with LNG. The ignition oil repair works are undertaken on the gas combustion unit. This operation
pump will then receive a start signal and the ignition oil burner ignited. b) The cooling air, combustion air and dilution air fans will then must be manually initiated from the combustion chamber control cabinet
The controller will then fill the BOG train in the burner box with LNG and be given a start signal. (PCC) by pressing the START N2 PURGING button. This will only work
open the pressure controller bypass valves ROV-132/232. The gas supply however if the burner control cabinet (BCC) is switched to LOCAL mode.
pipe will then be vented and the LD compressor started on low speed. When c) The combustion controller will then purge the combustion
the gas pressure in the line has increased above the low alarm set point, the chamber, start the duty MDO and MGO pumps and when
gas combustion unit will start. The LD compressor will then switch to high ready, start the ignition oil burners.
speed mode and the pressure controller bypass valves ROV-132/232 closed.
The ignition oil burner and the ignition oil pump will then stop and the gas d) The controller will start operating in FREE FLOW mode and
combustion unit will be operating in BURNER OPERATION mode. if a flame is detected in the combustion chamber, will allow
the gas to flow to the main burner. If no flame is detected,
the controller will close the gas inlet valves SDV-151/251
Start-Up in Free Flow Mode
and SDV-152/252 and stop the oil ignition burners and the
For a start-up in free flow mode the following conditions must apply: ignition oil supply pump.
• The cargo tanks loaded with LNG.
• The main diesel generator engines operating on MDO. Start-Up after Gas Combustion Unit Malfunction Shut Down
• LD compressors not operational. Unpressurised BOG supplied If the burner has been shut down by the controller as a result of a malfunction,
to the LNG main and line valve CLG2934V open to the gas the cause of the fault must be identified and rectified before trying to restart
combustion unit plant. the gas combustion unit. Having completed the necessary repairs, press the
UNLOCK key on the BMS 2001 controller then set the plant to work in one
• The forcing vaporiser not in operation. of the modes previously detailed.
• Differential pressure of the BOG approximately 100mbar.
2.7 Marine Diesel Oil and Gas Oil Fuel Service Systems Illustrations
2.7.1 Marine Diesel Oil Bunkering and Transfer Systems 2.7.1a Marine Diesel Oil Bunkering and Transfer System
2.7.2 Gas Oil Bunkering and Transfer System 2.7.1b Marine Diesel Oil Bunkering and Transfer System - On Deck
2.7.3 Marine Diesel Oil Separating System 2.7.2a Gas Oil Bunkering and Transfer System
2.7.4 Main Generator Engine Diesel Oil System 2.7.3a Marine Diesel Oil Separating System
2.7.5 Diesel Generator Engine Fuel Gas System 2.7.4a Main Generator Diesel Oil System - Generators 1 and 2
2.7.6 Emergency Diesel Generator Gas Oil System 2.7.4b Main Generator Diesel Oil System - Generators 3 and 4
2.7.7 Incinerator Fuel Oil System 2.7.5a Diesel Generator Fuel Gas System
2.7.8 Gas Combustion Unit Diesel and Gas Oil Systems 2.7.5b Natural Boil-Off Gas System
2.7.9 Inert Gas Generator Gas Oil System 2.7.5c Forced Boil-Off Gas System
2.7.10 Auxiliary Boiler Marine Diesel Oil Service System 2.7.6a Emergency Diesel Generator Gas Oil Service System
2.7.7a Incinerator Fuel Oil Service System
2.7.8a Gas Combustion Unit Fuel Oil and Fuel Gas System
2.7.9a Inert Gas Generator Gas Oil System
2.7.10a Boiler Fuel Oil Service System

Illustration 2.7.1a Marine Diesel Oil Bunkering and Transfer System

From To/From Emergency Generator From
Incinerator Tank Engine Gas Oil Tank (2.7.6a) Inert Gas Generator
Overflow Fuel Oil Pump (2.7.9a)
(2.7.7a)
Marine Diesel Oil
Service Tank
Inert Gas Generator Marine Diesel Oil Settling
Port (200.2m3) Marine Diesel Oil
Gas Oil Tank Port (144.2m3)
Service Tank Bunker Tank
F14V (103.3m3) F12V F10V Port F8V
F22V F20V F18V (431.2m3) F16V
F5V F6V DO31 F3V DO29 DO25 F1V

To Inert Gas IAS LS IAS LS IAS PM
Generator DO27
IAS
Fuel Oil Pump (2.7.9a)
LS
Marine Diesel Oil /
Gas Oil Drain from
Bunker Station
From Gas (See Illustration 2.7.1b)
Combustion Unit
F38V
F36V F24V To / From Marine

Diesel Oil
F25V Bunker Station
F37V F35V F34V From Gas F42V (See Illustration 2.7.1b)
Combustion Unit F23V To Incinerator
PI PI PI Marine Diesel
Gas Combustion Unit Oil Tank Gas Combustion Unit
No.2 No.1 Marine Diesel Oil (2.7.9a) Igniter Gas Oil
Gas Oil Service Tank (5m3) Service Tank (0.5m3)
CI CI Marine Diesel Oil CI F15V F41V
Transfer Pump Upper Deck
(2m3/h x 2.5bar) Transfer Pumps
(50m3/h x 4.5bar) To Gas Combustion
Unit Pump (2.7.8a) F7V F40V
F33V F29V F28V F27V F26V

To Generator Engine
Marine Diesel Oil Gravity Tank
To Gas Combustion
F30V Unit Ignition Pump
(2.7.8a)
LS
IAS DO28
To Oily Bilge IAS LS IAS PM
Tank (2.11.1a) F4V DO30 DO26 F2V
F31V
From Generator Engine
Fuel Oil Leakage (Port) (2.7.4a) Key
F43V Marine Diesel Oil Marine Diesel Oil
F13V F11V F9V
Marine Diesel Oil Settling Tank Bunker Tank Marine Diesel / Gas Oil
From Generator Engine F21V F19V F17V
Overflow Tank Starboard Starboard
Fuel Oil Leakage (Starboard) (2.7.4b) Marine Diesel Oil Service Bilge
F32V (41.6m3) (144.2m3) (534.5m3)
Tank Starboard
From Marine Diesel (200.2m3) Air
Oil Separator (2.7.3a)
From No.1 Generator Engine Marine Diesel Oil Gravity Tank (2.7.4a) Electrical Signal
From No.2 Generator Engine Marine Diesel Oil Gravity Tank (2.7.4b)
2.7 Marine Diesel Oil and Gas Oil Fuel If considered necessary, the transfer pumps can also be used to pump diesel After being tripped the valves must be reset locally. Each tank is also fitted
Service Systems oil between the port and starboard bunker tanks to aid the adjustment of the with a self-closing test cock to test for the presence of water and to drain any
ship’s list. water present. All tanks are provided with remote quantity indicators and with
high and low level alarms.
2.7.1 marine diesel oil Bunkering and Transfer
The MDO bunker tanks are filled from one of the bunkering stations located
Systems
on the port and starboard sides of the manifold between frames 92 and 98, see Each tank also has a self-closing sounding cock which is fitted with a test cock.
illustration 2.7.1b. At each bunker station there are separate MDO and gas oil In addition to these devices the MDO bunker, settling and service tanks have
Marine Diesel Oil Transfer Pump
bunkering connections. Sampling points are fitted to each of the fuel oil bunker a remote level indicator.
Maker: Taiko Kikai Industries Co. Ltd pipes after the bunker line valves.
Model: MSTE - 65HT The MDO transfer pump is also used in the transfer of MDO from the settling
Type: Vertical screw type The MDO bunkering cross-connection line is fitted with a pressure gauge at tanks or bunker tanks to the gas combustion unit MDO service tank located
No. of sets: 4 (forward pumps ?) each bunker station and a pressure relief valve set at x.x bar to protect the on deck No.2.
pipeline from over-pressurisation. The relief line vents to the aft starboard
Capacity: 50m3/h at 4.5 bar bunker tank which is fitted with a remote level indicator and a high level alarm The gas oil transfer pump is used for the transfer of gas oil from the inert gas
Motor rating: 440V, 22kW, 1,800 rpm to notify the duty engineer that a problem exists. The first high level alarm is generator gas oil service tank to the emergency generator gas oil tank, or to the
activated when the tank is part filled with the set point being adjustable through gas combustion unit gas oil service tank.
Gas Oil Transfer Pump the IAS but a second high/high level alarm is activated when it is 90% full.
Maker: Taiko Kikai Industries Co. Ltd Marine Diesel Fuel Oil Tanks
The MDO is normally transferred from the settling tanks to the service tanks
Model: MSHS - 2
via the MDO purifiers. The settling tanks must be sludged at regular intervals Compartment Capacity (S.G. 0.9)
Type: Horizontal screw type to remove any water that may have settled out from the fuel before they are Volume 100% (m3) 95% Full (m3)
No. of sets: 1 connected to the purifiers.
Aft MDO bunker tank (P) 431.2 409.6
Capacity: 2m3/h at 2.5 bar
If the settling tanks are to be filled by one of the MDO transfer pumps, Aft MDO bunker tank (S) 534.5 507.9
Motor rating: 440V, 1.5kW, 1,800 rpm
the pump may be started and stopped manually from the local position by Forward MDO tank (P) 2,491.1 2,366.5
the pumps or from the ECR through the IAS. An automatic stop facility is Forward MDO tank (S) 2,460.2 2,337.2
Introduction provided by means of a high level switch in each of the settling tanks. MDO settling tank (P) 144.2 137.0
MDO settling tank (S) 144.2 137.0
Marine diesel oil (MDO) are stored in the MDO storage tanks which are The MDO transfer pumps are selected for REMOTE operation at the local
MDO service tank (P) 200.2 190.2
located as follows: selector switch. The pumps can also be operated in LOCAL mode in which
case the pump is started and stopped by means of the local pushbuttons and MDO service tank (S) 200.2 190.2
• The port aft bunker tank is located between frames 52 and 67 in MDO overflow tank (C) 41.6 39.5
switches. When the MDO transfer pumps are selected to REMOTE mode, they
the engine room
are controlled from the IAS operator workstations via the MDO bunkering Total 6,648.4 6,305.0
• The starboard aft bunker tank is located between frames 45 and and transfer mimic. From this position they can be switched between duty and
67 in the engine room standby operation. Note: For the procedures that follow, ALL of the system valves are closed
• The two forward bunker tanks are located between frames 127 unless it is specifically stated that they are open.
The bunker tank filling valves from the bunkering line are pneumatically
and 151 under the bosun’s store
operated and can be operated from the bunkering mimic in the ECR but the
The MDO stored in the forward bunker tank is transferred to the aft bunker
bunker station valves are manual and must be operated locally. The transfer Preparation for the Loading or the Transfer of Bunkers
pump suction valves for the bunker tanks, deep tank, and overflow tanks can
tanks by one of the two forward transfer pumps located in the bow thruster
also operated from the mimic screen but the suction valves on the daily tanks Prior to bunkering, confirmation should be obtained that the specification of
room.
are manual. the marine diesel oil being delivered is the same as that ordered and that the
quantity being supplied is also that which was requested.
The MDO in the port and starboard bunker tanks can be transferred to the
The MDO overflow tank collects the overflow from the settling and bunker
settling tanks via the MDO transfer pumps. Illustration 2.7.1a above shows the
MDO tanks in the event of overfilling. The transfer pumps are used to pump At all times, company rules regarding bunkering must be complied with and
pipework layout to achieve such a transfer.
the contents of the overflow tanks to the settling tanks or ashore. the procedures below indicates what is generally required.
The purifiers can then be used to purify the fuel from either of these two
The bunker and service MDO tanks are fitted with remotely operated quick- The purpose of this procedure is to ensure that bunkers of the correct
settling tanks to the associated service tanks ready for immediate use. Section
closing type valves which can be closed from the fire control station on the specification and agreed quantity are received on board in a safe and efficient
2.7.3 of this manual deals with this process more fully.
port side of the upper deck. manner which minimises the risk of pollution.
Illustration 2.7.1b Marine Diesel Oil Bunkering and Transfer System - On Deck
Forward
Marine Diesel Oil Tanks
Forward Ballast Tank

Forward Marine Diesel

Oil Transfer Pumps
(50m3/hx4.5kg/cm2)
To Marine Diesel Oil DO17 DO13

Bunker Tank (Port)
(2.7.1a) DO23 PI
DO18 DO14 IAS
Side Passageway
PX
LIAH
IAS
DO06 DO03 DO01
LS
LI
Fore
No.4 Trunk Cofferdam No.3 Trunk Cofferdam No.2 Trunk Cofferdam No.1 Trunk Cofferdam No.2 No.1 Peak
Tank
Blowing Pipe LIAH
with Hose IAS
DO22 DO21 Coupling DO07
LS
DO10
Manifold Deck LI DO97 DO96
DO11
PX
DO04 DO02
Side Passageway
DO19 DO15 PI
PX
To/From IAS
Engine Room
(2.7.1a) DO20 DO16 DO24
Key
Marine Diesel / Gas Oil
Hydraulic Oil
Electrical Signal
a) Bunker barge tanks should be checked for water content. q) Oil spill containment and clean up equipment must be deployed e) Open the line valves at the selected bunkering station.
and ready for use. A check should be made on the containment
b) Representative samples are to be drawn using the continuous and clean up equipment prior to arrival at the bunker port to Description Port Bunker Starboard
drip method for the duration of the loading operation and they ensure that all items are correct. Station Bunker
are to be immediately dispatched for laboratory analysis. Forward or Aft Station
Procedure to Load Bunkers from a Barge Valves Forward or Aft
c) Where possible, new bunkers are to be segregated on board Valves
prior to use, until the results of the laboratory analysis have Bunker connection pipe valve DO14, DO18 DO15, DO19
been received. Prior to bunkering, the operation must be discussed with the bridge team where
any matters which are likely to interfere with bunkering must be raised. All
shipboard personnel must be made aware that bunkering is to take place. f) Establish effective communication between the bunkering
d) No internal transferring of bunkers should take place during
control room, the bunker barge and the bunkering station.
bunker loading operations.
CAUTION
g) Signal to the bunker barge to commence bunkering MDO at
e) The Chief Engineer should calculate the estimated finishing Before any MDO loading or transfer takes place the receiving tank must
an agreed slow rate. Only upon confirmation of there being no
ullages/dips, prior to the starting of loading. be checked to make certain that it has the capacity to receive the amount
leaks and that the MDO is going only into the nominated tanks,
of fuel that is to be loaded or transferred.
should the loading rate be increased.
f) Bunker tanks should not exceed 98% full (Check set point
onboard) and the overflow tanks should be empty prior to the a) At the bunker connection to be used, remove the blank and
commencing of bunkering. connect the bunkering hose. Ensure that the joint being used is Note: The maximum pressure in the bunker line should be kept below X.X
in good condition. bar otherwise the pipeline relief valve will lift and discharge the diesel to the
g) Any bunker barges attending the vessel are to be safely moored port bunker tank.
alongside before any part of the bunker loading operation b) Set up the bunker sampling equipment.
begins. h) Check the ship to bunker barge connection and the pipeline for
c) Ensure that the blank on the other bunkering connection is leaks.
h) Level alarms fitted to the tanks which are to be filled should be secure and that the main valve is closed and drain and sampling
tested prior to any bunker loading operations. valves are closed. Also check that the drip tray is empty and the i) Open the sampling valve and check that the drip sampler unit is
drain valve is closed. operating at the required rate.
i) Verify that the pipework is in a serviceable condition by visual
inspection. j) Speed up the bunkering to the agreed maximum rate.
Note: The drip tray is drained into a suitable container and the container must
be located close to the bunker station so that it may be used quickly should
j) Complete the pre-transfer checklist. k) As the level in the first MDO tank being filled approaches 95%,
that be necessary.
close in the filling valve to top up the tank slowly, then close
k) All personnel involved should be aware of the contents of the filling valve completely when the required level (98%) is
d) Open the filling valve(s) on the MDO bunker tanks to be filled. reached.
the bunker loading plan which must be discussed with the A number of tanks may be filled at the same time if necessary,
bunkering personnel prior to arrival at the bunker port. but care must be taken when valves are closed when the tanks l) Repeat the above until only two tanks remain open, then signal
are full, as the filling rate on the remaining tanks will increase. to the bunker barge to reduce the pumping rate.
l) The Chief Engineer is responsible for bunker loading operations, Attention must also be paid to the stability of the vessel. It is
assisted at all times by a sufficient number of officers and unlikely that all tanks will be filled at any bunkering operation
ratings to ensure that the operation is carried out safely. and only the filling valves on the tanks to be filled should be Note: When topping off, the flow of oil to the tank in question should be
opened. Bunkering is controlled from the IAS MDO bunkering reduced by diverting the flow of oil to another tank. In the case of the final
m) All personnel involved should be in radio contact, the radios and distribution mimic, with remotely operated valves being tank, the loading rate should be reduced to the agreed minimum at least 20
being tested prior to the bunkering operation. opened and closed as required. minutes before the finishing tank quantity is reached.
n) Safe means of access to barges shall be used at all times. m) When down to the final tank, signal to the bunker barge to
Tank Designation Remotely Operated Filling Valve
further reduce the flow rate until the tank is full and then signal
o) Scuppers and save-alls (including those around bunker tank Aft MDO bunker tank (P) F1V the bunker barge to stop pumping.
vents) should be effectively plugged and drain valves (port Aft MDO bunker tank (S) F2V
bunker station) and (starboard bunker station) are to be closed. Forward MDO tank (P) filling valve DO10
Forward MDO tank (S) filling valve DO11
p) Drip trays are provided at bunker hose connections.

(2.7.7a)
Marine Diesel Oil
Service Tank
F14V (103.3m3) F12V F10V Port F8V
F22V F20V F18V (431.2m3) F16V

Generator DO27
IAS
LS
Marine Diesel Oil /
Gas Oil Drain from
Bunker Station
Combustion Unit
F38V

Diesel Oil
F25V Bunker Station

To Generator Engine
To Gas Combustion
(2.7.8a)
LS
IAS DO28
F31V
F13V F11V F9V
F32V (41.6m3) (144.2m3) (534.5m3)
Tank Starboard
CAUTION b) At the IAS MDO bunkering and distribution mimic ensure that
Position Description Valve the MDO transfer pumps are selected for AUTO REMOTE
At least one bunker tank filling valve must be fully open at all times Open No.2 forward MDO transfer pump remote DO04 operation.
during the bunkering operation. operated discharge valve
Open Suction and discharge pressure transmitter DO05, DO08 c) Start the No.1 MDO transfer pump and transfer the required
n) Close the valve at the bunkering station.
isolating valves amount of fuel from the port bunker tank to the port settling
Open Manually operated deck line isolating valve DO24 tank. After the fuel has been transferred stop the pump and
o) Open the vent at the bunkering connection and allow the hose
Open Aft port MDO bunker tank remote operated DO25 record the transfer in the Oil Record Book. The port MDO
to drain back to the supplier.
filling valve bunker and settling tank valves must then be closed.
p) Disconnect the hose connection and replace the blank.
Note: The port and starboard settling tanks are fitted with level switches for
c) Start the No.2 forward MDO transfer pump and transfer the
automatic stopping of the engine room MDO transfer pumps when they are
q) Close the tank filling valves on the final tank which has been required amount of fuel from the forward port bunker tank to
selected for automatic operation.
filled. the aft port bunker tank. After the fuel has been transferred stop
the pump and record the transfer in the Oil Record Book. The MDO is transferred from a settling tank to a service tank using one of the
r) Collect and label samples and send ashore for laboratory testing aft port MDO bunker tank filling valve must then be closed. The purifiers. This ensures that water and solid impurities are removed from the oil
and analysis. procedure for transfer of MDO from the forward port tank to the before it is used by the diesel generators.
aft starboard bunker tank is the same as given above except for
s) Drain the drip tray at the bunker station of any oil which is present the setting of the bunker tank filling valves.
Procedure for the Transfer of Marine Diesel Oil from a Diesel
and mop up the remaining oil film until the drip tray is dry.
Oil Tank on One Side of the Vessel to a Diesel Oil Tank on the
Procedure for the Transfer of Marine Diesel Oil from a Marine Other Side of the Vessel
Note: All relevant information is to be entered in the Oil Record Book on
Diesel Oil Bunker Tank to a Marine Diesel Oil Settling Tank
completion of the loading or transfer of bunkers. To assist in adjusting the trim of the vessel, or for other reasons, it may be
Normally each of the engine room MDO transfer pumps are set up for either necessary to transfer MDO from one side of the vessel to the other, in this case
the port side transfer of MDO, or the starboard side transfer of MDO. The from the port to the starboard side.
Procedure for the Transfer of Marine Diesel Oil using the
Forward Marine Diesel Oil Transfer Pumps following procedure assumes that No.1 MDO transfer pump is used for
transferring MDO from the port bunker tank to the port settling tank. The procedure below describes using No.2 MDO transfer pump to transfer
from the port bunker tank to the starboard settling tank, with the setting of the
The description assumes transfer of MDO from the forward port bunker tank valves as listed in the table below:
to the aft port bunker tank, using No.2 forward MDO transfer pump. a) Set the valves according to the table below:

a) At the IAS MDO bunkering and distribution mimic ensure that Position Description Valve
the MDO transfer pumps are selected for MANUAL REMOTE Open Port MDO bunker tank quick-closing suction F1V
Open Port MDO bunker tank quick-closing suction F1V
operation. valve
valve
Open Port MDO bunker tank remote operated DO27
Open Port MDO bunker tank remote operated DO27
b) Set the valves as in the following table. The aft MDO bunker suction valve
suction valve
tanks are fitted with quick-closing outlet valves which may be Open No.2 MDO transfer pump suction valve F29V
Open No.1 MDO transfer pump suction valve F27V
closed remotely when required. These valves are normally left from bunker tank
from bunker tank
open and flow is controlled by the remote operated valve. Open Transfer pumps suction crossover valve F30V
Locked Transfer pumps suction crossover valve F30V
closed Closed No.2 MDO transfer pump suction valve F28V
Note: All bunker station valves must be closed and a check made to ensure from overflow tank
Closed No.1 MDO transfer pump suction valve F26V
that the blanks are fitted correctly. Open No.1 MDO transfer pump discharge valve F35V
from overflow tank
Open No.1 MDO transfer pump discharge valve F34V Locked Transfer pumps discharge crossover valve F36V
Position Description Valve closed
Locked Transfer pumps discharge crossover valve F36V
Open Forward port MDO bunker tank remote DO06 Closed Discharge valve to the bunker station F25V
closed
operated suction valve Closed GCU MDO service tank filling valve F23V
Closed Discharge valve to the bunker station F24V
Open No.2 forward MDO transfer pump suction DO03
valve Open Port MDO settling tank remote operated DO29 Position Description Valve
filling valve Open Starboard MDO settling tank remote DO30
operated filling valve

(2.7.7a)
Marine Diesel Oil
Service Tank
F14V (103.3m3) F12V F10V Port F8V
F22V F20V F18V (431.2m3) F16V

Generator DO27
IAS
LS
Marine Diesel Oil /
Gas Oil Drain from
Bunker Station
Combustion Unit
F38V

Diesel Oil
F25V Bunker Station

To Generator Engine
To Gas Combustion
(2.7.8a)
LS
IAS DO28
F31V
F13V F11V F9V
F32V (41.6m3) (144.2m3) (534.5m3)
Tank Starboard
a) At the IAS MDO bunkering and distribution mimic ensure that Procedure for Transferring Marine Diesel Oil to the Gas
the MDO transfer pumps are selected for MANUAL REMOTE Combustion Unit Marine Diesel Oil Tank
operation.
MDO may be transferred from the MDO aft bunker, service, or overflow tanks
b) Start the No.2 MDO transfer pump and transfer the required to the gas combustion unit (GCU) MDO tank using the MDO transfer pumps.
amount of fuel from the port bunker tank to the starboard
bunker tank. After the fuel has been transferred stop the pump The procedure that follows assumes that MDO is being taken from the port
and record the transfer in the Oil Record Book. The port and MDO bunker tank, using No.2 MDO transfer pump. MDO may be taken from
starboard MDO tanks and transfer pump line valves must then any of the other tanks mentioned above, provided that the tank suction and line
be closed. valves are open.
Procedure for the Transfer of Marine Diesel Oil from the a) Set the valves as in the following table
Marine Diesel Oil Overflow Tank using No.1 Marine Diesel Oil
Transfer Pump
Open Port MDO bunker tank quick-closing outlet F1V
MDO may be transferred from the overflow tank to the MDO settling tanks valve
using the MDO transfer pumps. The procedure described is using No.1 MDO Open Port MDO bunker tank remote operating DO27
transfer pump, with the valves set according to the table below. valve
Open MDO transfer pumps suction crossover valve F30V
Position Description Valve Open No.2 MDO transfer pump suction valve F29V
Open MDO overflow tank suction valve F31V Closed No.2 MDO transfer pump suction valve from F28V
Open No.1 MDO transfer pump suction valve F26V overflow tank
from overflow tank Open No.2 MDO transfer pump discharge valve F35V
Closed No.1 MDO transfer pump suction valve F27V Locked Transfer pumps discharge crossover valve F36V
from bunker tank closed
Open No.1 MDO transfer pump discharge valve F34V Closed Discharge valve to bunker station F25V
Locked Transfer pumps discharge crossover valve F36V Open GCU MDO service tank filling valve F23V
closed Closed Starboard MDO settling tank remote DO30
Closed Discharge valve to the bunker station F24V operating filling valve
Open Port MDO settling tank remote operated DO29
filling valve b) Determine the amount of fuel to be transferred to the GCU tank
and start the MDO transfer pump. This can be done manually
a) At the IAS MDO bunkering and distribution mimic ensure that from the pump local position or from the local position at the
the MDO transfer pumps are selected for MANUAL REMOTE MDO GCU tank.
operation.
c) Stop the pump and close the valves when the desired quantity
b) Start the No.1 MDO transfer pump and transfer the required of fuel has been transferred and record the transfer in the Oil
amount of fuel from the overflow tank to the port bunker tank. Record Book.
After the fuel has been transferred stop the pump and record
the transfer in the Oil Record Book. The port MDO bunker
tank, overflow tank and transfer pump line valves must then be
closed.
Illustration 2.7.2a Gas Oil Bunkering and Transfer System

(2.7.7a)
Inert Gas Generator Gas Marine Diesel Oil Service Marine Diesel Oil Settling Marine Diesel Oil Bunker
Oil Service Tank (103.3m3) Tank Port (200.2m3) Tank Port (144.2m3) Tank Port (431.2m3)
F14V F12V F10V F8V

F22V F20V F18V F16V

Generator DO27
IAS
LS
Marine Diesel Oil /
Gas Oil Drain from
Bunker Station
Combustion Unit
F38V

Diesel Oil
F25V Bunker Station
Gas Combustion Oil Tank Gas Combustion
No.2 No.1 Unit Marine Diesel (2.7.9a) Unit Igniter Gas Oil
Gas Oil Oil Service Tank (5m3) Service Tank (0.5m3)

To Generator Engine
To Gas Combustion
(2.7.8a)
LS
IAS DO28
F31V
F43V Marine Diesel F13V F11V F9V
Oil Overflow Tank Marine Diesel / Gas Oil
Fuel Oil Leakage (Starboard) (2.7.4b) (41.6m3) Marine Diesel Oil Service Marine Diesel Oil Settling Marine Diesel Oil Bunker
F32V Bilge
Tank Starboard (200.2m3) Tank Starboard (144.2m3) Tank Starboard (534.5m3)
From Marine Diesel Air
2.7.2 gas oil Bunkering and Transfer System c) Ensure that the blank on the other bunkering connection is n) Disconnect the hose connection and replace the blank.
secure and that the main valve is closed and drain and sampling
Gas Oil Transfer Pump valves are closed. Also check that the drip tray is empty and the o) Close the IGG GO service tank filling valve DO13.
Maker: Taiko Kikai Industries Co. Ltd drain valve is closed.
p) Collect and label the sample and send it ashore for laboratory
Model: MSHS - 2
Note: The drip tray is drained into a suitable container and the container must testing and analysis.
Type: Horizontal screw type
be located close to the bunker station so that it may be used quickly should
No. of sets: 1 that be necessary. q) Drain the drip tray at the bunker station of any oil which is
Capacity: 2m3/h at 2.5 bar present and mop up the remaining oil film until the drip tray is
Motor rating: 440V, 1.5kW, 1,800 rpm d) Set the valves as in the following table. The description assumes dry.
that the port GO bunkering station is being used.
r) Record full details of the bunkering operation in the Oil Record
Introduction Position Description Valve
Book.
Open Port bunker forward or aft connection valve DO14, DO18
Gas oil (GO) is stored in the inert gas generator (IGG) gas oil service tank and
Closed Starboard bunker forward or aft connection DO15, DO19 Procedure for the Transfer of Gas Oil to the Emergency
is used to replenish the emergency gas oil tank, that supplies the emergency
diesel generator and the GCU igniter GO service tank. valve Generator Engine Gas Oil Tank using the Gas Oil Transfer
Open IGG GO service tank inlet valve DO13 Pump
The IGG gas oil service tank is located between frames 45 and 52 on the port
side of the 2nd deck level and has a capacity of 103.3m3. The emergency e) Establish effective communication between the bunkering The following describes the transfer of GO from the inert gas generator gas
GO tank is located in the emergency generator room and has a capacity of control room, the bunker barge and the bunkering station. Agree oil service tank to the emergency generator engine GO tank. The GO transfer
X.Xm3. the amount of GO to be loaded. pump has a manual start and stop facility at the bunker station, at the pump’s
local starter panel and at the emergency GO tank.
Gas oil is loaded from the bunker stations on the port and starboard sides of f) Signal to the bunker barge to commence bunkering GO at a
the ship via a 100mm diameter pipe. The bunker cross-connection line is fitted slow rate. a) To transfer the fuel, set the valves in accordance with the
with a relief valve which lifts at a pressure of 6.0 bar and the relief line vents following table:
to the starboard aft MDO bunker tank in the engine room. g) Check the ship to bunker barge connection and pipeline for
leaks. Position Description Valve
The IGG gas oil service tank, the GCU igniter GO service tank and the Open IGG gas oil service tank quick-closing outlet F6V
emergency GO tank are fitted with self-closing drain valves to allow for the h) Check that GO is flowing into the IGG gas oil service tank. valve
removal of water which settles in the tanks. The tanks have quick-closing Open the sampling valve and check that the drip sampler unit is
Closed IGG gas oil service run down valve to MDO F38V
outlet valves which can be operated from the fire control station. operating at the required rate.
overflow tank
i) Speed up bunkering to the agreed maximum rate. The bunker Open GO transfer pump suction valve F33V
Preparation for Loading or Transfer of Gas Oil filling line is fitted with a relief valve set to lift at 6.0 bar and Open GO transfer pump discharge valve F37V
the relief line vents to the starboard aft MDO bunker tank in the Open Emergency generator engine GO tank inlet XXX
The same checks and precautions must be followed for the loading and transfer engine room. valve
of GO as described previously for the loading and transfer of MDO bunkers.
j) As the level in the IGG gas oil service approaches 95% (Check) b) Start the gas oil transfer pump and transfer the required amount
Procedure to Load Gas Oil from a Barge signal to the bunker barge to reduce the pumping rate. of oil to the emergency diesel generator GO tank. The tank will
overflow back to the IGG gas oil service tank when full.
a) At the bunker connection to be used, remove the blank and k) When the IGG gas oil service tank reaches 98% (Check) full,
connect the bunkering hose. Ensure that the joint being used is signal to the bunker barge to stop pumping. c) When the desired quantity of gas oil has been transferred, stop
in good condition. the transfer pump and record the details of the transfer in the Oil
l) Close the valve at the bunkering station. Record Book.
b) Set up the bunker sampling equipment.
m) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.
Illustration 2.7.2a Gas Oil Bunkering and Transfer System

(2.7.7a)
Inert Gas Generator Gas Marine Diesel Oil Service Marine Diesel Oil Settling Marine Diesel Oil Bunker
Oil Service Tank (103.3m3) Tank Port (200.2m3) Tank Port (144.2m3) Tank Port (431.2m3)
F14V F12V F10V F8V

F22V F20V F18V F16V

Generator DO27
IAS
LS
Marine Diesel Oil /
Gas Oil Drain from
Bunker Station
Combustion Unit
F38V

Diesel Oil
F25V Bunker Station
Gas Combustion Oil Tank Gas Combustion
No.2 No.1 Unit Marine Diesel (2.7.9a) Unit Igniter Gas Oil
Gas Oil Oil Service Tank (5m3) Service Tank (0.5m3)

To Generator Engine
To Gas Combustion
(2.7.8a)
LS
IAS DO28
F31V
F43V Marine Diesel F13V F11V F9V
Oil Overflow Tank Marine Diesel / Gas Oil
Fuel Oil Leakage (Starboard) (2.7.4b) (41.6m3) Marine Diesel Oil Service Marine Diesel Oil Settling Marine Diesel Oil Bunker
F32V Bilge
Tank Starboard (200.2m3) Tank Starboard (144.2m3) Tank Starboard (534.5m3)
From Marine Diesel Air
Procedure for the Transfer of Gas Oil to the Gas Combustion

Unit Igniter Gas Oil Service Tank using the Gas Oil Transfer
Pump
The following describes the transfer of GO from the inert gas generator gas oil
service tank to the emergency GO tank. The GO transfer pump has a manual
start and stop facility at the bunker station, at the pump’s local starter panel and
at the emergency GO tank.
a) To transfer the fuel, set the valves in accordance with the

following table:

Open IGG gas oil service tank quick-closing outlet F6V
valve
Closed IGG gas oil service run down valve to MDO F38V
overflow tank
Open GO transfer pump suction valve F33V
Open GO transfer pump discharge valve F37V
Open Emergency GO tank inlet valve XXX Photographs of the bunker station start/stop facility to insert here
b) Start the gas oil transfer pump and transfer the required amount
of oil to the emergency diesel generator service tank. The tank
will overflow back to the IGG gas oil service tank when full.
c) When the desired quantity of gas oil has been transferred, stop
the transfer pump and record the details of the transfer in the Oil
Record Book.
Illustration 2.7.3a Marine Diesel Oil Separating System
Key
Marine Diesel Oil Marine Diesel Oil Marine Diesel Oil Marine Diesel Oil
Service Tank Port Settling Tank Port Service Tank Starboard Settling Tank Starboard
(200.2m3) (144.2m3) (200.2m3) (144.2m3)
Air
Sludge / Waste Oil
F101V F102V Bilge F103V F104V
Electrical Signal To Boiler

F105V F106V
To Boiler
F133V F134V
F107V F108V
No.3 Marine Diesel Oil No.2 Marine Diesel Oil No.1 Marine Diesel Oil
Separator Heater Separator Heater Separator Heater
F111V F110V F109V
PI PI PI
F126V F124V F122V
Marine Diesel CI CI CI
Oil Separator
Supply Pumps No.3 No.2 No.1
F125V F123V F121V (5.3m3/h x 3kg/cm2) PI PI PI
F114V F113V F112V
F116V F115V
S S S
TIAH TIAH TIAH F117V
IAS
TX Air IAS
TX Air IAS
TX Air
F118V
F129V F128V F127V

FI FI FI
To Marine
PAL PI PAL PI PAL PI
Diesel Oil
Overflow Tank F120V F119V
No.3 Marine No.2 Marine No.1 Marine

Diesel Oil Separator Diesel Oil Separator Diesel Oil Separator Purifier
(5,300 litres/h) (5,300 litres/h) (5,300 litres/h) Work Bench
F135V
LS LS LS
To Waste Oil F139V F138V F137V
Transfer Pump F136V
(2.11.1a) LAH
LS
IAS
Sludge Tank
To Oily
(33.9m3)
Bilge Tank
2.7.3 marine Diesel Oil Separating System The MDO separators take MDO from the MDO settling tanks and discharge it bowl causes the liquid mixture to separate into its different constituents within
to the MDO service tank. There are two MDO settling tanks and each has an the disc stack.
associated MDO service tank, the tanks being grouped as a starboard and a port
Marine Diesel Oil Separator
pair. Although cleaned MDO is normally discharged from the MDO separator The solid particles suspended in the oil settle on the underside of the discs
Maker: Westfalia to the service tank on the same side of the ship as the settling tank from which and slide down into the solids holding space at the periphery of the bowl. The
No. of sets: 3 it has been taken, crossover valves allow cleaned MDO to be discharged to smooth disc surfaces allow the solids to slide down and provide self-cleaning
Model: OSD 18-19-067; Design 15 either MDO service tank. of the discs. Each bowl assembly is fitted with a regulating ring, sometimes
referred to as a gravity disc. The diameter of the gravity disc will determine the
Capacity: 5,300 litres/h
This arrangement of crossover valves allows for maximum flexibility in the position of the interface between the oil and the collected separated water and
use of MDO separators, supply pumps and service/settling tanks. is set according to the density of the oil to be cleaned.
Marine Diesel Oil Separator Supply Pump
No.1 separator supply pump has a direct suction line from the port MDO Being of the self-cleaning type, the accumulated solids within the holding
Maker: XXX settling tank and so this supply pump and No.1 MDO separator will normally space are ejected at predetermined intervals depending on the quality of the
Type: Screw be used with the port MDO settling and service tanks. No.3 separator supply oil. The cleaning cycle is achieved automatically; a number of control valves
No. of sets: 3 pump has a direct suction line from the starboard MDO settling tank and so act to allow the oil to bypass the separator and to open the bowl for a set time.
this supply pump and No.3 MDO separator will normally be used with the There is a water monitoring system (WMS), which controls the discharge of
Model: XXX
starboard MDO settling and service tanks. No.2 MDO separator and its supply water and a sludge monitoring system (SMS), which controls the discharge of
Capacity: 5,300 litres/h at 3.0kg/cm2 pump is in reserve and may be used on either the port or the starboard tanks. sludge.
Although MDO has a low viscosity heating is applied prior to separating in

Heaters
order to increase the relative densities of the oil, water and solids in the MDO Separator Control System
Maker: XXX supplied to the separator. The larger the difference in relative densities the
more effective will be the separation process. The normal heating temperature The D10 control unit is used for the automatic ejection control and condition
No. of sets: 3
for MDO is 60°C; the high temperature alarm is activated at a temperature monitoring of the fuel oil separator. Each fuel oil separator has its own D10
Model: Shell and tube; steam heated control unit
of 70°C and the low temperature alarm is activated at a temperature of 50°C.
Cleaned MDO is then discharged to the appropriate MDO service tank.
The control unit has three modes of operation.
Introduction
Instrument air is supplied to the separators to control the supply of oil to the 1) Partial ejections
bowl and the automatic discharge facility; the supply comes from the control
WARNING 2) Total ejections
air system. Fresh water is supplied for sealing and flushing purposes; the fresh
Care must be taken when operating the separator system. Hot oil and water supply comes from the fresh water hydrophore system. 3) Preselected partial ejections followed by total ejection
steam are present and can result in serious injury if leakage occurs.
There is a fire risk from the presence of hot oil and all precautions must The MDO service tanks overflow to the associated settling tank. When the The monitoring and control system provides two basic monitoring systems.
be taken to prevent a fire and to deal with one should an outbreak occur. engines are operating on gas the use of MDO is very small and the separators 1) Water monitoring system (WMS)
The extinguishing system must be checked frequently. will be operated as required in order to fill the MDO service tanks. When the
tank is full the separator will be stopped. When the engines are operating on 2) Sludge space monitoring system (SMS)
CAUTION MDO the separators are normally operated so that the throughput matches the
Centrifuges operate on an automatic sludging system but failure of the MDO consumption and so the MDO service tanks may be maintained close to Water Monitoring System
system to effectively discharge sludge can cause overload and subsequent the full level.
Water which is separated from the oil collects in the outer part of the bowl. The
breakdown of the bowl arrangement which rotates at high speed. After separating disc in the bowl continuously directs a small flow from the outer
manual cleaning, care is needed to ensure that the bowl is assembled Separator Operation part of the bowl to the sensing liquid pump, which discharges this flow to a
correctly, as incorrect assembly can result in disintegration at high conductivity sensor. If the conductivity sensor detects the presence of water it
rotational speed. All operating and maintenance precautions stipulated Liquid mixtures and solid/liquid mixtures can be separated by two methods, means that a reasonable amount of water is present in the bowl. The control
by the manufacturer in the maintenance manual must be observed. the gravity field of a settling tank or the centrifugal field of a separator bowl. system then opens a solenoid operated valve to discharge the water through
Both systems rely on the product components having different densities. Since the dirty water outlet; the separator is operating as a purifier. When the water
There are three centrifugal self-cleaning MDO separators and three MDO the centrifugal force of a separator is considerably more effective than the has been discharged the valve is closed and the separator resumes operation as
separator supply pumps. Each separator has a dedicated heater but crossover gravity field of a settling tank the centrifugal force method is used. The heated a clarifier.
valves allow any supply pump to feed MDO to any MDO separator. However, dirty oil enters the separator and the centrifugal force created by the rotating
each separator is normally supplied by its own designated supply pump.
Key
(200.2m3) (144.2m3) (200.2m3) (144.2m3)
Air
Sludge / Waste Oil

F105V F106V
To Boiler
F133V F134V
F107V F108V
F111V F110V F109V
PI PI PI
F126V F124V F122V
Oil Separator
F114V F113V F112V
F116V F115V
S S S
IAS
TX Air IAS
TX Air IAS
TX Air
F118V
F129V F128V F127V

FI FI FI
To Marine
Diesel Oil

F135V
LS LS LS
Transfer Pump F136V
(2.11.1a) LAH
LS
IAS
Sludge Tank
To Oily
(33.9m3)
Bilge Tank
Sludge Monitoring System Procedure for Separating Marine Diesel Oil in the Centrifugal Position Description Valve
Desludging of the bowl normally takes place at timed intervals, which are Separator System Open No.1 MDO separator outlet valve
changed to suit the quality of the oil being treated. A sensor in the sludge Closed No.1 MDO separator outlet valve to starboard F134V
monitoring system detects the buildup of sludge/water in the sludge space of The procedure described is for one separator operation, with a single separator
MDO service tank
the bowl. If the amount of sludge becomes excessive, the system will activate dealing with the MDO in the port or starboard system. In the examples
described No.1 MDO separator system will be operating on the port MDO Starboard MDO Tank Valves and No.3 MDO Separator System
the automatic desludging procedure even though a timed desludging operation
is not due. If there are more than two untimed desludging operations between settling and service tanks and No.3 MDO separator will be operating on the Open Starboard MDO settling tank quick-closing outlet F104V
normal timed desludging operations an alarm is activated and this requires the starboard settling and service tanks. No.2 MDO separator is shown as set for valve
intervention of an engineer. the port tanks in this example. Closed Crossover valve between starboard MDO settling F106V
and service tanks suction valves
The illuminated LCD provides information about the operating parameters of a) Ensure that the port and starboard MDO settling tanks are filled Open No.3 MDO separator supply pump suction valve F111V
the separator; all the relevant process data and alarm conditions are displayed. to their maximum level. Closed Crossover suction valve to No.2 MDO separator F107V
The components which are controlled or monitored by the control system supply pump suction
include: b) Check and record the level of oil in the MDO settling tank and
Open No.3 MDO separator supply pump discharge F114V
service tanks. This should be done daily.
• Oil inlet/bypass valve (three-way circulation valve) valve
• Flushing water c) All valves in the separator system are to be initially closed. Closed Crossover discharge valve from No.2 MDO F116V
separator supply pump
• Operating water
d) Clean the separator supply pump strainers. Closed No.3 separator supply pump discharge valve to F118V
• Circuit and water discharge valve the port MDO settling tank
• Water sensor e) Set the valves, as indicated in the table below, to take suction Open No.3 MDO separator heater inlet valve F125V
from the MDO settling tank and discharge cleaned MDO to the Open No.3 MDO separator heater outlet valve F126V
• Oil inlet temperature associated (port or starboard) MDO service tank. The operator
Set No.3 MDO separator flow control valve
• Audible alarms must check that the valves are correctly set before starting the
separator. Operational No.3 MDO separator three-way valve
Software assignment for each separator is carried out in the factory using Open No.3 MDO separator recirculating valve F129V
a password function. Any alterations to the set parameters should only be Position Description Valve Open No.3 MDO separator outlet valve
carried out by a person authorised to make such changes. Changes in parameter Port MDO Tank Valves and No.1 MDO Separator System Closed No.3 MDO separator outlet valve to port MDO F133V
settings is not an operational requirement of the separators and is not normally Open Port MDO settling tank quick-closing outlet F102V service tank
necessary once the system has been configured for the type of fuel oil being valve No.2 MDO Separator Operating on the Port or Starboard MDO Tanks
treated. If any change in parameter settings is required this must only be carried (Valves shown set for the port tanks)
Closed Crossover valve between port MDO settling and F105V
out with the approval of the Chief Engineer and after consultation with the Open Port MDO settling tank quick-closing outlet F102V
service tank suction valves
control system manual. valve
Open No.1 MDO separator supply pump suction valve F109V
Closed Crossover suction valve to No.2 MDO separator F108V Closed Crossover valve between port MDO settling and F105V
The desludging time interval is initially set so that the bowl will open and
supply pump suction service tank suction valves
discharge the sludge and water before the sludge space is filled. If the
desludging time interval is too short there is excessive sludging and the Open No.1 MDO separator supply pump discharge F112V Open No.2 MDO separator supply pump suction valve F110V
efficiency of the system can suffer. valve Open Crossover suction valve to No.2 MDO separator F108V
Closed Crossover discharge valve from No.2 MDO F115V supply pump suction
The fuel oil separators require compressed air and fresh water supplies for separator supply pump Open No.2 MDO separator supply pump discharge F113V
control and bowl operation/flushing. Supply systems for these are covered valve
Closed No.1 separator supply pump discharge valve to F117V
in the relevant control air system and fresh water sections of this machinery Closed Crossover discharge valves from No.2 MDO F115V,
the port MDO settling tank
operating manual. separator supply pump F116V
Open No.1 MDO separator heater inlet valve F121V
Open No.1 MDO separator heater outlet valve F122V Closed No.2 separator supply pump discharge valve to F119V,
Each separator discharges sludge from the separator to the separator sludge
the port and starboard MDO settling tanks F120V
tank. Set No.1 MDO separator flow control valve
Open No.2 MDO separator heater inlet valve F123V
Operational No.1 MDO separator three-way valve
Open No.2 MDO separator heater outlet valve F124V
Open No.1 MDO separator recirculating valve F127V
Set No.2 MDO separator flow control valve
Key
(200.2m3) (144.2m3) (200.2m3) (144.2m3)
Air
Sludge / Waste Oil

F105V F106V
To Boiler
F133V F134V
F107V F108V
F111V F110V F109V
PI PI PI
F126V F124V F122V
Oil Separator
F114V F113V F112V
F116V F115V
S S S
IAS
TX Air IAS
TX Air IAS
TX Air
F118V
F129V F128V F127V

FI FI FI
To Marine
Diesel Oil

F135V
LS LS LS
Transfer Pump F136V
(2.11.1a) LAH
LS
IAS
Sludge Tank
To Oily
(33.9m3)
Bilge Tank
Position Description Valve h) Ensure that the D10 control unit is switched on and that it is (Author`s Note: It is assumed that a D10 separator controller is fitted as this
fully functional. The LAMP TEST pushbutton, on the D10 is standard with Westfalia separators; if a different controller is fitted the text
Operational No.2 MDO separator three-way valve
panel, must be pressed to test all illuminated indicators. must be amended.)
Open No.2 MDO separator recirculating valve F128V
Open No.2 MDO separator outlet valve i) Start the separator feed/supply pump by pressing the FEED Procedure to Stop the Separator
Open No.2 MDO separator outlet valve to port MDO F134V PUMP ON pushbutton at the separator local panel. The three-
way valve will ensure the HFO bypasses the separator and a) Press the PROCESS STOP soft pushbutton. Two total ejections
service tank
returns to HFO settling tank. will be triggered and the separator will stop automatically. The
Closed No.2 MDO separator outlet valve to starboard F133V HFO will be automatically recirculated through the three-way
MDO service tank valve back to HFO settling tank.
j) Start the separator by pressing the SEPARATOR ON pushbutton
If No.2 MDO separator was to operate on the starboard MDO tanks the at the local panel. Ensure that the bowl runs up to speed smoothly
before continuing. b) Regulate the steam to the heater and allow the oil to cool.
starboard MDO settling tank quick-closing outlet valve F104V would have
to be open and the crossover valve F106V closed. The suction valve F107V c) The feed pump will need to be stopped if it is running in manual
to No.2 separator supply pump would have to be open and valve F108V from k) Using the manual valves on the solenoid valves ensure the
operating water opens and closes the bowl. mode.
the port system closed. The separator discharge valve to the starboard MDO
service tank F133V would have to be open and the discharge valve F134V to d) Close the control air and operating water valves to the separator
the port MDO service tank closed. l) Turn the sludge discharge selector switch to the AUTOMATIC
position. along with any other valves opened prior to start up.
If the MDO separator supply pumps were to operate with a separator other than e) Once the separator has come to a complete stop the brake can
the associated separator then discharge crossover valves F115V and F116V m) Slowly open the steam supply for the separator heater; the drain
valve is normally left open. be applied and preparations made for cleaning if required.
would have to be opened as required.
n) Check that the automatic controller has taken control of the CAUTION
Note: The sludge tank inlet valves from the separators F137V, F138V and
system and is maintaining the oil at the correct temperature. It is essential that the manufacturer’s instructions regarding the stopping
F139V are normally left open.
and dismantling of the separator are followed exactly to avoid the risk of
o) Once the MDO temperature is above the minimum setting, start damage. Separator bowls rotate at very high speed and any imbalance
CAUTION the programme by pressing PROCESS START soft pushbutton or loose connection can have serious consequences.
Before operating a separator a second check must be made to ensure on the D10 control panel. This will initiate a start sequence
that the correct valves are open for the separator, heater and pump to including a sludge and discharge test and operate the separator
be operated as well as the HFO tank system. in automatic mode. Once the separator is running and no
signs of abnormal vibrations are evident, all temperatures and
The separator heater is supplied with steam as the heating medium and the pressures should be recorded. Check the levels of the fuel tanks
condensate drain valve from the heater must always be open. The heater in use.
is controlled by the control system and the main separator control system
regulates the steam supply to give the correct temperature for the grade of oil. Note: The separator will operate automatically, sludging at timed intervals
This temperature will have been set at commissioning and will not require or when the control system detects high level of sludge in the bowl. Water
changing unless the grade of MDO is changed. will be discharged automatically from the bowl. Manual intervention is not
required but visual checks must be undertaken frequently to ensure that the
The separator regulating inlet valve should be set for the desired flow rate and system is functioning correctly.
should not be adjusted during normal running conditions.
The MDO separator may be operated continuously as required but it must
f) Ensure the separator brake is off and that the separator is free to be shut down periodically for cleaning and inspection according to the
rotate. Check the separator gearbox oil level. manufacturer’s recommendations.
g) Turn the separator power supply switch to the ON position and The controller has been preprogrammed to perform the desired cycle for
check that there is power at the control box and that the control MDO separation. A change in the programmed settings may be required if the
panel is illuminated. specification of the MDO is changed.
Illustration 2.7.4a Main Generator Diesel Oil System - Generators 1 and 2

LAL F223V
IAS
No.1 Marine
LS Diesel Oil
Gravity Tank
(0.3m3)
F205V
No.1 Generator No.2 Generator
Engine Engine
(9L50DF) Port (12V50DF) Port
Marine Diesel Oil
Service Tank
Port To Marine Diesel From Gas Combustion
(200.2m3) Oil Service Tank Unit Marine Diesel Oil
(Starboard) Service Tank
F201V F202V
F207V F208V Key
Marine Diesel Oil
Bilge
Electrical Signal
F211V F214V
F237V F238V Air F239V F240V
FI FI
IAS
FI IAS
FI F266V F268V
F213V F212V F215V F216V F265V F267V

Sampling Sampling
Marine Diesel Oil F246V

PS
Circulating Pumps
F245V (8.2m3/h x 10bar)
PS F283V
F233V F249V F234V F251V

PI PI F250V PI PI
Marine Diesel Oil F281V F252V
No.1 No.2 Circulating Pumps No.3 No.4
(6.1m3/h x 10bar)
CI CI TI PI TI PI CI CI TI PI TI PI
W60V W62V
F225V F226V
To / From To / From
F229V F261V F230V F262V
Fresh Water Fresh Water
Cooling System Cooling System
(2.5.1a) (2.5.1a)
TIAH No.1 Generator W19V TIAH No.2 Generator W21V
No.1 Marine Diesel IAS Engine MDO Cooler TI PI No.2 Marine Diesel IAS Engine MDO Cooler TI PI
Oil Return Pipe Oil Return Pipe
TI PI TI PI
TX TX
F282V F284V
To Oily Bilge Tank (2.11.1a) To Marine Diesel

Oil Overflow Tank
2.7.4 MAIN Generator Engine Diesel OIL SYSTEM Excess fuel from the fuel pumps and injectors flows back to the oil return pipe No.1 Generator Engine MDO Cooler
via a cooler. Excess MDO is supplied to the engine fuel main by the MDO
Inlet valve W019V Outlet valve W060V
circulating pump as this ensures that there is always fuel available at the fuel
Marine Diesel Oil Circulating Pumps (12V50DF Engines) No.2 Generator Engine MDO Cooler
pumps no matter what the engine load.
Maker: XX Inlet valve W021V Outlet valve W062V
Model: XX As MDO passes through the main fuel injection pumps and fuel lines at the No.3 Generator Engine MDO Cooler
Type: Horizontal gear engine it becomes heated and the cooler is necessary in order to prevent Inlet valve W119V Outlet valve W160V
overheating of the MDO as some fuel is continuously circulated through the No.4 Generator Engine MDO Cooler
No. of sets: 4 (2 for each engine)
engine. The cooler is circulated with water from the low temperature central
Capacity: 8.2m3/h at 10 bar Inlet valve W121V Outlet valve W162V
cooling system and this water must be circulating through the MDO cooler
whenever the engine is operating.
c) Set the engine fuel system valves as in the following table.
Marine Diesel Oil Circulating Pumps (9L50DF Engines) The engine MDO supply and return lines are fitted with pressure damping
Maker: XX vessels which prevent large pressure fluctuations in the MDO lines. A sampling Position Description Valve
Model: XX valve is fitted on the MDO supply line to the engine fuel main. Port Engine Room System
Type: Horizontal gear Open No.1 MDO gravity tank outlet valve F205V
An MDO gravity tank is fitted for each pair of engines and this is located high No.1 Generator engine (9L50DF) Port
No. of sets: 4 (2 for each engine) enough (15m above the crankshaft centre) to allow the supply of MDO under a
Capacity: 6.1m3/h at 10 bar Open Port MDO service tank quick-closing outlet F201V
static pressure head. The outlet line from the MDO gravity tank connects with
valve
the engine fuel supply line, via a non-return valve, after the MDO circulating
pumps but before the safety filter. This arrangement ensures a supply of MDO Open Fuel tank outlet line valve F207V
Introduction to the engine in the event of a blackout or failure of the electrically driven Open Fuel flow meter inlet valve F211V
MDO circulating pump. Open Fuel flow meter outlet valve F212V
The main generator engines operate on MDO or boil-off gas. When operating
Closed Fuel flow meter bypass valve F213V
on boil-off gas it is necessary to ignite the gas by means of a pilot flame. This When operating in gas mode it is essential that a fuel supply is maintained
flame is produced by injecting a small quantity of MDO via the pilot injector Closed No.1 MDO return pipe return valve to MDO F225V
for pilot injection as this provides the flame for igniting the gas charge in the
valve located in the main fuel injector. This arrangement means that MDO service tank
cylinder. Valves from the MDO gravity tank are always open thus enabling
must be supplied to the engine at all times whether it is operating on MDO or MDO to be supplied to the engine as soon as the MDO circulating pump Open No.1 MDO circulating pump suction valve F229V
boil-off gas. stops. Open No.1 MDO circulating pump discharge valve F233V
Open No.2 MDO circulating pump suction valve F261V
Each engine has its own MDO supply system although each pair of engines,
Open No.2 MDO circulating pump discharge valve F249V
port and starboard, share a MDO service tank and an MDO gravity tank. Procedure for Operating the Main Diesel Engine Marine Diesel
Open Non-return line valve from gravity tank F250V
Oil System
The fuel supply system is the same for each engine and the description which Closed Sampling line valve F265V
follows applies to all engines. The fuel systems for all four engines are identical. Separate fuel supply Closed Sampling valve F266V
systems are fitted to the port and starboard diesel generator engine rooms. The Open Engine fuel inlet valve F237V
MDO is taken from the MDO service tank, via a quick-closing valve, and description which follows applies to all engines and both generator engine Open Engine fuel outlet valve F238V
directed to the engine’s MDO return pipe via a 60 micron mesh filter and flow rooms.
Open Fuel inlet valve to MDO cooler F245V
meter, which can be bypassed. There are two MDO circulating pumps, only
one of which will be operating with the other shut down or on standby. The a) Ensure that the MDO service tank is maintained at an adequate Closed Fuel line vent valve F281V
operating MDO circulating pump supplies MDO under pressure to the engine’s level through operation of the MDO separator system. Ensure Closed Fuel return line drain valve F282V
fuel main via a safety filter. that the MDO gravity tank is always fully charged with MDO. No.2 Generator engine (12V50DF) Port
The gravity tank has a low level alarm and overflows to the Open Port MDO service tank quick-closing outlet F202V
The main fuel injection pumps, of the reciprocating Bosch type, take suction starboard MDO service tank. valve
from the fuel main and direct pressurised fuel to the cylinder fuel injectors
Open Fuel tank outlet line valve F208V
when the engine is operating in liquid fuel mode. When the engine is operating b) Ensure that the low temperature central fresh water cooling
in gas mode only pilot MDO is supplied and this is directed to the fuel injectors system is operating and supplying cooling water to the MDO Open Fuel flow meter inlet valve F214V
by the pilot fuel pump. This pump takes suction from the engine fuel main, via coolers. The cooling water outlet valve from each cooler is of Open Fuel flow meter outlet valve F215V
a pilot fuel filter, and supplies pressurised pilot MDO to all cylinders the flow control type and this must be set to give the correct Closed Fuel flow meter bypass valve F216V
flow.
Illustration 2.7.4b Main Generator Diesel Oil System - Generators 3 and 4

F224V LAL
No.2 Marine IAS
Diesel Oil
LS
Gravity Tank
(0.3m3)
F206V
No.3 Generator No.4 Generator
Engine Engine
(12V50DF) Starboard (9L50DF) Starboard
Marine Diesel Oil
Service Tank
From Gas Combustion To Marine Diesel Starboard
Unit Marine Diesel Oil Oil Service Tank (200.2m3)
Service Tank (Starboard)
(2.7.8a)
F203V F204V
Key
F209V F210V
Marine Diesel Oil
Bilge
Electrical Signal
Air F217V F220V

F241V F242V F243V F244V
FI FI
F270V F272V FI IAS
FI IAS
F269V F271V F219V F218V F221V F222V

Sampling Sampling
F247V Marine Diesel Oil

PS
Circulating Pumps
(8.2m3/h x 10bar) F248V
F285V PS
F253V F235V F255V F236V

PI PI F256V PI PI
F254V F287V Marine Diesel Oil

No.5 No.6 Circulating Pumps No.7 No.8
(6.1m3/h x 10bar)
PI TI TI PI CI CI PI TI TI PI CI CI
W160V W162V
F227V F228V
To / From F263V F231V To / From F264V F232V
Fresh Water Fresh Water
Cooling System Cooling System
(2.5.1b) W119V (2.5.1b) W121V
No.3 Generator TIAH No.4 Generator TIAH
PI TI Engine MDO Cooler IAS No.3 Marine Diesel PI TI Engine MDO Cooler IAS No.4 Marine Diesel
Oil Return Pipe Oil Return Pipe
TI PI TI PI
TX TX
F286V F288V
To Marine Diesel To Oily Bilge Tank

Oil Overflow Tank

Closed No.2 MDO return pipe return valve to MDO F226V Open Fuel tank outlet line valve F210V
service tank Open Fuel flow meter inlet valve F220V
Open No.3 MDO circulating pump suction valve F230V Open Fuel flow meter outlet valve F221V
Open No.3 MDO circulating pump discharge valve F234V Closed Fuel flow meter bypass valve F222V
Open No.4 MDO circulating pump suction valve F262V Closed No.4 MDO return pipe return valve to MDO F228V
Open No.4 MDO circulating pump discharge valve F251V service tank
Open Non-return line valve from gravity tank F252V Open No.7 MDO circulating pump suction valve F264V
Closed Sampling line valve F267V Open No.7 MDO circulating pump discharge valve F255V
Closed Sampling valve F268V Open No.8 MDO circulating pump suction valve F232V
Open Engine fuel inlet valve F239V Open No.8 MDO circulating pump discharge valve F236V
Open Engine fuel outlet valve F240V Open Non-return line valve from gravity tank F256V
Open Fuel inlet valve to MDO cooler F246V Closed Sampling line valve F271V
Closed Fuel line vent valve F283V Closed Sampling valve F272V
Closed Fuel return line drain valve F284V Open Engine fuel inlet valve F244V
Open Engine fuel outlet valve F243V
Starboard Engine Room System Open Fuel inlet valve to MDO cooler F248V
Open No.2 MDO gravity tank outlet valve F206V Closed Fuel line vent valve F287V
No.3 Generator engine (12V50DF) Starboard Closed Fuel return line drain valve F288V
Open Port MDO service tank quick-closing outlet F209V
valve c) Ensure that the fuel system for the engine is fully primed by
Open Fuel tank outlet line valve F207V opening the outlet line vent valve then closing the valve again
when fuel flows out; this is only required after work has been
Open Fuel flow meter inlet valve F217V
carried out on the fuel system.
Open Fuel flow meter outlet valve F218V
Closed Fuel flow meter bypass valve F219V d) Select the pumps for AUTO operation then select one of the
Closed No.3 MDO return pipe return valve to MDO F227V engine MDO circulating pumps as the duty pump and start that
service tank pump. Check that fuel is circulating around the fuel system of
Open No.5 MDO circulating pump suction valve F263V the engine at the desired pressure.
Open No.5 MDO circulating pump discharge valve F253V
e) Select the other MDO circulating pump as the standby pump.
Open No.6 MDO circulating pump suction valve F231V
Open No.6 MDO circulating pump discharge valve F235V f) The engine fuel system is now ready and the engine may be
Open Non-return line valve from gravity tank F254V started if all other engine systems are operating correctly.
Closed Sampling line valve F269V
Closed Sampling valve F270V Note: The engine may be operated in liquid fuel (MDO) mode or it may be
Open Engine fuel inlet valve F242V operated in gas mode. The MDO supply system operates in the same way
whichever fuel operating mode is selected. When operating in gas mode the
Open Engine fuel outlet valve F241V
pilot fuel pump will operate to supply MDO to the pilot injection system.
Open Fuel inlet valve to MDO cooler F247V
Closed Fuel line vent valve F285V
Closed Fuel return line drain valve F286V
No.4 Generator engine (9L50DF) Starboard
Open Port MDO service tank quick-closing outlet F204V
valve
Illustration 2.7.5a Diesel Generator Fuel Gas System

To No.4 Vent Riser Port Diesel Generator Room
Key M
Nitrogen
To Safe Area IAS
M IAS
Warm Fuel Gas NG128 GD
F410V 7kg/cm2 Air
GD
Nitrogen F409V
IAS
Gas Valve Unit Room (Port) AIS
Air F423V S GD PT
AIS 7kg/cm2 Air
S
Bilge 7kg/cm2 7kg/cm2 Air No.1 Diesel Generator Engine
Air 9L50DF (Port) F419V
Electrical Signal F427V F401V
AIS AIS
S
IAS E S S S DPS
PDI P PDI
S 7kg/cm2 TI PT
To Gas Air DPS
FI
Combustion Unit Air
F415V TT PI PT PI
Gas Valve Unit No.1 Gas Valve Unit DPS
(2.7.8a)
AIS F402V
F424V S
DPS
7kg/cm2 Air
7kg/cm2 Air
IAS
7kg/cm2 Air
GD PT
IAS E S S S
F417V PDI P PDI
NG106 TI PT
No.2 Diesel Generator Engine
FI 12V50DF (Port) F420V
NG104 CG616 TT PI PT PI
No.2 Gas Valve Unit AIS
S
Air
CG615
NG127
Purge
PX M To Safe Area
TX TX PX M IAS
NG129
Purge F414V GD
F413V
TX
Gas Valve Unit Room (Starboard) AIS
F425V S
AIS 7kg/cm2 Air IAS

S 7kg/cm2 Air
7kg/cm2 7kg/cm2 Air GD PT
CG614 Air
F428V
NG126 AIS E S S S
No.3 Diesel Generator Engine
PDI IAS PDI
CG619 CG620
P 12V50DF (Starboard) F421V
S 7kg/cm2 TI PT
CG617 Air F403V
FI AIS DPS
S
NG125 Purge
F416V TT PI PT PI
No.3 Gas Valve Unit Air DPS
NG107
NG105 AIS IAS
F426V S DPS
7kg/cm Air
2
GD
7kg/cm2 Air DPS
7kg/cm Air
2
F404V
CG613
F422V
PT
S S S IAS
PDI IAS E
PDI
F418V TI
P
From Cargo PT GD No.4 Diesel Generator Engine
AIS
Machinery
S
FI 9L50DF (Starboard)
Room
TT PI PT PI
No.4 Gas Valve Unit Air
Starboard Diesel Generator Room
2.7.5 diesel generator engine fuel gas system Should there be a problem with the gas supply system or if sufficient boil- The amount of gas admitted to each cylinder on the engine is controlled by
off gas is not available, the engines have the ability to switch to MDO the individual cylinder gas valves which are operated by the CCM-10 cylinder
automatically through the Wartsila control system. This operation can be control modules.
Fuel Gas Heaters undertaken while the engine is in service and developing full power; the engine
Maker: Cryostar can be switched back to operate on boil-off gas again when required but this The amount of gas admitted is dependant on the gas supply pressure and
Type: 65-UT-38/34-3.82 must be done manually through the IAS. When changing the engine mode from the duration that the main gas solenoid valve is open. The timing of the gas
MDO to operating on gas, the engine’s output must be restricted to 80% of the admitted is controlled by the opening of the gas valve and the relation of the
No. of sets: 2
maximum permissible load. piston to the top dead centre position for each cylinder. This optimises the
air/gas mixture and provides for good combustion. The WECS 8000 system
Forcing Vaporiser The LNG boil-of gas from the cargo is essentially a good fuel for burning in the uses preset values that are mapped out to optimise the air/gas mixture during
engines with the main concern being the composition of the gas. The principal the engine’s operation. The valve duration and timing references are sent to
Maker: Cryostar consideration is the content of nitrogen in the LNG which effectively reduces the cylinder control module over the CAN-bus with the duration and timing
Type: 34-UT-25/21-3.6 the energy content of the boil-off gas compared with that of pure methane for each cylinder being individually controlled. The admission timing depends
No. of sets: 1 and can be as high as 30% in volume at the beginning of a laden passage. on the engine load and speed and the duration is dynamically controlled by the
The engine’s fuel control systems have been designed to accommodate this internal load/speed controller to obtain preset reference levels. To accurately
condition and so allow each engine to run at their normal output without de- open the gas valves according to the duration and timing references, each
Spray Pumps rating when operating on gas. cylinder control module calculates the engine’s angular position based on the
Maker: Ebara International Corporation pulse train from the speed and phase sensors. The references are sent via the
Type: 2EC-122, fixed vertical The engines are supplied with the gas under pressure by the LD compressors profibus communication link to the unit control system.
located in the cargo machinery room.
Capacity: 50m3/h at 140mth
The gas supply operation is started on deck and is controlled via the IAS. If
BEP flow: 42m3/h (best efficiency point) Before the boil-off gas enters an engine, it passes through a gas valve unit for any reason the boil-off gas cannot be used in the generator sets, the gas
Minimum flow: 15.0m3/h (continuous) (GVU) which consists of a filter, temperature sensors, pressure sensors, a is directed to the gas combustion plant as detailed in section 2.6.8 where it is
Operating temperature: -196°C to +80°C pressure regulating valve, two shut-off safety valves and three remotely burnt in the combustion chamber.
Design pressure: 12.0 bar(g) operated ventilation valves. The safety and ventilation valves are solenoid
operated and are controlled through the external IAS system while the pressure
Power required: 24.8kW (rated) regulating valve is directly controlled by the engine’s WECS 8000 controller. Deck Operations
23.9kW (best efficiency point) During an engine start and stop, the sequential control of the safety and Natural Boil-Off
25.6kW (maximum) ventilation valves is communicated between the WECS and the external IAS
Heat transfer to the LNG in the cargo tanks during cargo operations or during a
No. of stages: 2 and includes a valve leakage test prior to each engine start. The gas supply
voyage results in the generation of boil-off gas. As boil-off gas is generated, it
pressure reference is calculated by the WECS 8000 main control module and
No. of sets: 4 (1 per cargo tank) would produce excessive pressure inside each of the tanks if it were allowed to
is dependant on the load that is on the engine. An electrical pressure reference
Motor rating: 440V, 29.8kW, 60Hz, 2 pole accumulate and so it has to be continually removed to allow the tank pressure
signal is then sent out to the pressure regulating valve. The actual pressure
to be maintained near to atmospheric pressure.
Motor speed: 3,600 rpm on the engine is measured and compared with the reference pressure. If the
Starting time: 5.0 seconds (maximum) deviation is too high, an alarm will be sounded but if the deviation continues
The boil-off gas from the cargo tanks enters the vapour header line via the cargo
Current: 52A (full load) to increase, the safety valves on the gas valve unit will immediately close and
tank gas domes as shown in illustration 2.7.5a. It is then directed, via the NBO
the gas supply to the engine will be cut off.
342A (starting) mist separator to one of the LD compressors which then discharges the gas to
Starting Method Direct on Line the fuel gas heaters. From there the gas passes to the two isolating valves that
Once past the gas regulating unit and at the engine, the gas passes into a
supply the engine room with gas. The valves are remote, hydraulically operated
common manifold which branches to each cylinder. The gas entry to each of
valves controlled through the IAS, and are tagged CG613V and CG615V as
(Authors Note: The following to be confirmed onboard) the cylinders is then controlled by a ‘main gas admission valve’ that is fitted to
shown above. The first valve supplies the gas to the main generator engine
each cylinder head. This in turn is controlled by the WECS 8000 system which
Introduction system, and the second to the gas combustion plant. Both of these valves can
regulates the amount of gas allowed to pass into each cylinder. To initiate the
be closed in an emergency through the emergency shut down (ESD) system as
gas ignition in the cylinder, a small amount of diesel oil is injected via a small
The Wartsila generator engines area four stroke engines that can run on boil-off detailed in section 4.10.1 of the cargo operating manual.
pilot fuel injector which ensures that reliable ignition occurs and hence good
gas from the cargo tanks or on MDO supplied from the service tanks. During combustion is obtained.
all operations the preferred mode for the engines would be to operate on boil-
off gas.
Illustration 2.7.5b Natural Boil-Off Gas System

Key
Liquid LNG C Cargo Pump
CL041
CL301
CL021
CL011
LO
CG510 CG509
CG001
S
CG007
CG526 Cold LNG Vapour Spray Pump
CG519
CG571
No.1 Warm CG547 CG546
No.1 FBO Mist Warm LNG Vapour Spray Cooler
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
up / Boil off
Heater Separator
CG561 CG534 LO Locked open
LD Compressors
CG567
CG565 LO
CS514
LC Locked Closed
CG614
CG613
CG619
CG518 CG512
CG549 CG548
CS523
CG566
CG531
CG572
CG569 LO No.2 LC
CG511
CG618
CG615 CG562 CG568 CG535
CG508
CG616 CG620
LO
CS525
CS526 CS524
CG527 NBO Mist
CG521 LO
CG528 Separator
CS516 CS522
No.2 Warm
CG617
CG570
up / Boil off CG563 CG559 No.1 CG532
Heater CS515
HD Compressors CG544
Drain Pot
CG520 CG513
CG564 CG560 No.2 CG533
CS517
CG530
Starboard CG545 Vapour Return

Gas Valve CG550
Hoodroom CG501
CS527
CS502 CS504
Port
CS518 CS519 CS014 CS013
Gas Valve CG504 CG507
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
Hoodroom LNG Forcing Drain to
Vaporiser Vaporiser Tank No.4 CR317
GCU Drain to
CG002
Gas Valve
CG712
CG008
CS501 CS511 CS512 CS503 Tank No.3 CR316
CL042
CL302
CL022
CL012
CS702
Hoodroom
Cargo Machinery Room CS513
CS704
IG02
From Inert Gas CG605 CG604
Plant in Engine
Room IG03 IG04 CG606
IG01
CL602 CG603 CG602 CG601
Dry Air Supply Gas Main
CG703
to Ballast Line IG05 Vapour Main
Liquid Main
Spray Main CL701
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M
Emergency Pump Column

M M M M
Sprayers Sprayers Sprayers Sprayers

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
C C Foot S C C Foot S C C Foot S C C Foot S
No.2 (S) No.1 (P) Valve Cargo Tank No.4 No.2 (S) No.1 (P) Valve Cargo Tank No.3 No.2 (S) No.1 (P) Valve Cargo Tank No.2 No.2 (S) No.1 (P) Valve Cargo Tank No.1
Reference Shipyard Drawing: 2T-7412-004 Rev No.400 - Cargo Piping Diagram
The fuel gas heaters referred to above are sized and controlled so that they Forced Boil-Off If the gas system is already operational it is possible to start an additional
deliver the gas from the deck cargo system to the generator engines or gas If the fuel consumption of the main generators cannot be met by the gas generator engine on boil-off gas through the IAS or automatically through the
combustion plant at a nominal temperature of 80°C with the temperature being supplied by natural boil-off from the tanks, additional gas can be obtained by PMS as detailed in section 2.1.3. The WECS 8000 on each engine then controls
controlled by the operation of the bypass valves CG519 and CG521 for heaters utilising the forcing vaporiser. This is fed by the spray pumps which are located the timing and the combustion processes at each engine which includes the gas
No.1 and No.2 respectively. in each tank and supply the LNG to the forcing vaporiser via the spray header. feed pressure, duration, timing, pilot fuel injection and the air/fuel ratio. These
The gas is then delivered from the forcing vaporiser via the mist separator to are then adjusted through the control system to meet the load demands and
The two LD compressors provided are both located in the cargo machinery room the inlet of the LD compressors and the fuel gas heaters as shown in illustration allow for other operational conditions.
and under normal operating conditions, one will be switched to AUTOMATIC 2.7.5b.
and the other to MANUAL control. Each compressor is fitted with a two speed When the engines are operating on gas, the IAS and various system control
electric drive motor with the low speed being used during the starting cycle of The discharge pressure of the spray pumps to the spray header main is loops will monitor the gas pressures and temperatures and control the operation
the compressor and will remain in low speed until the engine room gas supply controlled by pressure regulating valves on the recirculating pipelines which of the LD compressors, fuel gas heaters and the forcing vaporiser accordingly
system has been cooled down. The compressor can then be switched to its high return any excess LNG to the respective tank. The temperature of the gas from depending on the gas demand.
speed mode. When operating in this manner, the switching over of the second the discharge side of the forcing vaporiser is controlled to a preset nominal
LD compressor from MANUAL to AUTOMATIC will be blocked by the IAS value of -44°C by the operation of the vaporiser bypass valve CS504. The boil-off gas enters the main engine gas main via isolating valve CG613
if the first compressor is already operating and switched to AUTOMATIC. which is a remote hydraulically powered valve operated through the IAS and
If switched to AUTOMATIC the spray pumps can be controlled by the IAS linked to the ESD system so that it can be quickly closed in an emergency. The
The LD compressor’s inlet control valve and position of the variable diffuser and they will start automatically when the forcing vaporiser receives a start gas main then splits into two branches with one supplying the port gas valve
vane are automatically regulated by the control system to maintain a constant signal. The pumps will also receive an automatic start signal if one of the unit room and No.1 and No.2 engines, and the other the starboard gas valve
pressure in the cargo tanks and a gas delivery pressure to the engine room LD compressors is started in ‘spraying’ mode. The pumps are arranged not to unit room and No.3 and No.4 engines. The two systems can be isolated by
of approximately XX bar. During normal operations it is the control loop on stop automatically and so this must be done manually through the IAS but the remote pneumatically operated valves CG616 for the port side and CG617 for
the operating LD compressor that maintains the cargo tanks at the required pumps are protected with a time delayed trip if a low pump discharge pressure the starboard side.
pressure. If the pressure in the tanks increases above a preset value, the LD is detected after starting and can also be stopped through the emergency
compressor inlet diffuser vane opens further and in doing so increases the flow shutdown (ESD) system. If the fuel gas pumps are switched to MANUAL, they The gas mains and the systems in each of the generator rooms are identical in
of gas to the engine room. Conversely, if the pressure in the tanks is falling, can both be started and stopped remote/manually through the IAS workstation their configuration with a flow meter being fitted in each compartment. There
the compressor inlet diffuser vanes will close and reduce the gas flow. In doing mimic. are then gas valve units fitted to each engine as shown in illustration 2.7.5c
so the compressor is protected by a minimum flow limit under which it is not which control the gas admission to the engines.
possible to run the compressor without surging. The forcing vaporiser operation is automatic and is controlled through the IAS.
When starting the process to supply gas to the engine room, the first system Before the gas enters an engine, it passes through a gas regulating unit as
The boil-off system is designed and sized to burn all of the gas normally that has to be made operational is the gas combustion unit followed by the LD detailed previously and this includes a filter, a pressure regulator, a shut-off
produced by a full cargo and to maintain the cargo tank pressures. If the compressors. The gas combustion unit operations are as detailed in section valve and ventilating valves. The gas outlet pressure to the engine is then
propulsion plant’s requirements are such that all of the gas available is not 2.6.8 but to allow the unit to start on gas it must be supplied with boil-off gas controlled by the WECS system according to the load on the engine and the
required, the excess will be automatically disposed of in the gas combustion at a pressure of at least 2.0 bar(g) pressure. During the start up operations, ambient conditions that prevail.
unit. The operation of the gas combustion plant is given in section 2.6.8. the flow may be low and not constant and so the control loop on the forcing
vaporiser used in conjunction with the controllers on the LD compressors are WARNING
In the event of there being an automatic or a manual shut down of the gas used to stabilise the flow and build up the system pressure to the correct level. Before any maintenance is undertaken, the fuel gas supply system must
supply system, or if the cargo tank pressure falls to a pressure of XXmbar It is only when stable conditions have been achieved on the discharge side of be inerted with nitrogen and isolated using the appropriate valves. When
above the insulation space pressure, the supply valves CG613 and CG615 will the fuel gas heaters and the correct operating conditions achieved that the gas the maintenance has been completed, any air that has been introduced
close and the gas supply line to the engine room will be purged with nitrogen can be used productively in the generator engines. into the lines must be removed by inerting before putting back into
which will then exhaust to No.4 venting mast. service.
Should there be an emergency trip or a sudden shutdown of the main engines Engine Room Systems
Inerting is achieved by passing nitrogen through the system, or part of it, for
and the gas combustion plant, the vapour header gas lines are protected by the Once the boil-off gas has left the deck area at the correct pressure and sufficient time as to expel any trapped gas or air. The purging of the engines
automatic control valve CG702 at the No.1 venting mast which is set to open temperature, it can be burnt in either the gas combustion plant or in the main is achieved by connecting flexible hoses to the fittings on each engine which
at a pressure of 200mbar (Check) and vents the excess gas to atmosphere. If generator engines. If the boil-off gas system is being brought into service, the are F401V, F402V, F403V and F404V for engines No.1 through to No.4
there is a gas supply problem to the main engines so that the gas supply valve gas combustion must first be utilised until stable gas conditions have been respectively. These are as shown in illustration 2.7.5c which also shows the
is forced to close, the engines will continue to run (uninterrupted) on diesel oil achieved and only then can the gas be switched over for use in the generator connections for the nitrogen purging of the remaining supply lines.
fuel as detailed in section 2.1 of this manual. engines.
Illustration 2.7.5b Natural Boil-Off Gas System

Key
CL041
CL301
CL021
CL011
LO
CG510 CG509
CG001
S
CG007
CG519
CG571
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
up / Boil off
Heater Separator
CG561 CG534 LO Locked open
LD Compressors
CG567
CG565 LO
CS514
LC Locked Closed
CG614
CG613
CG619
CG518 CG512
CG549 CG548
CS523
CG566
CG531
CG572
CG569 LO No.2 LC
CG511
CG618
CG615 CG562 CG568 CG535
CG508
CG616 CG620
LO
CS525
CS526 CS524
CG527 NBO Mist
CG521 LO
CG528 Separator
CS516 CS522
No.2 Warm
CG617
CG570
Heater CS515
Drain Pot
CG520 CG513
CG564 CG560 No.2 CG533
CS517
CG530

Gas Valve CG550
Hoodroom CG501
CS527
CS502 CS504
Port
CS518 CS519 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
GCU Drain to
CG002
Gas Valve
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hoodroom
CS704
IG02
Plant in Engine
IG01
CL602 CG603 CG602 CG601
CG703
Liquid Main
Spray Main CL701
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
WARNING Position Description Valve d) Check that the No.1 LD compressor is ready for operation
as detailed in section 4.4 of the cargo operating manual and
The vents off the fuel gas lines in the engine room can also contain a Open No.1 LD compressor inlet valve CG534
through the IAS, switch No.1 LD compressor to MANUAL
mixture of air and methane gas due to the automatic venting of the engines Open No.1 LD compressor outlet valve CG561 operation.
and gas valve units. For this reason, the vents should also be purged and Locked No.1 LD compressor vapour return valve CG546
vented and treated with the same consideration as the fuel gas lines. open e) With reference to section 2.6.5 on the gas combustion plant, set
Open Vapour return valve to vapour main CG712 the plant up for operation in accordance with the ‘first cold start
procedures’. Here it is assumed that the cargo tanks are loaded
Operating Procedures using Natural Boil-Off Gas Open Vapour return valve to vapour heater CG618
discharge with LNG, the generator engines are operating on MDO, the LD
compressors are not operational and unpressurised boil-off gas
The following procedure has been based on the requirements for the main Open Warm vapour discharge valves to engine CG613
is being supplied to the LNG main.
engines to be switched over to operate on natural boil-off gas and has assumed room CG617
that at least one generator is operating but running on MDO. It has also been CG616
f) Open valve CG615 to the gas combustion plant.
assumed that all of the system valves are closed prior to use. Set Warm vapour temperature control valve CG620
Open Vapour discharge vale to vapour temperature CG619 g) Start the gas combustion plant using the first cold start
Assuming that No.1 LD compressor is to be used in the operation and using control valve procedure. The controller will go through the start up process
illustration 2.7.5a as a reference, proceed as follows: (Authors Note: Procedure
and then fill the BOG train in the burner box with gas. The gas
to be confirmed onboard)
b) Set the valves for the No.1 fuel gas heater in accordance with supply pipe will then be vented and the LD compressor started
the following table: on low speed. When the gas pressure in the line has increased
a) Set the valves for LD compressor and spray coolers in
above the low alarm set point, the gas combustion will start.
accordance with the following table:
Position Description Valve The LD compressor will then switch to high speed mode, the
Open No.1 fuel gas heater inlet valve CG512 pilot oil burner and the pilot oil pump will then stop and the gas
Position Description Valve combustion unit will be operating in BURNER OPERATION
Open Vapour header valve to compressor supply CS601 Open No.1 fuel gas heater outlet valve CG526
mode.
line Set Fuel gas control valve for supply CG518
Open Inlet valve to NBO mist separator CS538 Set Fuel gas temperature control valve CG519 When in use and switched to automatic control, the capacity of the compressor
Set NBO mist separator drain to No.3 and No.4 CS515 is regulated by the variable diffuser vanes with the vane position being shown
cargo tanks CAUTION both locally and in the CCR. When stable operating conditions have been
Open NBO mist separator drain to No.4 cargo CR317 The heater being used should be thoroughly preheated with steam before established and the various control loops are maintaining a steady pressure, it is
tank the admission of any boil-off gas is allowed to enter in order to prevent possible to switch the gas operations over to use in the main generator engines.
the formation of ice in the tubes. To achieve this proceed as follows:
Closed NBO mist separator drain to No.3 cargo CR316
tank
h) Set the valves for the fuel gas supply to generator engines in
Set No.1 cargo tank spray pump discharge valve CS404 Note: Personnel should always be present when the heater is first put into
accordance with the following table:
operation to locally monitor the temperature in the steam exhaust line and in
Set No.1 cargo tank spray pump discharge CS402S
the vapour outlet.
return valve to tank Position Description Valve
Set No.1 cargo tank spray pump discharge valve CS401 c) Open the vapour dome outlet valves to the vapour header line in Operational Port diesel generating room isolating valve CG616
to spray main accordance with the following: Open Filter inlet valve
Open Spray main valves to spray coolers CS601, CS513
Operational Pressure regulating control valve
Set Spray valve to LD compressor discharge CS525 Position Description Valve Operational Shut-off safety valves (2)
line
Open No.1 tank vapour valve CG101, CG104 Operational Gas main ventilation valves (3)
Locked Spray inlet valve to LD compressor CS523
Open No.2 tank vapour valve CG201, CG204 Closed Gas main ventilation valve
open discharge line cooler
Open No.3 tank vapour valve CG301, CG304
Set Spray valve to NBO mist separator CS516
Open No.4 tank vapour valve CG401, CG404 i) When the engine room is ready to start gas burning, ensure that
discharge line
there is sufficient nitrogen available as detailed in section 4.7 of
Open Spray inlet valve to NBO mist separator CS522 the cargo operating manual to purge the lines.
discharge line cooler
Set Spray valve to drain line to No.3 and No.4 CS527
cargo tanks
Illustration 2.7.5c Forced Boil-Off Gas System

Key
CL041
CL301
CL021
CL011
LO
CG510 CG509
CG001
S
CG007
CG519
CG571
CS009
CS003
CS001
CS011
CL043
CL033
CL023
CL013
up / Boil off
Heater Separator
CG561 CG534 Condensate Return LO Locked open
LD Compressors
CG567
CG565 LO
CS514
LC Locked Closed
CG614
CG613
CG619
CG518 CG512
CG549 CG548
CS523
CG566
CG531
CG572
CG569 LO No.2 LC
CG511
CG618
CG615 CG562 CG568 CG535
CG508
CG616 CG620
LO
CS525
CS526 CS524
CG527 NBO Mist
CG521 LO
CG528 Separator
CS516 CS522
No.2 Warm
CG617
CG570
Heater CS515
Drain Pot
CG520 CG513
CG564 CG560 No.2 CG533
CS517
CG530

Gas Valve CG550
Hoodroom CG501
CS527
CS502 CS504
Port
CS518 CS519 CS014 CS013
CL044
CL034
CL024
CL014
CS012
CS010
CS004
CS002
GCU Drain to
CG002
Gas Valve
CG712
CG008
CL042
CL302
CL022
CL012
CS702
Hoodroom
CS704
IG02
Plant in Engine
IG01
CL602 CG603 CG602 CG601
CG703
Liquid Main
Spray Main CL701
M
CS703 CS701
CG702
CS201
CS101
CS401
CS301
CS601 CL601
CL206
CL106
CL406
M M M
M M M M M
CL306
CS402 CS302 CS202 CS102
CG701
CS212
CS213
CS112
CS113
CS412
CS413
CS312
CS313
CG201
CG101
CS405 CS305 CS205 CS105
CG401
CG301
CS204 CS203
CS104 CS103
CS404 CS403
CS304 CS303
CL401 M CL301 M CL201 M CL101 M
CL202
CL102
CL402
CL302
CR207
CR107
CS209 CS109
CL209
CL208
CL207
CL109
CL108
CL107
CR407
CR307
CS409 CS309
CL409
CL408
CL407
CL309
CL308
CL307
CG204
CG104
CS208
CS108
M M
CG404
CG304
CS408
CS308
M M
M M M M
M M M M
CR205
CR105
CR405
CR305
M M M M

M M M M

(P) (P) (P) (P)
(S) (S) (S) (S)

CL417
CL416
CL317
CL316
CL217
CL216
CL117
CL116
With the engine room valves configured as above the main generator engines (Authors Note: These procedures are written with limited information available, d) If switched to AUTOMATIC the spray pump is started and
can be brought into service on boil-off gas. so these will be confirmed and corrected on board). stopped automatically via the IAS system when the forcing
vaporiser receives a start signal. If switched to MANUAL the
(Authors Note: No details are available on how to switch the engines over to Operating Procedures using Forced Boil-Off Gas pump can be started and stopped manually through the IAS
operating on gas. This to be reviewed onboard and text inserted to describe workstation in the CCR by the operator. Section 4.3.3 of the
the sequence. Details of how to manually switch from gas operations back to If the boil-off gas is insufficient to meet the demands of the main generator cargo operating manual refers. The discharge pressure from
MDO also to be included.) engines, the forcing vaporiser can be utilised. To operate the generator fuel gas spray pump is controlled by the regulating valve CS402 for tank
system using forced gas boil-off, proceed in accordance with the following: No.1 with the excess LNG being returned to the cargo tanks.
If the volume of the boil-off gas being produced exceeds the demand of the
propulsion plant, the gas combustion unit will automatically operate to burn off It has been assumed that the generator engines are already operating on natural With the engines already operating on boil-off gas the control systems will
the excess gas. If however the boil-off gas is insufficient, the forcing vaporiser boil-off gas and that it is the deck system only that has to be changed over. automatically regulate the temperatures in the forcing vaporiser, the fuel gas
and the spray pumps can be utilised to increase the boil-off rate as previously heaters and the discharge pressure of the LD compressor.
described. The operating procedure for the forced boil-off follows later in this a) With the LD compressor and fuel gas heater already operational
section. and providing pressurised natural boil-off gas to the engine To stop the forcing vaporiser system assuming that the engines can continue
room set the forcing vaporiser valves in accordance with the operating on natural boil-off gas proceed as follows:
When successfully switched over to operate on gas, the main generator engine following table:
fuel system displaying temperatures and pressures can be controlled and a) Close the LNG inlet flow control valve CS503 and the isolating
monitored through the IAS. Position Description Valve valve CS512 to the vaporiser and allow the inlet and outlet
Open Forcing vaporiser inlet valve CS512 temperatures to equalise. Shut down the remaining vaporiser
Should the emergency shutdown (ESD) system be operated, the supply valve Open Forcing vaporiser outlet valve to FBO mist CG507 systems in accordance with the procedure laid down in section
CG613 to the generators and valve CG614 to the gas combustion plant will separator 4.5.4 of the cargo operating manual.
automatically close and the LD compressor trip. Open FBO mist separator outlet valve CG509
b) Close the FBO mist separator inlet valve CG507 and discharge
Operational Forcing vaporiser flow control valve CS503
When stopping a main generator engine from operating on gas for any reason valve CG509 and the drain control valve CS514.
proceed as follows: Operational Forcing vaporiser temperature controlled CS504
valve
a) Ensure the gas combustion plant is operating and is switched Operational FBO mist separator condensate drain control CS514
to AUTOMATIC. Switch the burner control over to BURNER valve to the drain tanks
OPERATION mode. Open FBO mist separator condensate drain discharge CR316
valve to No.3 cargo tank
b) Through the IAS switch the engine running mode on the Closed FBO mist separator condensate drain discharge CR317
appropriate engine from gas to either pilot diesel or diesel mode. valve to No.4 cargo tank
If stopping the engine in gas mode the stop signal is sent to the
engine but, during the first part of the deceleration operation,
CAUTION
the pilot injection of MDO remains active to burn any gas that
may still be present in the engine. When the engine speed has The forcing vaporiser should be thoroughly preheated with steam before
decreased below a preset level, the pilot injection system is then allowing any LNG to enter to prevent the formation of ice in the tubes.
disabled.
b) Bring the forcing vaporiser into service in accordance with
c) With the gas combustion switched to BURNER OPERATION the procedures laid down in section 4.5.4 of the cargo manual.
mode it will automatically burn off the excess gas and maintain Turn the LOCAL/REMOTE switch to the REMOTE position
the boil-off gas system pressure within the controlled limits. on the local panel for the flow control valve CS503 and the
The cargo tank pressures will be monitored by one of the control temperature control valve CS504.
loops and will adjust the LD compressor variable diffuser vane
position accordingly. c) At the IAS select the forcing vaporiser mimic and set the required
temperature on the controller. This should be approximately
30°C for the boil-off gas mode.
Illustration 2.7.6a Emergency Diesel Generator Gas Oil System to go here - When Information Available
2.7.6 Emergency diesel Generator gas Oil Procedure to Prepare the Emergency Diesel Generator Engine
System Fuel System
Gas Oil Transfer Pump a) Check the quantity of gas oil in the emergency generator MGO
tank and replenish as necessary. Section 2.7.2 of this manual
Maker: Taiko Kikai Industries Co. Ltd provides details on the method of transfer.
Model: MSHS - 2
Type: Horizontal screw b) Sludge the MGO service tank to remove any water or sludge
that may be present. This should be done each week before the
No. of sets: 1
engine is started and run on test and the day after the tank has
Capacity: 2m3/h at 2.5 bar been replenished.
Motor: 1.5kW at 1,800 rpm
c) Check that the engine fuel system is primed and the fuel oil
supply and return valves to/from the diesel engine are open.
Introduction These are normally left open when the engine is stopped.
The emergency diesel generator uses marine gas oil (MGO) stored in the The engine’s fuel system is now ready for operation.
emergency diesel generator oil storage tank. This tank has a capacity of ????m3
and is located adjacent to the engine in the emergency generator room. An
alarm has been fitted that operates through the IAS to notify the duty engineer
when only 18 hours of running time remains in the tank.
The tank is filled via a dedicated filling line from the gas oil transfer pump,
located in the engine room as shown in illustration 2.7.6a above and is
replenished with gas oil from the inert gas generator gas oil service tank when
required. If overfilled, the tank overflows back to the inert gas generator gas
oil service tank.
The tank is fitted with a self-closing ‘sludge’ cock for draining water from the
tank that may have settled out from the fuel oil over a period of time and this
drains down to the oily bilge tank in the engine room double bottom.
The connection from the MGO tank to the emergency diesel generator is
fitted with a quick-closing valve that can be operated remotely from outside
the generator room in the event of an emergency. If tripped, the valve must
be manually reset before the engine can be operated. Also fitted to the supply
and spill return lines between the tank and the engine are two manual valves,
????? and ?????. These valves are normally locked open but can be used to
isolate the engine’s fuel system if maintenance work is being undertaken. It is
important that these valves are opened again and the system vented and primed
immediately after any work has been completed to allow the engine to start
automatically in the event of main power failure.
Further information on the gas oil filling and transfer system can be viewed in
section 2.7.2 of this manual.
Illustration 2.7.7a Incinerator Fuel Oil Service System
From Waste Oil

From Marine Diesel Transfer Pump
Oil Transfer Pump 2.11.1a) F315V
(2.7.1a)
Incinerator LS
Waste Oil
Settling Tank
(3.0m3)
F310V F314V F316V
Incinerator
Marine Diesel Oil
Tank
(2.0m3)
F311V
Incinerator
Waste Oil
Service Tank
(3.0m3)
Key
F312V
Marine Diesel Oil
F317V
Air
Bilge
Incinerator
(700,000 kcal/h) From Oil Mist Waste Oil
F323V CI
Manifold
To Inert Gas Generator
F325V Electrical Signal
Gas Oil Service Tank
Overflow Line PI Mill Pump
(2.7.10a) S S (26m3/h x 0.4 bar)
F324V
PI
F320V
S
S
F319V
P
F326V
F321V
F322V
From
Control Air System To Bilge To Oily
(2.9.2a) Holding Tank Bilge Tank
(2.11.1a) (2.11.1a)
2.7.7 Incinerator Fuel Oil System After a period of settling in the incinerator waste oil settling tank the separated 2. Procedure to Prepare the Incinerator Waste Oil System
water is drained to the bilge holding tank via the spring loaded drain valve
a) Ensure that steam heating is applied to the incinerator waste oil
F314V. Waste oil in the tank is drained to the incinerator waste oil service tank
Incinerator Mill Pump settling tank; ensure that the heating coil condensate valve is
via valve F316V. The incinerator waste service oil tank is fitted with a spring
open. Trace heating should be applied to the tank outlet line.
Maker: Hyundai-Atlas loaded drain valve (F312V) and any water which settles out may be drained to
No. of sets: 1 the bilge holding tank prior to burning the waste oil in the incinerator.
b) After a period of settling open the drain valve (F314V) on the
Model: PU-5 incinerator waste oil settling tank and drain water to the bilge
A mill pump is fitted at the outlet from the incinerator waste oil service tank
Capacity: 26m3/h at 0.4 bar holding tank.
and this is operated with the return valve (F320V) to the tank open. Waste
oil is circulated back to the tank and this has the effect of producing an even
c) Ensure that there is sufficient capacity in the waste oil service
Incinerator Waste Oil Burner (Dosing) Pump temperature throughout the waste oil charge and dispersing any water or solid
tank and then open the outlet valve from the waste oil settling
particles throughout the charge. The mill pump also discharged oil to the main
Maker: Hyundai-Atlas tank (F316V) to drain waste oil to the waste oil service tank.
burner (dosing) pump at the incinerator. The mill pump has a greater capacity
When the waste oil service tank is full or the incinerator waste
No. of sets: 1 than the burner pump and the excess waste oil is returned to the incinerator
oil settling tank is empty, close valve F316V.
Model: MD 012-12 waste oil service tank via recirculation valve F321V located at the incinerator
waste oil dosing pump.
Type: Gear (Disco-variable drive) d) Apply steam heating to the waste oil service tank and allow a
Capacity: 26-137 litre/h period of settling in the tank. The condensate drain valve from
The incinerator waste oil mill pump is operated before the waste oil burner
the heating coil must be open.
pump in order to circulate waste oil from the waste oil tank back to the waste
oil tank. The pump also remains in operation whilst the incinerator is burning
Incinerator Marine Diesel Oil Burner Pump e) Apply trace heating to the waste oil service tank circulating
waste oil. The waste oil is supplied to the burner by the waste oil burner
lines to and from the incinerator; the trace heating condensate
Maker: Hyundai-Atlas pump which takes suction from the waste oil circulating line. Compressed air
drain valves must be open.
No. of sets: 1 supplied from the working air system is used to atomise the oil at the burner
and to purge the burner when burning is complete.
Model: BFP 21 L5 f) After a period of settling in the waste oil service tank drain
Capacity: 17 litre/h water from the tank by means of drain valve F312V.
There is a line from the incinerator MDO service tank to the mill pump suction
and this is used to allow for flushing through of the waste oil mill pump and
g) Set the valves as in the following table:
burner system when the unit is being shut down for maintenance.
Introduction
The MDO primary burner is used to ignite the waste oil burner when in use and Position Description Valve
The ship is provided with an incinerator which is designed to burn waste/sludge to raise and maintain the temperature of the incinerator combustion chamber Open Waste oil tank quick-closing outlet valve F317V
oil and garbage. Prior to burning garbage diesel oil is used for warming up the when burning garbage. Closed MDO valve to mill pump F323V
incinerator; diesel oil may also have to be burned whilst burning garbage if the
Open Waste oil recirculation valve from mill pump F320V
garbage is difficult to burn.
Procedure for the Operation of the Incinerator Fuel Oil Closed Mill pump discharge valve to incinerator F319V
MDO for the incinerator primary burner is taken from the incinerator MDO System Open Incinerator waste oil burner pump inlet valve F322V
tank and pumped to the burner by the MDO burner pump. Excess MDO is Open Return valve to the incinerator waste oil tank from F321V
returned to the incinerator MDO tank via the pump pressure relief valve and the incinerator burner
return line valve F325V. The incinerator MDO tank quick-closing outlet valve 1. Procedure to Prepare the Incinerator Diesel Oil System
F311V must be open in order to supply MDO to the incinerator. The MDO a) Set the valves as per the following table: Note: Incinerator operating procedures are covered in section 2.13.4 of this
inlet valve F324V to the incinerator must also be open when the incinerator machinery operating manual.
is operating. The incinerator MDO tank is replenished by the MDO transfer Position Description Valve
pump (see section 2.7.1 of this machinery operating manual). Open Incinerator MDO service tank quick-closing outlet F311V
3. Procedure for Circulating Waste Oil Prior to Burning
valve
The incinerator waste oil service tank, from which the incinerator is supplied, a) Set the valves as in Procedure 2 above:
stores waste oil ready for burning in the incinerator. This tank is fitted with Open Incinerator MDO inlet valve F324V
a heating coil. The incinerator waste oil service tank is replenished from the Open Incinerator MDO return valve on the incinerator F325V
b) Ensure that the waste oil service tank heating system is operating
incinerator waste oil settling tank to which sludge/waste oil is transferred by MDO service tank
and that the temperature of the waste oil is increasing.
the waste oil transfer pump (see section 2.11.1 of this machinery operating
manual).
Illustration 2.7.7a Incinerator Fuel Oil Service System
From Waste Oil

From Marine Diesel Transfer Pump
Oil Transfer Pump 2.11.1a) F315V
(2.7.1a)
Incinerator LS
Waste Oil
Settling Tank
(3.0m3)
F310V F314V F316V
Incinerator
Marine Diesel Oil
Tank
(2.0m3)
F311V
Incinerator
Waste Oil
Service Tank
(3.0m3)
Key
F312V
Marine Diesel Oil
F317V
Air
Bilge
Incinerator
(700,000 kcal/h) From Oil Mist Waste Oil
F323V CI
Manifold
To Inert Gas Generator
F325V Electrical Signal
Gas Oil Service Tank
Overflow Line PI Mill Pump
(2.7.10a) S S (26m3/h x 0.4 bar)
F324V
PI
F320V
S
S
F319V
P
F326V
F321V
F322V
From
Control Air System To Bilge To Oily
(2.9.2a) Holding Tank Bilge Tank
(2.11.1a) (2.11.1a)
c) Start the waste oil mill pump. Waste oil will be circulated
from the incinerator waste oil tank and back to the incinerator
waste oil tank. Allow this circulation for at least 15 minutes
before operating the incinerator waste oil burning system. The
temperature in the tank should be appropriate for burning the
waste oil (about 90°C) and the temperature should be even
throughout the tank.
d) When the temperature of the waste oil charge in the waste oil
service tank is suitable for burning the waste oil (about 90°C),
and the incinerator is ready for waste oil burning, open the
waste oil supply valve F319V to the incinerator.
Heated waste oil will be pumped by the incinerator mill pump to the incinerator
burner and back to the incinerator waste oil tank.
e) The waste oil system is now ready for burning waste oil in the
incinerator. When burning the waste oil the recirculation valve
F320V should be throttled in order to ensure a full supply of oil
to the incinerator waste oil burner pump.
Illustration 2.7.8a Gas Combustion Unit Fuel Oil and Fuel Gas System
Exhaust Gas 450°C
To Safe Dilution Dilution
Area Air Air
Near Gas
TT TT Chamber
GD
TT TT
IAS
M GD M
To No.4 Damper Damper

Vent Riser PI
TT
PI
M M PSL PSL
From Control TT
From Control
GD Air Air System
IAS Intake Air System (2.9.2a)
F502V F503V (2.9.2a)
From Control
GD
M Air System (2.9.2a)
From Control Gas PI
Air System Combustion Combustion Air
Combustion Gas Unit Room
(2.9.2a) Unit
PI
From Control
From Control Air M Air System (2.9.2a)
Air System (2.9.2a) PI
Combustion Air
TI TAHH TALL
Air PSL I/P
IAS IAS IAS PSL PSL
From FT ZT From Control
TX TX TX ZS PI TT PT PI PSL PI PSH
Fuel Gas M Air System (2.9.2a)
System I/P PI
2.7.5b) Air
PX PX Combustion Air
M
Air
PI
FC
From Control
PI
Air System (2.9.2a)
PSL
Air PSL PSL PI
From Control
FT ZT FC Air System (2.9.2a)
ZS PI TT PT PI PSL PI PSH
PI
PI PSL PSL FC
From Nitrogen Supply PI
M
PI From Control Air FC
System (2.9.2a) PI
From Gas Combustion PI
Unit Marine Diesel FT From Control
PI PI PSL PI PSH
Oil Service Tank (2.7.1a) Fuel Oil Air System (2.9.2a)
PSL PSL PI M
Pressure Regulator
To Gas Combustion
Unit Marine Diesel Cooling Air
Oil Service Tank (2.7.1a) M M
Key
FC FC
From Gas Combustion PI PI PSL PSL From Control
Fuel Gas
Unit Gas Oil M Air System (2.9.2a)
Service Tank (2.7.1a) FC FC Nitrogen
Cooling Air
To Gas Combustion
M Air
Unit Gas Oil
Service Tank (2.7.1a)
Gas Oil
To Oily Bilge Tank (2.11.1a)
2.7.8 gas combustion unit diesel and gas Oil The fuel oil supply to the central oil burner is controlled by the in-line Position Description Valve
Systems electrically operated solenoid valves which in turn are controlled by the burner
Open Service tank quick-closing outlet valve F7V
control panel. This is located on ????? but the commands concerning burner
operation can either come locally from this panel or from the IAS process Set/Open Changeover inlet and outlet cocks on duplex
Gas Combustion Unit Marine Diesel Oil Supply Pumps suction filter
control system via the panel.
Maker: ?? Set/Open Changeover inlet and outlet cocks on pump
Model: ?? The gas combustion unit MDO service tank is fitted with a self-closing sludge housing
cock for draining any water or sludge from the tank that may have settled out Open Pressure regulator inlet isolating valve
No. of sets: 2
over a period of time. It is important that this is operated at regular intervals to Open Pressure regulator outlet isolating valve
Capacity: 1,374 litres/h x 15 bar prevent the carry over of water to the gas combustion unit pilot burners or to
Motor rating: 440V 60Hz 1.5kW Operational Fuel oil pressure regulator valve
the generator engines via the MDO gravity tanks which receive their diesel oil
supply from the service tank. Closed Pressure regulator bypass valve
Open Inlet cock to burner system
Gas Combustion Unit Ignitor Gas Oil Supply Pumps
The burner ignition system consists of two pairs of ignition burners, two Operational Remote operating pilot burner isolating
Maker: ?? supplied with gas and two with marine gas oil (MGO). The MGO is supplied valve
Model: ?? from the GCU ignitor gas oil service tank to the igniter supply pumps and Operational Remote operating pilot burner isolating
No. of sets: 2 then to the igniters, as shown in illustration 2.7.8a above The service tank is valve
replenished, as required, by transferring from the inert gas generator MGO Open Burner isolating cock
Capacity: 33 litres/h x 14 bar
service tank with the gas oil transfer pump.
Motor rating: 440V 60Hz 0.22kW Operational Burner oil inlet non-return valve
The connection from the tank to the gas combustion unit igniter MGO pumps Operational Burner atomising air inlet non-return valve
is fitted with a quick-closing valve that can be closed remotely from the fire
Introduction control station in the event of an emergency. If the valve is tripped, it must be e) The MDO pumps will be started and stopped automatically
manually reset and opened before the system may be operated again. The tank through the gas combustion unit burner control panel but if the
The gas combustion unit (GCU) uses marine diesel oil (MDO) from the GCU is also fitted with a sludge cock for use a described above. level of MDO in the storage tank falls below the ????? litre
diesel oil service tank to operate one pilot burner during the starting sequence
level, an alarm will be sounded through the IAS to notify the
of the combustion unit and when the unit has been switched to operate in the
duty engineer that the tank needs refilling.
‘free flow’ mode. The fuel supply system from the tank to the combustion unit Procedure to Prepare the Gas Combustion Unit Burner Marine
has been shown in illustration 2.7.8a above and the method of replenishing it Diesel Oil System f) Confirm that when the duty pump is running, the system
via the MDO bunkering and transfer system has been detailed in section 2.7.1
pressure is maintained at a constant 5 bar pressure and that
of this manual. In the system set up detailed below it has been assumed that the three way excess fuel is returning back to the storage tank.
valves at the inlet and outlet to and from the supply pumps have been aligned
The connection from the tank to the gas combustion unit MDO pumps is fitted to allow pump No.1 to operate and that No.2 is in standby mode The gas combustion units’s diesel fuel oil system is now operational and ready
with a quick-closing valve that can be closed remotely from the fire control
for use.
station in the event of an emergency. If the valve is tripped, it must be manually a) Check the quantity of MDO in the service tank and confirm that
reset and opened before the system may be operated again. there is enough fuel present to allow continuous operation of the
gas combustion unit. Procedure to Prepare the Gas Combustion Unit Igniter Marine
The gas combustion unit operating principles have been detailed in section Gas Oil System
2.6.8 of this manual but for completeness some detail on the fuel system has b) Sludge the MDO storage tank to remove any water that may be
been included here. present. In the system set up detailed below it has been assumed that the valves at the
inlet and outlet to and from the supply pumps have been aligned to allow pump
The gas combustion unit plant has been provided on-board the vessel to burn c) Open the level gauge isolating valves and check that all of the No.1 to operate and that No.2 in standby mode.
off excess boil-off gas from the cargo tanks that cannot be safely used in the instrumentation is working correctly.
main generator engines. This is usually during periods of low gas demand a) Check the quantity of MGO in the service tank and confirm that
when the vessel is operating at low speed or low power. The MDO from the d) Set the system valves in accordance with the following table: there is enough fuel present to allow continuous operation of the
service tank is supplied to the gas combustion unit by two pumps to provide gas combustion unit.
a pilot flame in the combustion chamber. The pumps have their discharge
pressure regulated to a constant pressure of ??? bar with the excess fuel being b) Sludge the MGO storage tank to remove any water that may be
relieved back to the service tank via a pressure regulating valve. present.
Illustration 2.7.8a Gas Combustion Unit Fuel Oil and Fuel Gas System
Exhaust Gas 450°C
To Safe Dilution Dilution
Area Air Air
Near Gas
TT TT Chamber
GD
TT TT
IAS
M GD M
To No.4 Damper Damper

Vent Riser PI
TT
PI
M M PSL PSL
From Control TT
From Control
GD Air Air System
IAS Intake Air System (2.9.2a)
F502V F503V (2.9.2a)
From Control
GD
M Air System (2.9.2a)
From Control Gas PI
Air System Combustion Combustion Air
Combustion Gas Unit Room
(2.9.2a) Unit
PI
From Control
From Control Air M Air System (2.9.2a)
Air System (2.9.2a) PI
Combustion Air
TI TAHH TALL
Air PSL I/P
IAS IAS IAS PSL PSL
From FT ZT From Control
TX TX TX ZS PI TT PT PI PSL PI PSH
Fuel Gas M Air System (2.9.2a)
System I/P PI
2.7.5b) Air
PX PX Combustion Air
M
Air
PI
FC
From Control
PI
Air System (2.9.2a)
PSL
Air PSL PSL PI
From Control
FT ZT FC Air System (2.9.2a)
ZS PI TT PT PI PSL PI PSH
PI
PI PSL PSL FC
From Nitrogen Supply PI
M
PI From Control Air FC
System (2.9.2a) PI
From Gas Combustion PI
Unit Marine Diesel FT From Control
PI PI PSL PI PSH
Oil Service Tank (2.7.1a) Fuel Oil Air System (2.9.2a)
PSL PSL PI M
Pressure Regulator
To Gas Combustion
Unit Marine Diesel Cooling Air
Oil Service Tank (2.7.1a) M M
Key
FC FC
From Gas Combustion PI PI PSL PSL From Control
Fuel Gas
Unit Gas Oil M Air System (2.9.2a)
Service Tank (2.7.1a) FC FC Nitrogen
Cooling Air
To Gas Combustion
M Air
Unit Gas Oil
Service Tank (2.7.1a)
Gas Oil
To Oily Bilge Tank (2.11.1a)
c) Open the level gauge isolating valves and check that all of the
instrumentation is working correctly.
d) Set the system valves in accordance with the following table:

Open Service tank quick-closing outlet valve F40V
Open Inlet cock to igniter pump No.1
Open Outlet cock from igniter pump No.1
Open Inlet cock to igniter pump No.2
Open Outlet cock from igniter pump No.2
Isolating cock to igniters
Flow control valve No.1 to igniter A
Flow control valve No.2 to igniter A
Flow control valve No.1 to igniter B
Flow control valve No.2 to igniter B
Shut-off cock to igniter A
Shut-off cock to igniter B
e) The MGO pumps will be started and stopped automatically

through the gas combustion unit burner control panel but if the
level of MGO in the storage tank falls below the ????? litre
level, an alarm will be sounded through the IAS to notify the
duty engineer that the tank needs refilling.
f) Confirm that when the duty pump is running, the system

pressure is maintained at a constant 5 bar pressure and that
excess fuel is returning back to the storage tank.
The gas combustion unit’s igniter gas oil system is now operational and ready
for use.
Illustration 2.7.9a Inert Gas Generator Gas Oil System

To Inert Gas System Upper Deck
Dryer Unit
PI PS
S Purge Valve
To Pneumatic LS
1504V 1506V Equipment From Control Air
PIC 6021V
From Control System (2.9.2a)
Air System 6025V
(2.9.2a) 1501V 1502V 2111V From Control Air
System (2.9.2a)
To Inert Gas System
(Water Chiller Unit) From Control Air O2 Analyser PIC
From Nitrogen From
System (2.9.2a) PT PS PI
PS PI PIC 1509V Bottle Control Air
Marine Diesel Oil Pump PI System 6004V S
(1,932kg/h x 25 bar) TX FT
(2.9.2a) GD 6062V 6044V 6054V 6056V
1058V 1055V
1004V S LS
Water Chiller Dryer
Inert Gas Unit Unit
1005V 2105V 6001V 6041V To Deck
Generator 1002V 1052V
Gas Oil 1006V S 1056V S 1062V Delivery Valve
Service
Tank 1060V 5260V
F5V
Key
2032V 2033V XZA
2310V
Sea Water
From
Control Air TS TS Inert Gas
System S S
2114V Saturated Steam
Weather Deck S 2054V (2.9.2a) 2103V
Condensate
LS
Electrical Signal
2051V 2055V Pilot Washing/
XZA Ignition Air
Blower No.1 PI S 2040V PI Burner Cooling
2207V TI Tower Fresh Water
M Main
Ambient Burner Bilge
Air 2042V Combustion
2206V 2204V Marine Diesel Oil
Chamber PIC
To PI
Overboard From Control Air Nitrogen
2003V System (2.9.2a)
PS 2425V
PS H
2324V
Blower No.2 H 2014V
2227V
M
PS 2319V From Combustion IAS
Ambient L 2015V Chamber Cooling
Air PI DPT
2226V 2224V PIC 2410V
From TI LS LS
Control Air
1633V System PS 2419V 5V
PIC S (2.9.2a) L 2323V From S
1632V
Control Air
2415V
1628V
2316V
System
S PS PS
1620V
L L (2.9.2a)
PI
From 1629V 1635V 1640V
PC PC 1V
6 Bar Steam
System 1601V 1602V 1624V 1627V
(2.6.3a) 1621V
Rinsing Water
To 1606V 1625V from Fresh Water
Hydraulic Unit To Bilge
Condensate
Holding
System
1605V 1603V From Ballast System Tank
(2.6.4a)
(4.14.1a) Cargo
2.7.9 Inert gas generator gas Oil System The gas oil storage tank is fitted with a self-closing ‘sludge’ cock for draining
water and sludge from the bottom of the tank that may have settled out over a
period of time. It is important that this cock is operated at regular intervals to
Inert Gas Generator Gas Oil Pump
prevent accumulation of water and the subsequent carry over to the inert gas
Maker: ?? generator burner.
Model: ??
No. of sets: 1 Procedure to Prepare the Inert Gas Generator Fuel System
Capacity: 2,400 litres/h x 25 bar
Motor: ?? a) Check the quantity of gas oil in the service tank and confirm that
Motor rating: ?? there is sufficient to allow for the continuous operation of the
plant. The generator consumes approximately 1,451kg of fuel
per hour at its rated output of 15,000Nm3/h of inert gas.
Introduction
b) Sludge the GO service tank to remove any water that may be
The inert gas generator uses marine gas oil (MGO) that is stored in the gas oil present.
service tank. This tank has a capacity of 103.3m3 and is located on the port side
of the engine room at poop deck level. c) Set the system valves in accordance with the following table:
The fuel supply system from the tank to the inert gas generator has been shown Valve prefix I, unless stated
in illustration 2.7.9a above and the method of replenishing it via the diesel oil Position Description Valve
bunkering and transfer system has been detailed in section 2.7.2. Open Gas oil storage tank quick closing outlet F5V
valve
The connection from the MGO service tank to the inert gas generator is fitted Open Inert gas generator gas oil pump suction 1001
with a quick closing valve that can be operated remotely in the event of an valve
emergency. If tripped, the valve must be reset and manually opened before the Open Inert gas generator gas oil pump discharge 1005
system may be operated. valve
Operational Gas oil pump constant pressure relief valve 1006
The inert gas generating operating principles have been detailed in section 4.8
of the cargo operating manual but for completeness some detail on the fuel Open Manual supply valve to burners 1051
system has been included here. Operational Main burner pneumatic supply valve A 1059
Open Main burner manual supply valve A 2032
The generator produces inert gas by burning gas oil in its combustion chamber. Operational Main burner pneumatic supply valve B 1060
The inert gas essentially consists of 0.5% oxygen, 14% CO2 with the balance
Open Main burner manual supply valve B 2033
predominately made up of nitrogen. Fitted in the combustion chamber is a pilot
burner and a main burner and both operating on gas oil that is pumped to the Operational Pilot burner solenoid supply valve A 2105
unit by a dedicated supply pump. This provides oil at a constant pressure by Operational Pilot burner solenoid supply valve B 2103
utilising a pressure relief valve. Before activating the burner, but with the pump
operating, all of the fuel is returned to the gas oil service tank through this relief d) Start the gas oil pump from the inert gas generator control panel
valve. The discharge pressure from the gas oil pump to the inert gas generator and confirm that the fuel is flowing and spilling back to the gas
may be regulated by altering the setting on this pressure relief valve. oil storage tank.
During ignition, a small quantity of the gas oil is supplied to the pilot burner The inert gas generator’s fuel system is now operational and ready for use.
via two solenoid valves that are operated through the inert gas generator’s
control system. When a stable flame has been established, the main burner is e) When the inert gas generator is no longer required, it should be
then supplied with fuel via two pneumatic valves operated by air signals from shut down in accordance with the procedure detailed in section
solenoid valves activated by the control system. The fuel supply pressure is 4.8 of the cargo operating manual and the gas oil supply pump
monitored by a pressure transmitter fitted to the gas oil supply line. stopped. The manual fuel supply valve, I-1051, may then be
closed.
Illustration 2.7.10a Boiler Fuel Oil Service System

Key
Fuel Oil
Marine Diesel Oil Marine Diesel Oil
Settling Tank Service Tank Marine Diesel Oil
Port Port
SUR E
(144.2m3) (200.2m3)
P R E S Steam
P
Fuel Oil
PUM
Return Pipe Air
H E C K
C
F301V F101V Pilot Burner Pump Condensate
(30kg/h x 14bar)
To Marine Diesel Bilge
Oil Separating PI PI
F303V System (2.7.3a) Waste Oil
F335V F336V S
From Control Air

System (2.9.2a)
Forced Draught Fan
M
F333V
From Control Air
System (2.9.2a)
S
PT PI PS
PIC PI
S
F332V F331V S S S
PI
Boiler Fuel Oil Pumps PS PI TI PX PI
LS LS
(1,758 kg/h x 30bar)
F328V F330V
F308V
PI
F329V S
F307V PS LS PI
DPT
TI PI TS
FI S Auxiliary Boiler
F305V F306V F339V F340V
FI PI S
AIS

Separating System
F304V (2.7.3a)
F302V F103V Atomising Atomising To Condensate To Oily Bilge Tank

Steam Air and Drains System (2.11.1a)
(2.6.1a) (2.9.3a) (2.6.4a)
Marine Diesel Oil Marine Diesel Oil
Settling Tank Service Tank
Starboard Starboard
(144.2m3) (200.2m3)
2.7.10 auxiliary boiler Marine Diesel Oil Service b) Decide which tank is to be used to supply MDO to the auxiliary Note: It is assumed that the valves on the boiler burner unit are correctly set
system boiler and ensure that there is sufficient MDO in the tank for as described in section 2.6.2 of this machinery operating manual. It is also
normal operation. assumed that an atomising air or atomising steam supply is available.
Boiler Fuel Oil Pump
c) Supply control air to the boiler burner unit and the pressure e) Start the pilot burner pump.
Maker: XX control valves.
No. of sets: 2 f) Select one of the boiler fuel oil pumps as the duty pump and
d) Set the system valves as in the following table. The valve start that pump at the boiler burner control panel.
Type: XX
settings assume that MDO for the boiler is being taken from the
Capacity: 1,758kg/h at 30 bar starboard MDO settling tank. g) Check that MDO is being supplied to the burner unit as required
and that the correct pressure is being maintained.
Pilot Burner Pump Position Description Valve
Closed Port MDO settling tank quick-closing outlet F301V h) The boiler burner MDO supply system is now operational and
Maker: XX
valve the boiler may be started if all other systems are satisfactory.
No. of sets: 1
Locked Crossover valve from the port MDO service F303V
Type: XX closed tank
Capacity: 30kg/h at 14 bar Open Starboard MDO settling tank quick-closing F302V
outlet valve
Locked Crossover valve from the starboard MDO service F304V
Introduction closed tank
Open Boiler fuel oil pump flow meter inlet valve F305V
The auxiliary boiler is supplied with MDO from the port and starboard MDO
settling and service tanks. Normally the MDO settling tanks are used but Open Boiler fuel oil pump flow meter outlet valve F306V
crossover valves, which are normally locked in the closed position, allow Closed Boiler fuel oil pump flow meter bypass valve F307V
MDO to be supplied from the MDO service tanks if necessary. Open Line valve from boiler fuel oil return pipe F308V
Set Boiler fuel oil pumps three way inlet valve (set
The main burner, which operates on atomising steam or atomising air, is for one of the pumps)
supplied with MDO by one of two boiler fuel oil pumps. A pilot burner pump
Set Boiler fuel oil pumps three way outlet valve (set
is also provided and this supplies MDO to the pilot burner. During operation of
for one of the pumps)
the auxiliary boiler the pilot burner pump and one of the boiler fuel oil pumps
must be operating. Open Boiler MDO supply pressure regulating valve F331V
inlet valve
Excess MDO is supplied to the boiler burner by the operating boiler fuel oil Operational Boiler MDO supply pressure regulating valve
pump as this ensures that sufficient MDO is always available no matter what Open Boiler MDO supply pressure regulating valve F333V
the burner load. The burner control system returns excess MDO to the fuel oil outlet valve
return pipe and this connects with the suction side of the boiler fuel oil pumps. Closed Boiler MDO supply pressure regulating valve F332V
The fuel oil return pipe overflows to the starboard MDO settling tank. bypass valve
Open Boiler burner unit supply solenoid valve inlet F328V
Operation of the boiler control system is described in section 2.6.2 of this valve
machinery operating manual and will not be discussed in this section which is
Operational Boiler burner unit supply solenoid valve
concerned with the boiler MDO service system.
Open Boiler burner unit supply solenoid valve outlet F330V
valve
Procedure for Operation of the Boiler Marine Diesel Oil Closed Boiler burner unit supply solenoid valve bypass F329V
Service System valve
Pilot Burner Pump
a) Ensure that the auxiliary boiler control system is operational
Open Pilot burner pump inlet valve F335V
and that all of the boiler systems are ready so that the boiler may
be operated. Open Pilot burner pump outlet valve F336V
2.8 Lubricating Oil Systems
2.8.1 Main Generator Lubricating Oil Systems
2.8.2 Main Propulsion Motor and Reduction Gearbox Lubricating Oil System
2.8.3 Stern Tube Lubricating Oil System
2.8.4 Lubricating Oil System
2.8.5 Lubricating Oil Separating System
Illustrations
2.8.1a Main Generator Lubricating Oil System - Engines No.1 and No.2
2.8.1b Main Generator Lubricating Oil System - Engines No.3 and No.4
2.8.2a Main Propulsion Reduction Gearing Lubricating Oil System
2.8.3a Stern Tube Lubricating Oil System
2.8.3b Forward and Aft Stern Seal Arrangements
2.8.4a Lubricating Oil Filling and Transfer System
2.8.4b Bow Thruster Oil Filling and Transfer System
2.8.5a Generator Engine Lubricating Oil Separating System
2.8.5b Generator Engine Lubricating Oil Separator Control Panel

Illustration 2.8.1a Main Generator Lubricating Oil System - Engines No.1 and No.2
L212V L210V
PI DPAH
DPS IAS
DPAH L211V
DPS
IAS Sampling
L214V
No.1 Generator Engine TX L209V L208V

Port (9L50DF)
No.1 Generator L203V M

Bearing (DE)
L205V L206V L207V
L204V
Engine Driven L285V
No.1 Generator PI
(162m3/h x 4bar) TI TI
Bearing (NDE)
Lubricating
PI PI
Oil Priming Pump
(51m3/h x 2bar) L286V
CI
Key No.1 Generator Engine

LAL
Lubricating Oil Cooler
MC
Lubricating Oil
LS L201V
Bilge L202V
No.1 Main Lubricating

Electrical Signal To Oily
Oil Sump Tank
Port (32.8m3) Bilge Tank
L232V L230V
PI DPAH
DPS IAS
DPAH L231V
DPS
IAS Sampling
Damper L234V

Port (12V50DF)

Bearing (DE)
L225V L226V L227V
L224V
Engine Driven L287V
No.2 Generator PI
Bearing (NDE)
Lubricating
PI PI
Oil Priming Pump
(65m3/hx2bar) L288V
CI

LAL
MC
LS L221V L222V

Oil Sump Tank To Oily
Starboard (34.4m3) Bilge Tank
2.8 lubricating oil systems 9L50DF - 980 kW The supply line to the generator bearings is fitted with a 25 micron filter and a
pressure regulating valve which controls the generator bearing supply pressure
Thermostatic Valve to 2.5 bar. The generator bearing LO supply filter is fitted with a pressure
Author’s Note WMT are aware the LO systems in now split. To date we have
not received any further information to enable WMT to alter this section Maker: Pleiger differential switch which will alarm through to the IAS on high pressure. The
Model; MOV-3-81 generator bearings drain to the engine LO sump tank.
2.8.1 DIESEL GENERATOR LUBRICATING OIL SYSTEM 12V50DF - DN150
The automatic main LO filters are of the self-cleaning type operating on a back
9L50DF - DN125 flushing principle using the LO already in the system. Power must be available
Engine Driven Lubricating Oil Circulating Pump Set point: 57°C (nominal), 63°C (actual) at the filter at all times in order to ensure that it is operational.
Type: Engine driven, screw pump
No. of sets: 1 per engine From the engine LO supply manifold, the LO is directed to the various parts of
Introduction the engine system through a network of internal pipes. If the supply pressure
Capacity: 12V50DF - 221m3/h at 4.0 bar falls to 3.5 bar when the engine is running, an alarm is sounded but if it falls to
9L50DF - 162m3/h at 4.0 bar Each diesel generator engine has its own self-contained lubricating oil (LO) 2.5 bar, the engine is automatically shut down by the engine control system.
system that is used for the lubrication and cooling of the turbocharger(s),
Lubricating Oil Priming Pump bearings, pistons and cylinders. The engine LO circulation system also provides The pistons are cooled and lubricated by oil passing up a bore in the connecting
Maker IMO oil to the alternator bearings located at the drive end and non-drive end. An rod from the main bearing via holes in the crankshaft. A proportion of the oil
Type: Electric motor driven, screw pump engine driven pump operates whenever the engine is running and circulates LO flowing to the piston cooling spaces is directed to special nozzles located on
to all parts of the system. The pump takes suction from the engine LO sump the periphery of the piston skirt to provide lubrication between the cylinder
No. of sets: 1 per engine
tank via a filter and a suction valve at the sump tank. The engine LO sump liner and the piston rings. The lower of the three piston rings located in the
Model: 12V50DF - ACF 090N4 IRB tank is provided with a steam heating coil which is located at the engine driven piston crown acts as an oil control ring and this regulates the oil film on the
9L50DF - ACF 090K4 IRBO pump suction pipe bellmouth. cylinder liner surface.
Capacity: 12V50DF - 65m3/h at 2.0 bar
9L50DF - 51m3/h at 2.0 bar An electrically driven lubricating oil priming pump is provided on each engine Each of the crankshaft main bearings is fitted with a temperature transducer
to ensure that the bearings are adequately supplied with oil when the engine which provides for the remote indication and alarm of the operating
Automatic start: Engine speed below 175 rpm is at rest but selected for standby. The lubricating oil priming pump operates temperatures. This allows the engine control system to continuously monitor
Automatic stop: Engine speed above 175 rpm continuously when the engine is on standby but stops when the engine is the bearing temperatures and to provide an alarm at 110°C and engine shutdown
(Author`s Note: Check this, operation is normal but speed needs checking.) running above 175 rpm when the engine driven pump is operational and at 120°C should the maximum safe working temperature of any one bearing be
supplying oil under pressure. The lubricating oil priming pump automatically exceeded. The generator bearings are also fitted with temperature transducers
Lubricating Oil Automatic Filters starts again when the engine is being stopped and the speed has dropped below which initiate alarm and shutdown if activated.
Maker: Boll and Kirch 175 rpm. The lubricating oil priming pump has its own sump tank suction
Model: 6.46.07 valve and it also has a discharge line to the engine driven LO pump, to ensure Each engine crankcase is provided with a Visatron light obscuring oil mist
that the engine driven pump is always primed. detector unit that has monitors fitted to each crankcase compartment. This is
No. of sets: 1 per engine, 34 micron mesh
designed to safeguard against the risk of a crankcase explosion should a hot
Lubricating Oil Duplex Filters The lubricating oil priming and engine driven pumps discharge to the lubricating spot occur inside the crankcase and generate oil mist. If the mist concentration
oil system via the LO cooler. A temperature controlled bypass valve is provided rises above a threshold level the oil mist detector is activated and an engine
Maker: Bollfilter to allow the oil leaving the cooler to be maintained between the limits of 60°C shutdown command is triggered.
Model: Doppelfilter 2.05.5 and 65°C (actual 63°C). The system goes into alarm if the temperature of the
No. of sets: 1 per engine, 60 micron mesh oil at the engine rises as high as 70°C and a load reduction signal is sent to the The crankcase is also fitted with a breather system which prevents overpressure
No. of sets: 1 per engine, 25 micron mesh (generator bearings) PMS (Power Management System) if the temperature reaches 80°C. in the crankcase due to piston blow-by. Oil from the breather chamber flows to
the LO leakage system and the chamber is vented to a small tank at the top of
Lubricating Oil Coolers From the cooler, the LO passes through a 60 micron duplex filter and a 34 the funnel. These breathers are equipped with flame arrestors.
Maker: Alfa Laval micron automatic filter before being delivered to the engine’s distribution
manifold. The automatic filter has a differential pressure switch which will The automatic backflush filter discharges to the engine LO sump. Drip trays
Type: Plate cooler
alarm through the IAS if the differential pressure exceeds a preset value. The are fitted around the automatic backflush filter and the prelubrication pump/LO
No. of sets: 1 per engine automatic filter may be bypassed if required. On the V12 engines a pulse cooler; these drip trays discharge to the oily bilge tank.
Model: 12V50DF - M15-MFM8 damper is fitted at the LO inlet to the engine.
9L50DF - M15-MFM
Capacity: 12V50DF - 1,310 kW A branch line, located after the outlet from the duplex filter, supplies LO to the
two generator bearings.
Illustration 2.8.1b Main Generator Lubricating Oil System - Engines No. 3 and No.4
L312V L310V
PI DPAH
DPS IAS
DPAH L311V
DPS
IAS Sampling
Damper L314V

Starboard (12V50DF)

Bearing (DE)
L305V L306V L307V
L304V
Engine Driven L385V
No.3 Generator PI
Bearing (NDE)
Lubricating
PI PI
Oil Priming Pump
(65m3/h x 2bar) L386V
CI
Key No.3 Generator Engine

LAL
MC
Lubricating Oil
LS L301V
Bilge L302V

Electrical Signal To Oily
Oil Sump Tank
L332V L330V
PI DPAH
DPS IAS
DPAH L331V
DPS
IAS Sampling
L334V

Starboard (9L50DF)

Bearing (DE)
L325V L326V L327V
L324V
Engine Driven L387V
No.4 Generator PI
Bearing (NDE)
Lubricating
PI PI
Oil Priming Pump
(51m3/h x 2bar) L388V
CI

LAL
MC
LS L321V L322V

Oil Sump Tank To Oily
WARNING Position Description Valve Position Description Valve

When the engines are operating in fuel gas mode some methane gas is No.1 Diesel Generator Engine (Port 9L50DF engine) Open LO priming pump sump suction valve L302V
present in the engine crankcase. Because of this it is essential that LO is Open Engine driven LO pump sump suction valve L201V Open LO priming pump discharge valve L304V
always trapped in the ‘U’ bend below the breather chamber to prevent Open Engine driven LO pump discharge valve L203V Open Priming valve for engine driven LO pump L305V
any explosive gases leaking to the dirty leakage drain tank system.
Open LO priming pump sump suction valve L202V Operational LO cooler bypass valve
Open LO priming pump discharge valve L204V Open LO cooler inlet valve L306V
WARNING
Open Priming valve for engine driven LO pump L205V Open LO cooler outlet valve L307V
Before opening any engine crankcase or oil pump for maintenance or
inspection, it is essential that the crankcase or oil pump system is purged Operational LO cooler bypass valve Closed LO cooler vent valve L385V
with nitrogen and then fully vented. This MUST be done by connecting Open LO cooler inlet valve L206V Closed LO cooler drain valve L386V
a nitrogen supply line to the fitting on the crankcase vent line and then Open LO cooler outlet valve L207V Open Automatic backflush filter inlet valve L308V
opening/closing the valves purge valves as required. The engine vent Closed LO cooler vent valve L285V Open Automatic backflush filter outlet valve L309V
line must be checked with a gas analyser to verify that no methane gas
Closed LO cooler drain valve L286V Closed Automatic backflush filter bypass valve L310V
remains in the crankcase or in the oil system after purging.
Open Automatic backflush filter inlet valve L208V Closed LO sampling valves L311V
Open Automatic backflush filter outlet valve L209V L312V
Procedure for Setting Up and Operating the Diesel Generator Closed Automatic backflush filter bypass valve L210V Operational Pressure regulating valve for generator bearing L314V
Engine Lubricating Oil System Closed LO sampling valves L211V LO supply
L212V
The LO systems for all engines are the same in layout and function but the Operational Pressure regulating valve for generator bearing L214V No.4 Diesel Generator Engine (Starboard 9L50DF engine)
in-line six-cylinder engines have smaller capacity lubricating oil priming and LO supply Open Engine driven LO pump sump suction valve L321V
engine driven LO pumps. The procedure for operating all engine LO systems Open Engine driven LO pump discharge valve L323V
is the same except for the valve numbers.
No.2 Diesel Generator Engine (Port 12V50DF engine) Open LO priming pump sump suction valve L322V
a) Ensure that the LO level in the diesel generator engine sump Open Engine driven LO pump sump suction valve L221V Open LO priming pump discharge valve L324V
tank is adequate. If necessary, supply clean LO from the storage Open Engine driven LO pump discharge valve L223V Open Priming valve for engine driven LO pump L325V
system as described in section 2.8.4 of this machinery operating Open LO priming pump sump suction valve L222V Operational LO cooler bypass valve
manual. Open LO priming pump discharge valve L224V Open LO cooler inlet valve L326V
Open Priming valve for engine driven LO pump L225V Open LO cooler outlet valve L327V
b) Check that the diesel generator engine fresh water cooling
system and the associated sea water cooling systems are Operational LO cooler bypass valve Closed LO cooler vent valve L387V
operational. Check that cooling water is flowing through the LO Open LO cooler inlet valve L226V Closed LO cooler drain valve L388V
cooler. Open LO cooler outlet valve L227V Open Automatic backflush filter inlet valve L328V
Closed LO cooler vent valve L287V Open Automatic backflush filter outlet valve L329V
c) Ensure that the LO separating system is operational as described Closed LO cooler drain valve L288V Closed Automatic backflush filter bypass valve L330V
in section 2.8.5 of this machinery operating manual.
Open Automatic backflush filter inlet valve L228V Closed LO sampling valves L331V
d) Check that there is power at the automatic backflush filter and Open Automatic backflush filter outlet valve L229V L332V
that the filter is fully operational. Closed Automatic backflush filter bypass valve L230V Operational Pressure regulating valve for generator bearing L334V
Closed LO sampling valves L231V LO supply
e) Open all valves to instrument gauges and check that these L232V
gauges are operating correctly. Operational Pressure regulating valve for generator bearing L234V
LO supply
f) It is assumed that all external system valves are initially closed;
there are no engine LO valves to be opened apart from gauge
valves. Set the valves as in the following table. No.3 Diesel Generator Engine (Starboard 12V50DF engine)
Open Engine driven LO pump sump suction valve L301V
Open Engine driven LO pump discharge valve L303V
g) If the LO in the engine sump tank is cold open the heating coil
steam supply and condensate drain valves. The heating coil
is only in the vicinity of the engine driven pump suction pipe
bellmouth but the suction pipe for the prelubrication pump is
close to this.
h) Select the lubricating oil priming pump for automatic operation.

(insert details as to how this is done) When the diesel generator
engine is selected for standby mode the lubricating oil priming
pump should start automatically and operate while the pump is
in standby mode. Check that the lubricating oil priming pump
starts and circulates LO around the system. Check the LO
pressure at the engine and at the filters.
i) Check the pressure differential across the duplex filters and

be prepared to clean the filters if necessary. The automatic
backflush filter should maintain itself in a clean condition but
the operation of the backflush filter should be checked.
j) Monitor the temperature of the circulating LO and shut off the

steam supply to the heating coil when the temperature reaches
about 40°C.
k) With the LO being circulated by the prelubrication pump,

check all system pressures and temperatures and check the
engine system for leakage. Initial checks are required when the
lubricating oil priming pump is started but further checks must
be made periodically especially as the LO temperature rises.
l) When the engine is started, check that the engine driven pump
operates and supplies oil at full pressure and that the lubricating
oil priming pump stops.
Illustration 2.8.2a Main Propulsion Reduction Gearing Lubricating Oil System
Reduction Gear TAH TAH
Key L241V Reduction Gear

Lubricating Oil
Lubricating Oil LAL
Turning Gear TAH TAH LS Gravity Tank
TAH TAH IAS
(1.5m3)
Bilge
L242V
Electrical Signal
L243V
Air
Instrumentation
L273V
To
Oily Bilge
Tank
TAH TAH
Reduction Gear Driven L274V
Lubricating Oil Pumps
(72m3/h x 6bar)
No.1
L250V L249V
No.2 Lubricating Oil

Sump L252V L251V
Set at 6 bar
L254V L253V
Set at 5 bar
No.1 CI
Sampling L280V L50V
No.1 Jacking No.2 Jacking
PI L269V L247V Oil Pump Oil Pump
L279V
No.2 CI L49V PI PI
PI
DPAH
CJC Fine Filter
DPS L263V
IAS
L270V L248V
W Electrically Driven Lubricating Oil Pumps

(72m3/h x 6bar) To Lubricating Oil
Transfer Pump
TS
L272V
TI TI
TAH
No.1 Reduction Gear No.2 Reduction Gear L262V

Lubricating Oil Lubricating Oil Instrument PI PI
Cooler Cooler Panel No.1 Propulsion No.1 Propulsion No.2 Propulsion No.2 Propulsion
Motor Bearing Motor Bearing Motor Bearing Motor Bearing
L260V L258V (DE) (NDE) L261V L259V (DE) (NDE)
DPS DPS
DPAH DPAH
IAS IAS
To Oily Bilge Tank
2.8.2 MAIN PROPULSION MOTOR and reduction Introduction Relief valves are fitted at the gearbox driven pump discharge line and these
gearbox LUBRICATING OIL SYSTEM release pressure back to the gearbox casing. One relief valve is set at 5.0 bar
The reduction gearbox and propulsion motor bearing LO systems are linked and the other at 6.0 bar.
because the propulsion motor jacking oil pumps take suction from the gearbox
Propulsion Motor Bearing Jacking Pumps
sump. This LO system is independent of all other LO systems. The gearbox also The electrically driven gearbox LO pumps take suction from the gearbox casing
Maker: XXX contains the thrust bearing and this is lubricated as part of the gearbox system. and deliver oil into the same discharge line as the gearbox driven pumps. At
Type: XXX A CJC filtration unit is fitted at the gearbox and this should be operated at all the outline line from the electrically driven pumps there is a branch line to the
times when the gearbox is in service. The filter unit is fitted with a preheater. gearbox LO gravity tank. LO is supplied to the gravity tank, maintaining it at
Model: XXX
maximum level whichever pumps are operating. The gravity tank overflows,
No. of sets: 4 via a sight glass, to the gearbox casing. The gravity tank is fitted with a low
The gearbox LO system is interlocked with the main propulsion motors so that
Capacity: XXX the starting of the motors will be blocked unless an oil pressure of at least 1.0 level alarm which is activated via the IAS.
Lubricating Oil Filter bar is available at the inlet to the gearbox. (Author`s Note: Check this is fitted
and check the pressure setting.) The purpose of the gravity tank is to ensure that a reserve of LO is always
Maker: XXX available for supplying the gearbox in the event of any serious problem with
Type: Duplex The gearbox LO system serves to supply LO to all of the gearbox bearings, the main LO supply pumps, gearbox or electrically driven. The gravity tank
Model: XXX shafts and mating surfaces and to remove the heat generated within the maintains a LO supply to the gearbox allowing the propulsion plant to be shut
gearbox. If the level of oil in the gearbox sump falls below a preset level, down safely.
No. of sets: 2
an alarm will be issued and an engine slow down command activated by the
Electric Driven Reduction Gearbox Lubricating Oil Circulating Pumps propulsion motor controller. High temperature alarm sensors are fitted at the A duplex filter is located in the LO supply line after the pumps and before
gearbox bearings. the coolers. This unit has a 37/25 micron filter element designed to remove
Maker: XXX particles of contamination and wear before the oil enters the gearbox. The
Type: Electric motor driven, gear pump Under normal operating circumstances oil is supplied to the gearbox by the filters can be switched over to allow one element to be cleaned while the other
Model: XXX gearbox driven LO pumps but two electrically driven pumps are fitted for is in service. A differential pressure switch provides an alarm via the IAS
No. of sets: 2 prelubrication of the gearing and for use when slow running. should the preset pressure differential across the filter be exceeded; this would
indicate blockage of the filter.
During normal operations, and with the propulsion system in use, the gearbox
Reduction Gearbox Driven Lubricating Oil Circulating Pumps driven pumps are used to supply oil at a pressure of 6.0 bar to the internal parts The temperature of the gearbox LO is controlled by two 100% rated coolers;
of the gearbox. Should the system develop a fault so that the oil pressure falls normally both coolers will be operated but one may be shut down if necessary
Maker: XXX
as low as 0.6 bar, the electrically driven standby pump(s) will automatically and the gearbox still remain at full load. The oil temperature is regulated by a
Type: Gear cut in and recover the system pressure. If the pumps fail to start or the gearbox three-way control valve that allows some of the oil to pass through the coolers
Model: XXX inlet pressure continues to fall to 0.2 bar the propulsion controller will activate with the remainder on bypass. The oil is regulated to between 38°C and 47°C
No. of sets: 2 a stop command to the propulsion motors. after the coolers; an alarm is activated should the temperature at the gearbox
inlet rise to 55°C or if the outlet temperature rises to 65°C. The thrust bearing
The electrically driven standby pumps may be selected for STOP, LOCAL alarm is activated at a temperature of 80°C and a power reduction is initiated
Reduction Gearbox Lubricating Oil Cooler or REMOTE mode at the local control panel; if selected for REMOTE mode at a temperature of 85°C.
Maker: XXX they can be set for either AUTO or MANUAL operation through the IAS. The
pumps may be selected as DUTY or STANDBY pump. From the cooler outlet LO is supplied to the gearbox and the propulsion motor
Type: Shell and tube bearings. The gearbox supply manifold has branch pipes to the bearings and
Model: XXX When the pumps are selected for AUTO mode the IAS will automatically the gearing sections. Oil flows by gravity from the bearings and the gearing to
No. of sets: 2 start the pump(s) if the system pressure falls to 0.8 bar and stop them again the gearbox casing sump.
Capacity: XXX when the pressure has recovered to over 5.0 bar. If the pumps are switched
to MANUAL at the IAS workstation, the pumps will only start and stop on Each propulsion motor has two bearings, one at the drive end of the motor and
Lubricating Oil Filter manual commands issued via the IAS. If the pumps are selected for LOCAL one at the non-drive end. The branch line to each propulsion motor is fitted
control mode, starting and stopping is only possible from the pump’s local with a pressure regulating valve which regulates the LO supply pressure to
Maker: XXX
starter panel. If the LO pressure falls to 0.4 bar a propulsion motor slowdown 2.5 bar. In addition there is a duplex filter which is fitted with a differential
Type: Duplex pressure alarm switch which activates at a 2.0 bar differential. From the
is initiated, if the pressure falls to 0.2 bar a propulsion motor stop is activated.
Model: XXX In the event of a loss of electrical power, the only oil supply to the gearbox will propulsion motor bearing the LO flows back to the gearbox casing sump via a
No. of sets: 1 be from the gearbox driven pumps. (Author`s Note: Check this, as one pump 60 mesh filter.
may be supplied from the emergency switchboard.)

Lubricating Oil
Lubricating Oil LAL
TAH TAH IAS
(1.5m3)
Bilge
L242V
Electrical Signal
L243V
Air
Instrumentation
L273V
To
Oily Bilge
Tank
TAH TAH
(72m3/h x 6bar)
No.1
L250V L249V

Sump L252V L251V
Set at 6 bar
L254V L253V
Set at 5 bar
No.1 CI
Sampling L280V L50V
L279V
No.2 CI L49V PI PI
PI
DPAH
CJC Fine Filter
DPS L263V
IAS
L270V L248V

Transfer Pump
TS
L272V
TI TI
TAH

DPS DPS
DPAH DPAH
IAS IAS
To Oily Bilge Tank
The propulsion motor bearing LO supply serves to support the rotor in the Position Description Valve
bearing and so reduce friction. Because the gravity tank is connected to the Position Description Valve
Open No.1 reduction gearbox driven LO pump Open No.2 propulsion motor bearing LO supply L261V
main LO system this provides emergency lubrication to the propulsion motor
suction valve valve
bearings.
Open No.1 reduction gearbox driven LO pump Operational No.2 propulsion motor bearing LO pressure L259V
Each propulsion motor is provided with two hydrostatic jacking pumps that discharge valve regulating valve
supply oil to the bearings at a rate of 1.7 litres per minute. The pumps are used Open No.1 reduction gearbox driven LO pump Open LO return valve to gearbox sump from L249V
to raise the rotor slightly to ensure that an adequate film of oil exists all round suction valve propulsion motor bearings; filter inlet and L250V
the bearing. This helps to promote good lubrication and to extend the service outlet valves
Open No.1 reduction gearbox driven LO pump
life of the bearings. Normally LO is supplied to the propulsion motor bearings discharge valve Operational No.1 jacking oil pump pressure relief valve
by the gearbox driven pumps or the electrically driven gearbox LO pumps. Open No.1 jacking oil pump relief valve return L251V
Operational 6.0 bar pressure regulating valve
However, these are normally only operated when the propulsion system is valves to gearbox sump L252V
running or about to be started. When the propulsion plant is shut down the Operational 5.0 bar pressure regulating valve
Operational No.2 jacking oil pump pressure relief valve
weight of the rotor can squeeze the LO from the propulsion motor bearings. Open No. 1 electrically driven LO pump suction L247V
One jacking pump for each propulsion motor should be running at all times to valve Open No.2 jacking oil pump relief valve return L253V
ensure a supply of jacking oil to the propulsion motor bearings. valves to gearbox sump L254V
Open No. 1 electrically driven LO pump discharge L269V
valve
The oil supply from the LO and hydrostatic jacking pumps are all fed to the g) Start one LO jacking pump for each propulsion motor and
Open No. 2 electrically driven LO pump suction L248V ensure that LO is delivered to the propulsion motor at the
underside of the propulsion motor bearings and then vented from the top of the valve
bearings directly back to the holding tank via 65mm diameter lines. correct pressure. (Author`s Note: Check how the jacking
Open No. 2 electrically driven LO pump discharge L270V pumps are normally started and selected; they may be part
valve of the propulsion system control and will start automatically
Procedure for Operating the Gearbox and Propulsion Motor Operational LO cooler three-way temperature controlled when the gearbox LO system is stopped.).
Lubricating Oil System valve
Closed LO sampling valves L279V h) With the oil being circulated by the duty jacking pumps, check
a) Ensure there is sufficient oil in the gearbox casing sump tank. If L280V the system for leaks.
necessary, top up the system with fresh oil of the correct grade. Open No.1 reduction gearbox LO cooler inlet valve
i) Ensure that power is available at the electrically driven gearbox
Open No.1 reduction gearbox LO cooler outlet
b) Check that the main propulsion motor fresh water cooling LO pumps and that they are selected for REMOTE mode.
valve
system is operational and is supplying water to the LO coolers. Through the IAS select both pumps for AUTO operation and
Open No.2 reduction gearbox LO cooler inlet valve then start one pump as the duty pump. Select the other pump for
c) Ensure that power is available to the bearing lubrication unit Open No.2 reduction gearbox LO cooler outlet STANDBY mode. The duty pump will start and supply oil to the
control panel and check that all pump control panels are valve gearbox.
operational Open Gearbox LO gravity tank inlet valve L241V
Open Gearbox LO gravity tank outlet valve L243V j) Check the LO operating pressures after the system has been
d) Check that the root valves for all instruments are open and that in use for approximately 15 seconds and check the differential
Closed Gearbox gravity LO tank drain valve L242V
the instruments are operating correctly. Check that the IAS is pressure across the duplex filter. Inspect the pipework around
Open Gearbox LO gravity tank line valve to L274V the gearbox for damage and leaks.
operating.
gearbox
e) Start the CJC filtration unit and check that it operates correctly Open Gearbox LO gravity tank line valve to L273V k) Check that LO is being supplied to all parts of the system and
propulsion motor system that there is a return flow from the gravity tank via the sight
f) Set the system valves as in the following table. Open Line valve from gearbox LO pressure system L272V glass.
to propulsion motor bearings
Open No.1 propulsion motor bearing LO supply L260V The gearbox LO system is now in use and the gearbox/propulsion motor
(Author`s Note: Check if the propulsion control system automatically stops valve system is ready for operation. A propulsion motor start is released when the LO
the jacking pumps when the pressure is supplied by the gearbox driven or Operational No.1 propulsion motor bearing LO pressure L258V pressure in the system is above 1.0 bar. (Author`s Note: Check if the jacking
electrically driven pumps.) regulating valve pumps are switched off when the main LO system is operational.)
Open No.1 propulsion motor LO outlet valve L262V
Open No.2 propulsion motor LO outlet valve L263V

Lubricating Oil
Lubricating Oil LAL
TAH TAH IAS
(1.5m3)
Bilge
L242V
Electrical Signal
L243V
Air
Instrumentation
L273V
To
Oily Bilge
Tank
TAH TAH
(72m3/h x 6bar)
No.1
L250V L249V

Sump L252V L251V
Set at 6 bar
L254V L253V
Set at 5 bar
No.1 CI
Sampling L280V L50V
L279V
No.2 CI L49V PI PI
PI
DPAH
CJC Fine Filter
DPS L263V
IAS
L270V L248V

Transfer Pump
TS
L272V
TI TI
TAH

DPS DPS
DPAH DPAH
IAS IAS
To Oily Bilge Tank
l) During manoeuvring the electric pumps will operate to support

the gearbox driven pumps. Check that the electrically driven
pump(s) stop automatically when manoeuvring has been
completed and the vessel is full away.
Gearbox CJC Filter Unit
The reduction gearbox is provided with a CJC fine filter unit which has its
own pump and is self-contained. This unit should be operated whenever the
reduction gearbox is operational. The filter unit has a preheater which is
thermostatically controlled and the heater operates if the temperature of the oil
being circulated through the filter falls below a preset value.
Procedure for operating the CJC Fine Filter Unit
a) Open the fine filter unit pump suction valve L49V and the return
valve L50V to the gearbox LO sump tank.
b) At the CJC fine filter control box turn the main switch to the ON
position.
c) Turn the heater switch to the ON position and check that the
heater indicator lamp is illuminated. (Author`s Note: Check
if the heater switch has two heating positions as the electrical
wiring diagram indicates two heater elements.)
d) Press the pump START pushbutton. Check that the pump running
indicator lamp is illuminated and that the pump operates.
e) Check that the filter unit operates as required and that there are
no system leaks. Oil should be returned to the gearbox sump
tank.
f) In order to stop the pump the STOP pushbutton is pressed. If

heating is not required the heater switch must be turned to the
OFF position.
Illustration 2.8.3a Stern Tube Lubricating Oil System
From
Starboard Generator Engine
Lubricating Oil Storage Tank
L401V
(2.8.4a)
LAH Stern Tube
LS
IAS Bearing
Lubricating Oil
Header Tank
LAH
LS (0.4m3)
IAS
L402V
L404V
L403V
For Aft Seal
Condition Inspection
Vent and Pipework Flushing L416V
Aft Line
Bearing
TIAH TIAH Forward L415V L412V
IAS IAS Bearing Key
TX TX
Lubricating Oil
Bilge
Electrical Signal
Valve Locked Open
Valve Locked Closed

Drain Chamber
Valve Locked in Position
L407V L405V
L413V
L406V
L410V
To Oily Bilge Tank

L409V
L408V
To Lubricating Oil
Transfer Pump (2.8.4a)
L414V
LAH
LS Stern Tube Lubricating Oil
IAS
Air Space LAH Drain Tank (1.0m3)
LS
Drain Tank IAS
(0.03m3)
To Bilge L411V
2.8.3 Stern Tube Lubricating Oil System The oil seal part of the aft seal is a lip seal unit comprising of two lip seals,
one facing forward and one facing aft; the seal rings face each other. The lip
seals are held in a mounting ring, which is bolted to the stern tube, and they
Stern Tube Seal
make contact with the rotating liner which is fitted to the propeller shaft. The
Maker: Deep Sea Seals space between the two sealing rings is vented at the upper part of the seal ring
Model Coastguard housing, the vent going to a position above the load water line. A drain is fitted
Type: MC 0850 (Mod 770) Aft seal to this space and this goes to the inter-seal space drain tank via a header tube
which is positioned 4.0m above the top of the propeller shaft.
LC 850 (Mod 772) forward seal
The air space between the oil seal unit and the water seal unit should be dry if
both seals are functioning correctly. This air space is connected to the air space
Introduction drain tank by a valve L408V which is locked open. The air space drain tank is
fitted with a 3.0mm drain orifice which will allow any slight leakage into the
The stern tube provides a bearing support for the propeller shaft where it passes
air space to drain away (2 - 4 litres per hour is normal). In the event of failure
through the hull and this is oil lubricated. The stern tube is sealed at both ends
of either the water or oil seal a large quantity of fluid will flow to the air space
using lip type seals.
drain tank and this will not be readily drained through the 3.0mm orifice. The
level in the air space drain tank will rise and raise a float switch which will
The stern tube bearing consists of two parts, a forward bearing 625mm long
activate a leakage alarm. A manual drain valve L409V is fitted to the inter-seal
and an after bearing 1,550mm long. There is a space between the two bearing
space but this is normally locked in the closed position.
parts and this is filled with lubricating oil. The stern tube unit is housed in a
small tank which forms part of the hull structure. This tank is filled with fresh
water which provides cooling for the stern tube through direct contact. Forward Stern Tube Seal
The forward seal is of the Coastguard LC type with a single lip seal which faces
The stern tube bearing is lubricated by oil and the system is maintained under aft. The seal ring is located in a stationary housing and it is in contact with the
a static pressure by a header tank which connects with the stern tube bearing liner fitted to the propeller shaft. The forward seal is completely independent
housing. The oil level in the header tank is maintained at a height of 2.0m of the aft stern tube seal.
above the top of the propeller shaft. The header tank is fitted with a low level
alarm float switch. A vent pipe is provided at the stern tube bearing and this Oil samples should be taken from the stern tube system at monthly intervals
pipe vents to a position above the load water line. and analysed.
Rotation of the propeller shaft causes circulation of the oil in the stern tube (Author`s Note: Check to be made of the stern tube pipe system and the
bearing area and this maintains the oil film at the bearing surfaces. valves as there are differences between the illustration and the Deep Sea
Seals supplied drawings. The function of the Drain Chamber is not clear and
Seals are provided at the outer and inner ends of the stern tube, these being this is not shown on the Deep Sea Seals drawings.)
designed to prevent the entry of water into the stern tube area and prevent oil
leaking out to sea or into the machinery space at the forward end of the stern
tube.
Aft Stern Tube Seal

The aft seal is of the Coastguard MC type. This is a combination seal which
incorporates a wrapped bellows radial face seal and a lip seal.
The sea water seal is of the wrapped bellows radial type and consists of a
stationary face and a rotating seat. The rotating seat is attached to the propeller
and the stationary face attached to the stern tube via the bellows unit. Contact
between the rotating seat and the stationary face is maintained by the bellows
unit which is mounted on the after end of the stern tube.
Illustration 2.8.3b Forward and Aft Stern Seal Arrangements
Forward Seal Aft Seal
Backing Spring
Bridging Spring
Bellows
Case
Seat
Supporting Ring
Face
Drive Clamp Ring Carrier
Sealing Ring Mounting Ring

Sealing Ring
O Ring
Sealing Ring
Casing Liner
Liner
O Ring O Ring
Stern Tube Stern Tube
Procedure for the Operation of the Stern Tube Bearing Checks

Lubricating Oil and Seal Systems Daily
It is assumed that the stern tube unit has been commissioned and that all • Check the flow rate to inboard seal drip feed regulator
systems have been correctly flushed through and charged.
• Visually check the inboard seal for signs of damage
a) Ensure that all instrumentation valves are open and that • Check the air space drain for abnormal leakage (2-4 litres per
instrumentation is reading correctly. hour is normal)
• Check and record the LO header tank level
b) Ensure that there is sufficient oil in the stern tube bearing LO
header tank. Replenish this tank, by means of valve L401V, from • Check and record the stern tube bearing/LO temperature
the starboard generator engine LO storage tank if necessary.
Weekly
c) Set valves as in the following table:
• Check the tank level alarms for operation
Locked Outlet valve from stern tube bearing LO header L404V Every Three Months
open tank
Locked Stern tube bearing LO header tank drain valve L402V • Flush the air space as indicated in the system manual
closed
Locked in Controlled feed valve to stern tube forward seal L403V
position
Locked Stern tube bearing LO header tank drain valve to L406V
closed stern tube LO drain tank
Locked LO line valve to drain chamber L405V
closed
Locked Stern tube bearing LO line valve L407V
open
Locked Inter-seal air space drain valve L408V
open
Locked Inter-seal air space drain valve to oily bilge tank L409V
closed
Locked Air space drain tank outlet valve to bilge L411V
open
Locked Upper part of inter-seal air space vent/drain valve L415V
open to air space drain tank
Locked Inter-seal air space flushing connection L416V
closed
Locked Aft seal oil seal vent/drain valve to air space drain L412V
open tank
Locked Stern tube bearing drain valve to oily bilge tank L413V
closed
d) The stern tube LO system is now operational.
Illustration 2.8.4a Lubricating Oil Filling and Transfer System
Port Starboard Port Starboard
Sample Sample Sample Upper Deck Sample
From No.1 Lubricating From No.2 Lubricating

LAH Oil Separator (2.8.5a) Oil Separator (2.8.5a) L118V LAH
IAS
L115V IAS
L1V L2V L3V L4V

LS L5V L6V LS
Reduction Generator Engine Generator Engine Generator Engine Generator Engine

Gearing Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil
Lubricating Oil Storage Tank Settling Tank Settling Tank Storage Tank
Storage Tank Port (76.9m3) Port (64.1m3) Starboard (64.1m3) Starboard (76.9m3)
L7V (4m3) L8V L9V L10V L11V
To Bilge Shore Connection
L19V
L12V L13V L14V L15V L16V
L17V L18V
From No.1 From No.2

Lubricating Oil Lubricating Oil
To Oily Separator (2.8.5a) L116V L119V Separator (2.8.5a)
Bilge Tank
L20V L35V L39V L21V

L31V L32V L33V L34V
L27V L28V L29V L30V
No.1 No.2 No.1 Generator No.2 Generator No.3 Generator No.4 Generator No.3 Clean Oil
Lubricating Oil Lubricating Oil Engine Lubricating Engine Lubricating Engine Lubricating Engine Lubricating Lubricating Oil Tank
L22V Daily Tank Daily Tank L23V Oil Sump Tank Oil Sump Tank Oil Sump Tank Oil Sump Tank L24V Daily Tank (0.6m3) L25V
L36V L37V
(0.2m3) (0.2m3) (0.2m3)
To Oily Bilge Tank

B64V
L26V
L48V
LAH
Key
L47V L46V To Stern Tube Bearing
Lubricating Oil Header Tank
Lubricating Oil
L401V (2.8.3a)
LS PI
Lubricating Oil PI
Transfer Pumps Sludge/Waste
Reduction No.2 (5m3/h x 4bar) No.1 Bilge
Gearing
L38V Lubricating Oil CI CI From Stern Tube
Electrical Signal Lubricating Oil Drain Tank
Sump Tank
(2.8.3a)
L50V L49V
L43V L44V L45V L40V L41V L42V
To No.2 Lubricating
Oil Supply Pump (2.8.5a)
To No.1 Lubricating
CJC Fine Filter From Reduction Gearing
(2.8.2a)
2.8.4 LUBRICATING OIL TRANSFER SYSTEM Both port and starboard diesel generator engine LO systems have a LO settling Note: For the system as set with the crossover valve L35V closed the port
tank to which LO from and engine sumps may be pumped for a period of generator engine LO storage tank will supply No.1 and No.2 generator
settling to remove water and sludge from the oil. After a period of settling engines whilst the starboard generator engine LO storage tank will supply
Lubricating Oil Transfer Pump
the LO is returned to the engine LO sump by gravity. LO in the LO settling No.3 and No.4 generator engines.
Maker: Taiko Kikai Industries Co. Ltd tank may also be treated in the associated centrifugal separator as described in
Model: MSH - 6 section 2.8.5 of this machinery operating manual. d) Set the generator engine LO sump tank filling valves as in the
Type: Horizontal screw following table.
No. of sets: 2 Procedure for Gravity Transfer of Lubricating Oil from the
Capacity: 5.0m3/h at 4.0 bar Storage Tank to the Generator Engine Lubricating Oil Sump Position Description Valve
Tank Open No.1 generator engine L27V
Open No.2 generator engine L28V
Introduction The transfer procedure is by gravity and in the description which follows it is Open No.3 generator engine L29V
assumed that the port LO storage tank is supplying No.1 and No.2 generator Open No.4 generator engine L30V
Lubricating oil for different purposes is stored in tanks located in the engine engines whilst the starboard LO storage tank supplies No.3 and No.4 generator
room. From these tanks lubricating oil is transferred to users, as required, engines. For the separation of the systems the cross connection valve L35V
by means of gravity. Two LO transfer pumps are fitted and these are used to must be closed. e) When the selected generator engine sump has been replenished
transfer LO to the generator engine LO settling tanks or ashore via the bilge to the correct level close the sump filling valve and the generator
shore connection. These pumps may also be used to transfer oil to the oily a) Set the valves as in the following table. engine LO storage tank outlet valve.
bilge tank.
Lubricating oil is stored in the following engine room tanks. Position Description Valve f) Record the LO transfer in the Oil Record Book
Closed Cross connection valve between port and L35V
starboard LO systems
Tank Description Capacity Outlet Note: If there is insufficient LO in the storage tank associated with a
m3 Valve Closed Port generator engine LO storage tank outlet L13V particular engine the other storage tank may be used to supply the LO. In
valve this case it is necessary to also open the cross connection valve L35V. The
Generator engine LO storage tank (port) 76.9m3 L13V
Locked Line valve between port LO storage and L17V procedure is then the same as described above.
Generator engine LO settling tank (port) 64.1m3 L14V
closed settling tanks
No.1 LO daily tank 0.2m3 L22V
Closed No.1 generator engine sump filling valve L27V
No.2 LO daily tank 0.2m3 L23V Procedure for Gravity Transfer of Lubricating Oil from
Generator engine LO storage tank (starboard) 76.9m3 L15V the Generator Engine Lubricating Oil Settling Tank to the
Closed No.1/2 daily LO tank filling valve L20V
Generator engine LO settling tank (starboard) 64.1m3 L16V Generator Engine Lubricating Oil Sump Tank
Closed Starboard generator engine LO storage tank L16V
No.3 LO daily tank 0.2m3 L24V outlet valve
No.4 LO daily tank 0.2m3 L25V The transfer procedure is by gravity and in the description which follows it is
Locked Line valve between port LO storage and L18V assumed that the port LO settling tank is supplying No.1 and No.2 generator
Reduction gearing LO storage tank 4.0m3 L12V closed settling tanks engines whilst the starboard LO settling tank supplies No.3 and No.4 generator
Closed No.3 generator engine sump filling valve L29V engines. For the separation of the systems the cross connection valve L35V
Lubricating oil is loaded at filling connections on the port and starboard sides must be closed.
of the ship at the upper deck near the accommodation block. Separate filling
connections are used for the generator engine LO and the reduction gearing Closed No.3/4 daily LO tank filling valve L21V
a) Set the valves as in the following table.
LO. It is essential that loading connections are kept clean in order to reduce the Closed Stern tube LO drain tank filling valve L401V
risk of contamination when loading LO. Position Description Valve
b) Determine how much oil is required to replenish the selected
Closed Cross-connection valve between port and L35V
The generator engine LO systems is divided into two parts, the port and generator engine LO sump tank and check that there is sufficient
starboard systems. The port LO system normally supplies No.1 and No.2 LO in the generator engine LO storage tank to be used.
generator engines and also No.1 and No.2 daily LO tanks. The starboard Closed Port generator engine LO storage tank outlet L13V
system normally supplies No.3 and No.4 generator engines and No.3 and No.4 c) Open the outlet valve from the generator engine LO storage tank valve
daily LO tanks. The stern tube LO header tank is connected to the starboard LO to be used. Closed No.1 generator engine sump filling valve L27V
system. Although the port and starboard main LO systems may be considered • Port generator LO storage tank L13V Closed Port generator engine LO settling tank outlet L14V
as separate they can be interconnected by means of crossover valves. valve
• Starboard generator engine LO storage tank L16V

IAS
L115V IAS
L1V L2V L3V L4V

LS L5V L6V LS

L19V
L17V L18V
From No.1 From No.2

Bilge Tank
L20V L35V L39V L21V

L31V L32V L33V L34V
L27V L28V L29V L30V
L36V L37V
(0.2m3) (0.2m3) (0.2m3)
To Oily Bilge Tank

B64V
L26V
L48V
LAH
Key
Lubricating Oil
L401V (2.8.3a)
LS PI
Lubricating Oil PI
Gearing
Sump Tank
(2.8.3a)
L50V L49V
To No.2 Lubricating
To No.1 Lubricating
(2.8.2a)
Position Description Valve Position Description Valve Position Description Valve

Locked open Line valve between port LO storage and settling L17V Open No.1 generator engine L27V Closed No.3/4 daily LO tank filling valve L21V
tanks Open No.2 generator engine L28V Closed Stern tube LO drain tank filling valve L401V
Closed No.2 generator engine sump filling valve L28V Open No.3 generator engine L29V
Closed No.1/2 daily LO tank filling valve L20V Open No.4 generator engine L30V b) Determine how much oil is required to replenish the selected
Closed Starboard generator engine LO storage tank L16V LO daily tank.
outlet valve f) When the oil charge in the LO settling tank has been run down c) Place the hose nozzle in the filling hopper of the LO daily tank
Closed Starboard generator engine |LO settling tank L15V close the sump filling valve, the generator engine LO settling to be filled and open the filling valve for that tank. For the
outlet valve tank outlet valve and the crossover valve between the storage port LO daily tanks valve L20V must be opened and for the
Locked open Line valve between port LO storage and settling L18V and settling tanks. starboard LO daily tanks valve L21V must be opened.
tanks
Closed No.3 generator engine sump filling valve L29V g) Record the LO transfer in the Oil Record Book d) When the LO daily tank has been filled close the filling valve.
Closed No.4 generator engine sump filling valve L30V Replenish the other LO daily tank on that side of the ship if
Closed No.3/4 daily LO tank filling valve L21V Note: It may be necessary to replenish the oil charge in the generator engine necessary.
sump from the LO storage tank as described in the previous procedure.
Closed Stern tube LO drain tank filling valve L401V
e) Close outlet valve from the generator engine LO tank.
b) Ensure that the generator engine sump has sufficient capacity Procedure for the Transfer of Lubricating Oil from the f) Record the transfer in the Oil Record Book.
for the quantity of LO being transferred by gravity from the Generator Engine Lubricating Oil Storage Tanks to the
generator LO settling tank. Under normal circumstances the Lubricating Oil Daily Tanks
LO in the settling tank will have been pumped there from the Stern Tube Lubricating Oil Header Tank
generator engine LO sump to which it is being returned so the LO is transferred from the generator engine LO storage tanks to the daily tanks
quantity will not be a problem. as required. Under normal circumstances the port and starboard systems are The stern tube LO header tank may be replenished from the starboard LO
isolated by means of valve L35V which is closed. LO is run down from the storage tank. The outlet valve on the starboard generator engine LO storage
c) Leave the LO in the settling tank for at least 24 hours with LO storage tank to the LO daily tanks by gravity. One filling valve at each set tank L16V must be opened after a check has been made to ensure that the
steam heating applied to maintain the temperature at 80°C. The of tanks serves both LO daily tanks, the filling hose being inserted into the generator engine LO sump filling valves are closed, that the crossover valve
LO may be centrifuged back to the generator LO sump tank or appropriate tank filling hopper as required. L35V to the port system is closed and that the link valve L18V with the LO
returned by gravity as described in this section. Prior to return, settling tank is locked closed.
open the sludge valve on the settling tank (L9V on the port a) Set the valves as in the following table.
settling tank or L10V on the starboard settling tank) to drain At the stern tube bearing LO header tank open the filling valve L401V and
water and sludge from the oil. replenish the tank. When the desired quantity of LO has been transferred close
the stern tube header tank filling valve L401V and then the starboard generator
Closed Cross-connection valve between port and L35V engine LO storage tank outlet valve L16V.
d) Open the outlet valve from the generator engine LO settling
tank to be used.
Open Port generator engine LO storage tank outlet L13V
• Port generator LO settling tank L14V valve Reduction Gearbox Lubricating Oil Transfer System
• Starboard generator engine LO settling tank L15V Locked Line valve between port LO storage and L17V
Lubricating oil for the reduction gearbox is stored in the reduction gearing
closed settling tanks )
LO storage tank and is transferred to the reduction gearing LO sump tank by
Note: For the system as set with the crossover valve L35V closed the port Closed No.1 generator engine sump filling valve L27V gravity.
generator engine LO settling tank will supply No.1 and No.2 generator Closed No.2 generator engine sump filling valve L28V
engines whilst the starboard generator engine LO settling tank will supply Closed No.1/2 daily LO tank filling valve L20V a) Determine how much LO is to be transferred from the reduction
No.3 and No.4 generator engines. gearbox LO storage tank to the reduction gearing sump tank.
Open Starboard generator engine LO storage tank L16V
outlet valve
e) Set the generator engine LO sump tank filling valves as in the b) Open the reduction gearbox LO storage tank sludge valve L7V
following table. Locked Line valve between port LO storage and L18V
closed settling tanks to drain any water from the tank and then open the tank outlet
valve L12V.

IAS
L115V IAS
L1V L2V L3V L4V

LS L5V L6V LS

L19V
L17V L18V
From No.1 From No.2

Bilge Tank
L20V L35V L39V L21V

L31V L32V L33V L34V
L27V L28V L29V L30V
L36V L37V
(0.2m3) (0.2m3) (0.2m3)
To Oily Bilge Tank

B64V
L26V
L48V
LAH
Key
Lubricating Oil
L401V (2.8.3a)
LS PI
Lubricating Oil PI
Gearing
Sump Tank
(2.8.3a)
L50V L49V
To No.2 Lubricating
To No.1 Lubricating
(2.8.2a)
c) Open the reduction gearbox sump tank inlet valve L38V and Position Description Valve The drain/sludge valve should be opened for a period in order to
allow the desired quantity of LO to transfer by gravity. When ensure that the tank is completely drained.
No.1 LO Transfer Pump
the desired quantity has been transferred close the sump tank
inlet valve L38V and then the storage tank outlet valve L12V. Open Suction valve from starboard LO tanks and L40V c) Start the selected LO transfer pump (in this case No.1 LO
No.3/No.4 generator engine LO sumps transfer pump). Check that LO is being transferred from the
d) Record the LO transfer in the Oil Record Book Closed Suction valve from reduction gearing LO sump L41V selected generator engine LO sump tank to the selected LO
tank settling tank.
Closed Suction valve from port LO tanks and No.1/ L42V
Transfer of Lubricating Oil using the Lubricating Oil Transfer No.2 generator engine LO sumps d) When the generator engine LO sump tank is empty stop the LO
Pump transfer pump in order to prevent it running dry. Close all pump
No.2 LO Transfer Pump and system valves.
LO may be transferred between locations using the LO transfer pumps as
required. There are two LO transfer pumps and they can take suction from the Closed Suction valve from starboard LO tanks and L45V
e) Record the LO transfer in the Oil Record Book.
following locations: No.3/No.4 generator engine LO sumps
Position Description Valve The procedure for transferring LO from any of the other generator engine
• Generator engine LO sump tanks
Closed Suction valve from reduction gearing LO sump L44V LO sump tank is the same as the procedure above except for the setting of
• Reduction gearbox LO sump tank tank the generator engine suction valves. Only the suction valve for the generator
• Generator engine LO storage and settling tanks Closed Suction valve from port LO tanks and No.1/ L43V engine from which LO is being taken should be open. LO may be transferred
No.2 generator engine LO sumps to the port LO settling tank by opening the filling valve L5V to the port LO
• Stern tube LO drain tank
settling tank and closing the filling valve L6V to the starboard LO settling
tank.
The LO transfer pumps can discharge to the following locations: Position Description Valve
• Generator engine LO settling tanks System Suction Valves
Closed No.1 generator engine LO sump suction valve L31V Procedure for Pumping Lubricating Oil to the Oily Bilge
• Ashore via the bilge shore connection
Closed No.2 generator engine LO sump suction valve L32V Tank
• The oily bilge tank
Closed No.3 generator engine LO sump suction valve L33V Either No.1 or No.2 LO transfer pump may be used for this duty.
Open No.4 generator engine LO sump suction valve L34V
Note: The LO transfer pumps use the same suction lines from the generator
engine sumps and the settling tanks as the LO separators. The LO transfer Closed Line suction valve from port LO storage and L36V The contents of the reduction gearing LO sump tank, the generator engine
pumps and separators cannot, therefore, be used on the same systems at the settling tanks LO settling tanks or the generator engine LO sump tanks may be pumped to
same time. Closed Line suction valves from starboard LO storage L37V the oily bilge tank if required. It is also possible to pump the contents of the
and settling tank generator engine LO storage tanks to the oily bilge tank if necessary.
Closed Stern tube LO drain tank suction valve L414V
Procedure for Pumping the Contents of a Generator Engine a) Set the valves as in the table below. It is assumed that No.2
Closed Reduction gearing LO sump tank suction valve L401V
Lubricating Oil Sump to a Generator Engine Lubricating Oil LO transfer pump is being used to transfer the contents of the
Settling Tank reduction gearbox LO sump tank to the oily bilge tank.
System Discharge Valves
Either No. 1 or No. 2 LO transfer pump may be used for the transfer. The Open No.1 LO transfer pump discharge valve L46V
generator engine must be stopped and isolated before LO transfer takes place. Closed No.2 LO transfer pump discharge valve L47V
Closed Oily bilge tank inlet valve B64V
a) Set the valves as in the table below. It is assumed that No.1 LO Closed Line valve to bilge shore connection L19V
transfer pump is being used to transfer the contents of No.4
Open Starboard LO settling tank inlet valve L6V
generator engine LO sump tank to the starboard LO settling
tank. Closed Port LO settling tank inlet valve L5V
b) Ensure that there is sufficient capacity in the LO settling tank

for the quantity of LO being transferred. The settling tank
should always be empty before the contents of a generator LO
sump tank are transferred in order to prevent contamination.

IAS
L115V IAS
L1V L2V L3V L4V

LS L5V L6V LS

L19V
L17V L18V
From No.1 From No.2

Bilge Tank
L20V L35V L39V L21V

L31V L32V L33V L34V
L27V L28V L29V L30V
L36V L37V
(0.2m3) (0.2m3) (0.2m3)
To Oily Bilge Tank

B64V
L26V
L48V
LAH
Key
Lubricating Oil
L401V (2.8.3a)
LS PI
Lubricating Oil PI
Gearing
Sump Tank
(2.8.3a)
L50V L49V
To No.2 Lubricating
To No.1 Lubricating
(2.8.2a)
Position Description Valve c) Start No.2 LO transfer pump and discharge the contents of the Position Description Valve
reduction gearing LO sump tank to the oily bilge tank.
No.1 LO Transfer Pump No.1 LO Transfer Pump
Closed Suction valve from starboard LO tanks and L40V d) When the reduction gearing LO sump tank is empty stop the Closed Suction valve from starboard LO tanks and L40V
No.3/No.4 generator engine LO sumps pump and close all valves. No.3/No.4 generator engine LO sumps
Closed Suction valve from reduction gearing LO sump L41V Closed Suction valve from reduction gearing LO sump L41V
tank e) Record the LO transfer in the Oil Record Book. tank
Closed Suction valve from port LO tanks and No.1/ L42V Closed Suction valve from port LO tanks and No.1/ L42V
No.2 generator engine LO sumps Note: If the contents of a LO settling tank was to be pumped the line suction No.2 generator engine LO sumps
valve L36V or L37V would need to be open in addition to the settling tank
No.2 LO Transfer Pump suction valve L14V or L15V. If the contents of a LO storage tank was to be No.2 LO Transfer Pump
Closed Suction valve from starboard LO tanks and L45V pumped the line valve L36V or L37V would need to be open together with Closed Suction valve from starboard LO tanks and L45V
No.3/No.4 generator engine LO sumps the associated crossover valve L17V or L18V (which are normally locked No.3/No.4 generator engine LO sumps
closed) and the tank outlet valve L13V or L16V.
Open Suction valve from reduction gearing LO sump L44V Closed Suction valve from reduction gearing LO sump L44V
tank tank
Closed Suction valve from port LO tanks and No.1/ L43V Procedure for Pumping Lubricating Oil Ashore via the Bilge Open Suction valve from port LO tanks and No.1/ L43V
No.2 generator engine LO sumps Shore Connection No.2 generator engine LO sumps
Either No.1 or No.2 LO transfer pump may be used for this duty.
System Suction Valves The contents of the reduction gearing LO sump tank, the generator engine LO System Suction Valves
Closed No.1 generator engine LO sump suction valve L31V settling tanks or the generator engine LO sump tanks may be pumped ashore Closed No.1 generator engine LO sump suction valve L31V
Closed No.2 generator engine LO sump suction valve L32V if required. It is also possible to pump the contents of the generator engine LO Closed No.2 generator engine LO sump suction valve L32V
Closed No.3 generator engine LO sump suction valve L33V storage tanks ashore if necessary. Closed No.3 generator engine LO sump suction valve L33V
Closed No.4 generator engine LO sump suction valve L34V Closed No.4 generator engine LO sump suction valve L34V
The shore discharge connection used is the bilge shore connection and a check
Closed Stern tube LO drain tank suction valve L414V Closed Line suction valve from port LO storage and L36V
must be made to ensure that all other valves connection with the bilge shore
Position Description Valve settling tanks
connection are closed.
Closed Line suction valve from port LO storage and L36V Open Port LO settling tank suction valve L14V
settling tanks a) Determine how much LO is to be transferred ashore and reach Position Description Valve
Closed Line suction valves from starboard LO storage L37V agreement with the shore reception facility on the amount, rate Closed Crossover valve between port LO storage and L17V
and settling tank of transfer and time of starting transfer. settling tank
Open Reduction gearbox LO sump tank suction L38V Closed Port LO storage tank outlet valve L13V
valve b) Ensure that the discharge hose is correctly connected at the bilge
Closed Line suction valves from starboard LO storage L37V
shore connection to be used; fit a new joint if necessary. Open
and settling tank
the bilge shore connection discharge valve.
System Discharge Valves Open Starboard LO settling tank suction valve L15V
Open No.1 LO transfer pump discharge valve L46V c) Ensure that the blank is securely fitted at the bilge shore Closed Crossover valve between starboard LO storage L18V
Closed No.2 LO transfer pump discharge valve L47V connection on the other side of the ship and that the valve on and settling tank
Open Oily bilge tank inlet valve B64V that side of the ship is closed. Closed Starboard LO storage tank outlet valve L16V
Closed Line valve to bilge shore connection L19V Closed Stern tube LO drain tank suction valve L414V
d) Set the valves as in the table below. It is assumed that No.2 LO Closed Reduction gearing LO sump tank suction valve
Closed Starboard LO settling tank inlet valve L6V
transfer pump is being used to transfer the contents of the port
Closed Port LO settling tank inlet valve L5V LO settling tank ashore via the bilge shore connection.
System Discharge Valves
b) Ensure that there is sufficient capacity in the oily bilge tank for Open No.1 LO transfer pump discharge valve L46V
the quantity of LO being transferred. Closed No.2 LO transfer pump discharge valve L47V
Open Oily bilge tank inlet valve

IAS
L115V IAS
L1V L2V L3V L4V

LS L5V L6V LS

L19V
L17V L18V
From No.1 From No.2

Bilge Tank
L20V L35V L39V L21V

L31V L32V L33V L34V
L27V L28V L29V L30V
L36V L37V
(0.2m3) (0.2m3) (0.2m3)
To Oily Bilge Tank

B64V
L26V
L48V
LAH
Key
Lubricating Oil
L401V (2.8.3a)
LS PI
Lubricating Oil PI
Gearing
Sump Tank
(2.8.3a)
L50V L49V
To No.2 Lubricating
To No.1 Lubricating
(2.8.2a)
System Discharge Valves Procedure for Loading Lubricating Oil on the other tank may be opened before the filling valve on the
previous tank is closed.
Closed Line valve to bilge shore connection L19V
The preparation and operation procedures for loading lubricating oil should
Closed Starboard LO settling tank inlet valve L6V be followed as described in section 2.7.1 Marine Diesel Oil Bunkering and i) When the final tank is approaching the full level signal for
Closed Port LO settling tank inlet valve L5V Transfer System. The precautions to be observed when loading LO are the pumping to stop. Allow the pipe to drain and then close all
same as for loading fuel. Generator engine LO and gearbox LO have filling valves.
e) When the system is set and the reception facility is ready to line connections on the port and starboard sides of the ship.
receive the LO to be transferred, at an agreed time, start No.2 There are generator engine LO storage and settling tanks on the port and j) Remove the supply pipe and refit the blank.
LO transfer pump and discharge the contents of the port LO starboard sides of the ship.
settling tank to the shore reception facility. k) Check and record the levels in all LO tanks and record the
Generator engine LO may be directed from the filling line to the generator amount of oil loaded. Complete the necessary paperwork for the
f) When the port LO settling tank is empty stop the LO transfer engine LO storage tanks or the generator engine LO settling tanks. supplier.
pump. Allow the shore discharge pipe to drain then disconnect
the pipe and refit the pipe discharge line blank and close all
valves. Procedure for Loading Generator Engine Lubricating Oil Procedure for Loading Reduction Gearbox Lubricating Oil
g) Record the LO transfer in the Oil Record Book and complete the a) Check that there is sufficient capacity in the tank(s) to There is only one reduction gearbox LO storage tank and this is filled from the
necessary paperwork with the shore reception facility. accommodate the LO ordered. reduction gearbox LO connections on the port or starboard side of the ship.
LO in other tanks may be transferred ashore using the same procedure except b) Agree with the supplier the amount and specification of LO to a) Check that there is sufficient capacity in the tank to accommodate
for the setting of tank suction valves. be supplied. the LO ordered.
c) Remove line blank to the required filling line on the port or b) Agree with the supplier the amount and specification of LO to
starboard side as appropriate. be supplied.
d) Connect the loading hose; a sampling valve is fitted at the LO c) Remove line blank to the required filling line on the port or
bunkering connection and a sample may be taken at this valve starboard side as appropriate.
if required.
d) Connect the loading hose; a sampling valve is fitted at the LO
Note: Absolute cleanliness is essential when loading lubricating oil and it is bunkering connection and a sample may be taken at this valve
important that no contaminants are allowed to enter the filling system. if required. The reduction gearbox LO storage tank is filled
directly from the bunkering connection, there is no filling
e) Open the filling valve on the first tank into which LO is to be valve.
loaded. Valves are listed in the table below.
e) Check that the hose is secure and signal the supplier to start
pumping LO.
Tank Description Outlet Valve
Port generator engine LO storage tank filling valve L1V f) Ensure that oil is being correctly transferred.
Port generator engine LO settling tank filling valve L2V
Starboard generator engine LO storage tank filling valve L4V g) When the tank is approaching the full level signal for pumping
Starboard generator engine LO settling tank filling valve L3V to stop. Allow the pipe to drain and then close all valves.
f) Check that the hose is secure and signal the supplier to start h) Remove the supply pipe and refit the blank.
pumping LO.
i) Check and record the levels in all LO tanks and record the
g) Ensure that oil is being correctly transferred. amount of oil loaded. Complete the necessary paperwork for the
supplier.
h) When the required quantity of oil has been loaded the filling
valve on another tank may be opened or the signal issued for the
pumping to stop. If another tank is to be filled the filling valve
Illustration 2.8.5a Generator Engine Lubricating Oil Separating System
Generator Engine Generator Engine Generator Engine Generator Engine

Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil
Storage Tank Settling Tank Settling Tank Storage Tank
Port (76.9m3) Port (64.1m3) Starboard (64.1m3) Starboard (76.9m3)
L13V L14V L15V L16V

To No.2 Lubricating To No.1 Lubricating
To No.2 Lubricating Oil Transfer Pump Oil Transfer Pump To No.3 Lubricating
Oil Daily Tank L17V (2.8.4a) (2.8.4a) L18V Oil Daily Tank
L20V L21V

L115V L116V L118V L119V
No.1 Generator No.2 Generator No.3 Generator No.4 Generator To Stern Tube Bearing
Engine Lubricating Engine Lubricating Engine Lubricating Engine Lubricating Lubricating Oil Header Tank
Oil Sump Tank Oil Sump Tank L114V Oil Sump Tank Oil Sump Tank (2.8.3a)
TIAH TIAH
IAS IAS
S S
TX Air TX Air
PI L122V PI L123V
PAL PI
FI PAL PI
FI
No.1 Lubricating No.2 Lubricating
Oil Purifier Oil Purifier
Heater Heater
TI TI L111V TI TI L112V
L109V L107V L110V L108V
Oil Separator Oil Separator
(4,700 litres/h) (4,700 litres/h)
LS Key
L121V
Lubricating Oil
LS
L120V L113V Sludge/Waste
Bilge
Sludge Tank
(33.9m3)
Air
No.2
PI CI
From Generator Engine Lubricating
To Oily Oil Sump / Settling Tank Starboard (2.8.4a)
Bilge Tank L106V L102V
Lubricating Oil Purifier
Supply Pumps (4.7m3/h x 3bar)
L124V L104V
PI CI
Oil Sump / Settling Tank Port (Illustration 2.8.4a)
L105V L101V
No.1
To Oily Bilge Tank
2.8.5 Lubricating Oil Separating Systems At the separator discharges there is a crossover which enables either LO sometimes referred to as a gravity disc. The diameter of the gravity disc
separator to direct the cleaned LO to either generator engine LO settling tank will determine the position of the interface between the oil and the collected
or to any generator engine LO sump tank. separated water and is set according to the density of the oil to be cleaned.
Generator Engine Lubricating Oil Separator
Maker: Westfalia Under normal circumstances No.1 LO separator and No.1 LO separator supply As the separator is of the self-cleaning type, the accumulated solids within the
No. of sets: 2 pump operate on No.1 and No.2 generator engine LO sump tanks and the port holding space are ejected at predetermined intervals depending on the quality
Model: OSD35-91-067 Design 25 generator engine LO settling tank; No.2 LO separator and No.2 LO separator of the oil. The cleaning cycle is achieved automatically; a number of control
supply pump operate on No.3 and No.4 generator engine LO sump tanks and valves act to allow the oil to bypass the separator and to open the bowl for a
Type: Automatic self-cleaning
the starboard generator engine LO settling tank. set period of time. There is a water monitoring system (WMS), which controls
Control device: D10 the discharge of water and a sludge monitoring system (SMS), which controls
Capacity: 4,700 litres/hour Instrument air is supplied to the separator to control the supply of oil to the the discharge of sludge.
bowl. Domestic fresh water is supplied for sealing, actuation and flushing
purposes.
Generator Engine Lubricating Oil Separator Heater Separator Control System
Maker: XXXXX LO is transferred from a generator engine LO sump tank to the associated LO
settling tank as described in section 2.8.4 of this machinery operating manual. The D10 control unit is used for the automatic ejection control and condition
No. of sets: 2 monitoring of the lubricating oil separator. Each lubricating oil separator has
Type: Shell and tube its own D10 control unit
Note: The LO transfer pumps use the same suction lines from the generator
engine sumps and the settling tanks as the LO separators. The LO transfer The control unit has three modes of operation.
Generator Engine Lubricating Oil Separator Supply Pump pumps and separators cannot, therefore, be used on the same systems at the
same time. 1) Partial ejections
Maker: Taiko Kakai Industries Co. Ltd
2) Total ejections
No. of sets: 2 WARNING
3) Preselected partial ejections followed by total ejection
Model: MSH - 6 Care must be taken when operating the separator system. Hot oil and
Capacity: 4.7m3/h at 3.0 bar steam are present and can result in serious injury if leakage occurs. The monitoring and control system provides two basic monitoring systems.
There is a fire risk from the presence of hot oil and all precautions must
be taken to prevent a fire and to deal with one should an outbreak occur. 1) Water monitoring system (WMS)
Introduction The extinguishing system must be checked frequently. 2) Sludge space monitoring system (SMS)
There are two centrifugal self-cleaning LO separators dedicated to the CAUTION Water Monitoring System
generator engines. These can clean LO from the generator engine sumps or the Centrifuges operate on an automatic sludging system but failure of the
generator engine LO settling tanks; the LO separators can also clean LO from Water which is separated from the oil collects in the outer part of the bowl. The
system to effectively discharge sludge can cause overload and subsequent
the stern tube LO sump tank. The separators can be used for batch treatment or separating disc in the bowl continuously directs a small flow from the outer
breakdown of the bowl arrangement which rotates at high speed. After
for continuous treatment. Cleaned oil from the separator can be discharged to part of the bowl to the sensing liquid pump, which discharges this flow to a
manual cleaning, care is needed to ensure that the bowl is assembled
the generator engine LO sump from which it has been taken or to the generator conductivity sensor. If the conductivity sensor detects the presence of water it
correctly, as incorrect assembly can result in disintegration at high
engine LO settling tank(s). Although the pipe system allows the separators to means that a reasonable amount of water is present in the bowl. The control
rotational speed. All operating and maintenance precautions stipulated
take suction from the stern tube LO drain tank there is no discharge to that tank system then opens a solenoid operated valve to discharge the water through
by the manufacturer in the maintenance manual must be observed.
and separator of stern tube LO is not normally undertaken. the dirty water outlet; the separator is operating as a purifier. When the water
has been discharged the valve is closed and the separator resumes operation
The generator engine lubricating oil separators are supplied with oil by LO Separator Operation as a clarifier. Under normal circumstances very little water should be present
separator supply pumps, one dedicated to each LO separator. The supply in lubricating oil but leakage at the cooler, etc. can result in large quantities of
pumps pass the LO through a steam heater before it enters the separator. The The heated dirty oil enters the separator and the centrifugal force created water being present. If more than small quantities of water are detected in the
steam heater is associated with a particular separator. by the rotating bowl causes the liquid mixture to separate into its different lubricating oil the operator should suspect a water leakage into the LO system
constituents within the disc stack. and take immediate steps to detect the source of water leakage.
There are crossover valves at the LO separator supply pump suctions and
at their discharge, thus allowing either pump to supply either separator and The solid particles suspended in the oil settle on the underside of the discs and Sludge Monitoring System
enabling either pump to take suction from any tank or generator engine sump. slide down into the solids holding space at the periphery of the bowl.
The smooth disc surfaces allow the solids to slide down and provide self- Desludging of the bowl normally takes place at timed intervals, which are
cleaning of the discs. Each bowl assembly is fitted with a regulating ring, changed to suit the quality of the oil being treated.

L13V L14V L15V L16V

L20V L21V

L115V L116V L118V L119V
TIAH TIAH
IAS IAS
S S
TX Air TX Air
PI L122V PI L123V
PAL PI
FI PAL PI
FI
Heater Heater
L109V L107V L110V L108V
LS Key
L121V
Lubricating Oil
LS
Bilge
Sludge Tank
(33.9m3)
Air
No.2
PI CI
L124V L104V
PI CI
L105V L101V
No.1
To Oily Bilge Tank
A sensor in the sludge monitoring system detects the build-up of sludge/water Procedure for Operating the Generator Engine Lubricating Oil Position Description Valve
in the sludge space of the bowl. If the amount of sludge becomes excessive, Separating System Taking Oil from the Sump and Returning Port Generator Engine System
the system will activate the automatic desludging procedure even though a
it to the Sump Open No.1 generator engine LO sump suction valve L31V
timed desludging operation is not due. If there are more than two untimed
desludging operations between normal timed desludging operations an alarm Closed No.2 generator engine LO sump suction valve L32V
is activated and this requires the intervention of an engineer. The illuminated Note: The separator is controlled by the D10 control unit. This controller Closed Line suction valve from port LO settling tank L36V
LCD provides information about the operating parameters of the separator; all controls the sludging of the bowl according to information received from the
Closed Port LO settling tank outlet valve L14V
the relevant process data and alarm conditions are displayed. The components separator and the water and sludge monitoring systems.
Closed Line crossover valve between port LO settling and L17V
which are controlled or monitored by the control system include:
For separating generator engine LO from a generator engine LO sump tank storage tanks (locked)
• Oil inlet/bypass valve (three-way circulation valve) back to the same generator engine sump the separator normally operates Open Return valve from LO separator to port generator L116V
• Flushing water continuously on that generator engine sump when the engine is running. engine sump tanks
Closed Return valve from LO separators to port LO settling L115V
• Operating water
There are two generator engine LO separators and No.1 LO separator is tank
• Circuit and water discharge valve normally used for No.1 and No.2 (port) generator engines whilst No.2 LO Closed Crossover return valve to generator engine LO sump L35V
separator is used for No.3 and No.4 (starboard) generator engines. It is only tanks
• Water sensor
possible to separate the LO from one of each pair of generator engines at
Open Inlet valve to No.1 generator engine LO sump tank L27V
• Oil inlet temperature any time as the same suction and discharge lines are used for each pair of
engines. Closed Inlet valve to No.2 generator engine LO sump tank L28V
• Audible alarms
Closed Port generator engine LO storage tank outlet valve L13V
Software assignment for each separator is carried out in the factory using a As stated above it is possible to use either separator and supply pump with any Closed No.2 LO daily tank filling valve L20V
password function. Any alterations to the set parameters should only be carried pair of engines should failure of a pump or separator occur.
out by a person authorised to make such changes. Changes in parameter settings Starboard Generator Engine System
are not an operational requirement of the separators and are not normally The procedure described below is for No.1 LO separator and No.1 supply
Open No.3 generator engine LO sump suction valve L33V
necessary once the system has been configured for the type of lubricating oil pump operating on No.1 generator engine with No.2 LO separator and No.2
supply pump operating on No.3 generator engine. Closed No.4 generator engine LO sump suction valve L34V
being treated. If any change in parameter setting is required this must only
be carried out with the approval of the Chief Engineer and after consultation Closed Line suction valve from starboard LO settling tank L37V
with the control system manual. It is essential that the correct separating a) Check and record the level of oil in all LO tanks. Closed Starboard LO settling tank outlet valve L15V
temperature is set for the grade of lubricating oil being centrifuged. Too low a Closed Line crossover valve between starboard LO settling L18V
temperature can result in inefficient separation but too high a temperature can b) All valves in the separator system should be initially closed. and storage tanks (locked)
have a damaging effect on the lubricating oil. Closed Suction valve from stern tube LO drain tank L414V
c) Open the control air valves and fresh water supply valve to the
separator. Open Return valve from LO separator to starboard L119V
The desludging time interval is initially set so that the bowl will open and generator engine sump tanks
discharge the sludge and water before the sludge space if filled. If the desludging
d) Ensure that there is electrical power at the separator system Closed Return valve from LO separators to port LO settling L118V
time interval is too short there is excessive sludging and performance of the
starter panel. tank
system can suffer. Each separator discharges sludge to the LO sludge tank
when a sludging of the separator bowl is activated. There is an inlet valve to Open Inlet valve to No.3 generator engine LO sump tank L29V
the LO sludge tank for each separator and these valves should normally be left e) Set the valves as in the following table. Closed Inlet valve to No.4 generator engine LO sump tank L30V
open. Closed Starboard generator engine LO storage tank outlet L16V
Position Description Valve valve
The fuel oil separators require compressed air and fresh water supplies for LO Separator Supply Pumps Closed No.3 LO daily tank filling valve L21V
control and bowl operation/flushing. Supply systems for these are covered Closed LO separator supply pump suction crossover valve L104V
in the relevant control air system and fresh water sections of this machinery
Closed LO separator supply pump discharge crossover L124V No.1 Generator Engine LO Separator
operating manual, 2.9.2 and 2.12.1 respectively.
valve Open No.1 LO separator heater inlet valve L107V
Open No.1 LO separator supply pump suction valve L101V Open No.1 LO separator heater outlet valve L109V
Open No.1 LO separator supply pump discharge valve L105V Set Flow control valve to No.1 LO separator
Open No.2 LO separator supply pump suction valve L102V Operational No.1 LO separator three-way valve
Open No.2 LO separator supply pump discharge valve L106V Position Description Valve

L13V L14V L15V L16V

L20V L21V

L115V L116V L118V L119V
TIAH TIAH
IAS IAS
S S
TX Air TX Air
PI L122V PI L123V
PAL PI
FI PAL PI
FI
Heater Heater
L109V L107V L110V L108V
LS Key
L121V
Lubricating Oil
LS
Bilge
Sludge Tank
(33.9m3)
Air
No.2
PI CI
L124V L104V
PI CI
L105V L101V
No.1
To Oily Bilge Tank
Open No.1 LO separator recirculation valve L122V h) Start the separator feed/supply pump by pressing the feed pump b) Regulate the steam to the heater and allow the oil to cool.
START pushbutton (marked FEED PUMP) at the separator
Closed No.1 LO separator bypass valve L111V
local panel. The three-way valve will ensure the LO bypasses c) The feed pump must to be stopped if running in manual mode.
Open No.1 LO separator outlet valve the separator and returns to main engine sump tank. Observe the
Open No.1 LO separator sludge valve L120V suction and discharge pressures and check that they are within d) Close the control air and operating water valves to the separator
Closed Crossover line outlet valve from LO separators L114V normal operating values. along with any other valves opened prior to start up.
i) Start the separator by pressing the SEPARATOR START e) Once the separator has come to a complete stop the brake can
No.2 Generator Engine LO Separator
pushbutton at the local panel. Ensure that the bowl runs up be applied and preparations made for cleaning if required.
Open No.2 LO separator heater inlet valve L108V to speed smoothly before continuing. Observe the separator
Open No.2 LO separator heater outlet valve L110V motor current and check that it falls to the normal valve and CAUTION
Set Flow control valve to No.2 LO separator is stable at that value. When the separator bowl reaches its It is essential that the manufacturer’s instructions regarding the stopping
Operational No.2 LO separator three-way valve normal operating speed the LED in the control panel separator and dismantling of the separator are followed exactly to avoid the risk of
Open No.2 LO separator recirculation valve L123V pushbutton will stop flickering and have a steady illumination. damage. Separator bowls rotate at very high speed and any imbalance
Closed No.2 LO separator bypass valve L112V or loose connections can have serious consequences.
j) Using the manual valves on the solenoid valves ensure the
Open No.2 LO separator outlet valve operating water opens and closes the bowl
Open No.2 LO separator sludge valve L121V
Illustration 2.8.5b Generator Engine LO Separator Control Panel
k) Check that the control unit is fully functional. The LAMP TEST
pushbutton must be pressed to test all illuminated indicators.
Note: The same lines are used for the LO separator supply pump suction and
the LO transfer pump suction. In order to prevent problems the LO transfer l) Slowly open the steam supply for the separator heater; the drain
pump suction and discharge valves should all be closed when the generator Westfalia Separator AG
valve is normally left open. Pa r t i a l E j ec t i on : 4
engine LO separators are operating. St ep : Ci r u l a t i on
P r o d u c t T emp : 090 °C
m) Check that the automatic controller has taken control of the
R
S e p . T i me : 3600 s
The generator LO separator heater is supplied with steam from the 6 bar system and is maintaining the oil at the correct temperature. S
range and the drain valve from the heater must always be open. The heater is M F1 F2 F3 F4
controlled by the control system and the generator engine LO separator control n) Once the LO temperature is above the minimum setting, start
system regulates the steam supply to give the correct temperature for the grade the programme by pressing PROCESS START pushbutton on
of oil. This temperature will have been set to 90°C at commissioning and will the control panel. This will initiate a start sequence including a
not require changing unless the grade of the generator engine LO is changed. sludge and discharge test and operate the separator in automatic
The separator flow control valve should be set to give the desired discharge mode. Once the separator is running and no signs of abnormal
SF
Process Process SERIES
HELP ESC
pressure and should not be adjusted during normal running conditions.
DC5V STOP START
1 2
Lamp Test
vibrations are evident, all temperatures and pressures should be FRCE
RUN
recorded. The backpressure should be set to 1.9 bar.

PID
FEED SLUDGE HOME EDIT ENTER
STOP
With the valves set as above No.1 generator LO separator will operate on No.1
generator engine and No.2 generator engine LO separator will operate on No.3 The generator engine LO separator may be operated continuously as required
generator engine. Both generator engine LO separators operate in the same but it must be shut down periodically for cleaning and inspection according to
way and the following description is applicable to both. the manufacturer’s recommendations. The controller has been preprogrammed
to perform the desired cycle for LO separation. A change in the programmed Procedure for Separating Lubricating Oil from a Generator
f) Ensure that there is power at the separator panel and the settings may be required if the specification of the LO is changed. The
separator supply pump panel. Check that the separator control Engine Lubricating Oil Settling Tank and Returning it to a
controller handbook must be consulted for instructions on changing system
panel is active. parameters. Parameters must only be changed by approved personnel. Generator Engine Sump
g) Ensure the separator brake is off and that the separator is free to The procedure for separating LO from a generator engine LO settling tank and
rotate. Check the separator gearbox oil level. Ensure that there Procedure to Stop the Separator returning it to a generator engine sump is the same as that above except for the
is a water supply to the separator. setting of system valves. Lubricating oil from a selected generator engine sump
a) Press the PROCESS STOP pushbutton. Two total ejections will must be pumped to the associated generator LO settling tank (port or starboard
be triggered and the separator will stop automatically. The LO as appropriate) as described in section 2.8.4 of this machinery operating
will be automatically recirculated through the three-way valve manual. The LO in the settling tank is allowed to settle for at least 12 hours
back to the generator engine LO sump from which it has been with steam heating applied.
taken.

L13V L14V L15V L16V

L20V L21V

L115V L116V L118V L119V
TIAH TIAH
IAS IAS
S S
TX Air TX Air
PI L122V PI L123V
PAL PI
FI PAL PI
FI
Heater Heater
L109V L107V L110V L108V
LS Key
L121V
Lubricating Oil
LS
Bilge
Sludge Tank
(33.9m3)
Air
No.2
PI CI
L124V L104V
PI CI
L105V L101V
No.1
To Oily Bilge Tank
After settling, the self-closing drain valve on the generator engine LO settling Closed Suction valve from stern tube LO drain tank L414V Separator Crossover System
tank must be opened in order to drain water from the tank. The LO separator
Open Return valve from LO separator to starboard L119V
system may then be operated as above but with the valves set as in the table It is possible to arrange for No.1 generator engine LO supply pump to feed
generator engine sump tanks
below. The valve settings in this table assumes that No.1 LO separator is taking LO to No.2 generator LO separator if required. It is also possible to have No.2
LO from the port LO settling tank and discharging it to No.2 generator engine Closed Return valve from LO separators to port LO settling L118V generator engine LO separator supply pump to feed LO to No.1 generator LO
whilst No.2 LO separator is taking LO from the starboard LO settling tank and tank separator. This requires the pump discharge crossover valve L124V to be open.
discharging it to No.4 generator engine. Closed Inlet valve to No.3 generator engine LO sump tank L29V In this case only one separator and separator supply pump may be operated.
Open Inlet valve to No.4 generator engine LO sump tank L30V
Position Description Valve Closed Starboard generator engine LO storage tank outlet L16V By means of the supply pump suction crossover valve L104V it is possible to
LO Separator Supply Pumps valve arrange for either generator LO separator supply pump to take suction from
Closed Starboard LO daily tank filling valve L21V any generator engine LO sump or either of the LO settling tanks. Opening of
Closed LO separator supply pump suction crossover valve L104V
the crossover valve means that only one LO separator and supply pump may
Closed LO separator supply pump discharge crossover L124V be operated. If the suction crossover is opened it is also necessary to open the
valve No.1 Generator Engine LO Separator separator discharge crossover valve L114V to ensure that the LO is returned to
Open No.1 LO separator supply pump suction valve L101V Open No.1 LO separator heater inlet valve L107V the sump from which it has been taken or to the desired settling tank.
Open No.1 LO separator supply pump discharge valve L105V Open No.1 LO separator heater outlet valve L109V
Open No.2 LO separator supply pump suction valve L102V Set Flow control valve to No.1 LO separator Before any LO separator operation is started a double check must be made
Open No.2 LO separator supply pump discharge valve L106V of the valves to ensure that the LO is to be taken from the desired tank and
Operational No.1 LO separator three-way valve
directed to the correct tank.
Open No.1 LO separator recirculation valve L122V
Port Generator Engine System Closed No.1 LO separator bypass valve L111V
Closed No.1 generator engine LO sump suction valve L31V Open No.1 LO separator outlet valve
Closed No.2 generator engine LO sump suction valve L32V Open No.1 LO separator sludge valve L120V
Open Line suction valve from port LO settling tank L36V Closed Crossover line outlet valve from LO separators L114V
Open Port LO settling tank outlet valve L14V
L o c k e d Line crossover valve between port LO settling and L17V No.2 Generator Engine LO Separator
closed storage tanks Open No.2 LO separator heater inlet valve L108V
Open Return valve from LO separator to port generator L116V Open No.2 LO separator heater outlet valve L110V
engine sump tanks
Set Flow control valve to No.2 LO separator
Closed Return valve from LO separators to port LO settling L115V
Operational No.2 LO separator three-way valve
tank
Open No.2 LO separator recirculation valve L123V
Closed Crossover return valve to generator engine LO sump L35V
tanks Closed No.2 LO separator bypass valve L112V
Closed Inlet valve to No.1 generator engine LO sump tank L27V Open No.2 LO separator outlet valve
Open Inlet valve to No.2 generator engine LO sump tank L28V Open No.2 LO separator sludge valve L121V
Closed Port generator engine LO storage tank outlet valve L13V
Closed Port LO daily tank filling valve L20V Note: LO in the generator engine LO settling tank will already have been
heated and so the separator may be operated immediately as there will no
need to recirculate LO through the heater in order to raise the temperature.
Starboard Generator Engine System
Closed No.3 generator engine LO sump suction valve L33V
Note: Generator engine LO may be separated from the LO settling tank back
Closed No.4 generator engine LO sump suction valve L34V
to the settling tank if required. In this case the port system return valve to the
Open Line suction valve from starboard LO settling tank L37V generator engine sump tanks L116V must be closed and the return valve to
Open Starboard LO settling tank outlet valve L15V the settling tank L115V must be open; the starboard system return valve to
L o c k e d Line crossover valve between starboard LO settling L18V the generator engine sump tanks L119V must be closed and the return valve
closed and storage tanks to the settling tank L118V must be open.
2.9 Compressed Air Systems
2.9.1 Starting Air System
2.9.2 Control Air System
2.9.3 General Service Air System
Illustrations
2.9.1a Starting Air System
2.9.2a Control Air System
2.9.2b Elektronokon Control Panel
2.9.3a General Service and Control Air Systems

Illustration 2.9.1a Starting Air System To Safe Position Outside

Engine Room in Casing
From Working Air Rervoir Safety Valve

To Emergency
From Control Air Reservoir Safety Valve
Air Reservoir
From 7 Bar Service Air Line Safety Valve
From 7 Bar Control Air Line Safety Valve
Set 33kg/cm2
9V
27V
23V No.1 Generator Engine
Starting Air PI Starting Air Reservoir
28V 11V
PIAL (3.0m3)
IAS PX
No.1 Diesel Generator
From Engine (Wartsila 9L50DF)
17V
Control NC
Air Oil Mist Control Air 3V
7V 5V
System Detector 29V
15V 14V
(2.9.2a)
16V
Compressor
Starting Air PS
Start/Stop
30V 25V Set 33kg/cm2 NC
No.2 Diesel Generator 8V 6V Compressor
PS
From Engine (Wartsila 12V50DF) 10V 4V Start/Stop
Control
Air Oil Mist Control Air
System Detector 31V
(2.9.2a) PI Starting Air Reservoir
12V
PX (3.0m3)
PIAL 22V
Starting Air IAS
33V 2V 1V
No.3 Diesel Generator 20V 19V
From Engine (Wartsila 12V50DF) Generator Engine
Control 21V Starting Air Compressors
Air Oil Mist Control Air (100 m3/h x 30 kg/cm2)
System Detector 34V Key
(2.9.2a) No.2 No.1
Air
Electrical Signal
Starting Air
35V Instrumentation
No.4 Diesel Generator All Valves Have a Prefix ‘A’

Engine (Wartsila 9L50DF) Unless Stated
From
Control
System Detector 36V Compressed Air
37V Drain Chamber
(2.9.2a)
To Oily Bilge Tank
2.9 compressed Air Systems Each of the compressors has also been fitted with two safety valves, one after Procedure for Operating the Starting Air System
the first low pressure (LP) stage and the other after the third, high pressure (HP)
2.9.1 Starting Air System stage. On the discharge side of each stage is an intercooler, with the second and a) Ensure that all of the pressure gauge and instrumentation valves
third stages being fitted with a small oil/water separator pot that has a solenoid are open and that the instrumentation is operating correctly.
operated valve fitted to the bottom. This is used to collect any water that may
Main Air Compressors be in the air and dump it to the bilge before the air is able to carry it over into b) Check the oil level in each of the compressors and top up as
Maker: J.P. Sauer & Sohn the starting air system. The valve is electrically operated via the compressor’s necessary.
Model: WP 81L-100 starter and opens and closes when the machine loads and unloads.
c) Check that the external fins on the compressor cylinders are
Type: Air cooled, three stage, Vee type with pressure Each compressor is equipped with a high air temperature and a low LO pressure clear from contamination and the build up of debris.
lubrication alarm and trip which operates internally through the compressor’s starter panel.
No. of sets: 2 When any of the alarms or trips are activated, a common alarm goes through d) Set up the compressed air valves as shown in the table.
Capacity: 100m3/h at a pressure of 30 bar to the IAS to notify the duty engineer. A low air pressure alarm is also fitted to
Motor: 22kW x 1,770 rpm each air receiver and this also activates an alarm to the IAS. It is assumed that all of the compressors are available and both starting air
reservoirs in use. Unless specified all other valves must be closed.
Starting of the main start air compressors can only be done from the local starter
Main Air Receivers panels by putting the selector switch on the front panel into the SERVICE or Position Description Valve
the STANDBY positions. The compressors cannot be started or controlled Open No.1 starting air compressor discharge valve A1V
Maker: DongHwa Entec
through the IAS but it is possible to view the starting air system on the IAS
No. of sets: 2 Open No.2 starting air compressor discharge valve A2V
mimic to observe how the system is performing.
Capacity: 3m3 each Open Compressor start/stop pressure switches A38V, A39V
Before a compressor is started the compressor outlet and air reservoir filling isolating valves
valves must be open. The instrumentation and pressure switch valves must also Open No.1 air reservoir inlet valve A3V
Introduction be open to allow the compressor to operate automatically. It is also necessary to Open No.1 air reservoir outlet valve A5V
ensure that the automatic drain traps fitted to the bottom of both air reservoirs Closed No.1 air reservoir crossover valve A7V
The starting air system is supplied by two main starting air compressors that are open at all times.
discharge into two 3m3 air receivers. The compressors are all three-stage, Open No.1 air reservoir drain trap valves A14V, A15V
reciprocating compressors that are air cooled and driven by an electric motor. A17V
In addition to supplying starting air to the four generators, the main start air
They are all located on the port side of the engine room 4th deck level. system also supplies compressed air to the emergency diesel generator engine Open No.1 air reservoir pressure alarm valve A11V
air start reservoir. Open No.2 air reservoir inlet valve A4V
The compressor starts automatically when the pressure falls to 27 bar and Open No.2 air reservoir outlet valve A8V
cuts out again when the pressure has recovered to 30 bar. When heavy air The air reservoir discharge line to the diesel generator engines has two Closed No.2 air reservoir crossover valve A6V
consumption is being experienced such as during generator engine starts, crossover isolating valves fitted that in normal operation are kept closed. This
the first starting air compressor switched to SERVICE will start should the Open No.2 air reservoir drain trap valves A19V, A20V
segregates engines No.1 and 2 from engines No.3 and 4 so that in normal
pressure fall to 24 bar. If the pressure continues to fall to 22 bar or less, A22V
operation No.1 and 2 are supplied with air from No.1 reservoir and No.3 and 4
the second starting air compressor switched to STANDBY will start. All of are supplied with air from No.2 reservoir. Open No.2 air reservoir pressure alarm valve A12V
the compressors will stop automatically when the system pressure has been Open No.1 generator start air isolating valve A28V
restored to 30 bar. To ensure that no generator engine can be started if it has been shut down Open No.1 generator control air isolating valves A29V, XXX
for maintenance, a lockable valve has been fitted immediately after the main Open No.2 generator start air isolating valve A30V
The selection of SERVICE and STANDBY duties of the two starting isolating valve on the air inlet to each engine. Closing this and locking it shut Open No.2 generator control air isolating valves A31V, XXX
air compressors should be interchanged periodically to ensure that each will ensure that the engine does not start even if it receives an automatic start
compressor has the desired amount of running hours. The hours should not Open Emergency air reservoir supply valve A27V
signal from the power management system.
necessarily be the same as it is generally desirable to stagger the maintenance Closed Starting air line drain valve A32V
periods and down time for survey work. Both air reservoirs are protected from being over pressurised by relief valves Open No.3 generator start air isolating valve A33V
set at 33 bar (10% above the system normal operating pressure). The discharge Open No.3 generator control air isolating valves A34V, XXX
All of the compressors have an automatic unloading arrangement which from the valves is led to a safe location outside the engine room through Open No.4 generator start air isolating valve A35V
operates when they start and stop. This allows the compressors to start and stop sloping pipework which prevents the accumulation of water.
off load so reducing the loading on the electric motor and the wear and tear on Open No.4 generator control air isolating valves A36V, XXX
the drive train. Closed Starting air line drain valve A37V
Closed Starting air line crossover valve A25V
Illustration 2.9.1a Starting Air System To Safe Position Outside

Engine Room in Casing
From Working Air Rervoir Safety Valve

To Emergency
From Control Air Reservoir Safety Valve
Air Reservoir
From 7 Bar Service Air Line Safety Valve
From 7 Bar Control Air Line Safety Valve
Set 33kg/cm2
9V
27V
Starting Air PI Starting Air Reservoir
28V 11V
PIAL (3.0m3)
IAS PX
No.1 Diesel Generator
From Engine (Wartsila 9L50DF)
17V
Control NC
Air Oil Mist Control Air 3V
7V 5V
System Detector 29V
15V 14V
(2.9.2a)
16V
Compressor
Starting Air PS
Start/Stop
30V 25V Set 33kg/cm2 NC
No.2 Diesel Generator 8V 6V Compressor
PS
From Engine (Wartsila 12V50DF) 10V 4V Start/Stop
Control
System Detector 31V
(2.9.2a) PI Starting Air Reservoir
12V
PX (3.0m3)
PIAL 22V
Starting Air IAS
33V 2V 1V
No.3 Diesel Generator 20V 19V
From Engine (Wartsila 12V50DF) Generator Engine
Control 21V Starting Air Compressors
Air Oil Mist Control Air (100 m3/h x 30 kg/cm2)
System Detector 34V Key
(2.9.2a) No.2 No.1
Air
Electrical Signal
Starting Air
35V Instrumentation
No.4 Diesel Generator All Valves Have a Prefix ‘A’

Engine (Wartsila 9L50DF) Unless Stated
From
Control
System Detector 36V Compressed Air
37V Drain Chamber
(2.9.2a)
To Oily Bilge Tank
e) Ensure that power is available to the compressor starters and

select which main compressor is to be switched to SERVICE
and which is to be switched to STANDBY.
f) Confirm that all of the automatic drain traps fitted are operating
correctly.
g) Check that the compressors stop automatically when the full

system pressure of 30 bar has been reached.
h) Check that the compressors start and stop automatically in

accordance with the pressure settings specified earlier and
that the compressors load and unload during their starting and
stopping cycles.
Note: The compressors will only start and take load if the system is not fully
charged.
i) Assuming that all of the diesel generators are available for

service, confirm that the lockable valves on the air inlet lines
are open.
The starting air system is now available for operation and the compressors will
start/load and stop/unload automatically in accordance with the pressure switch
settings fitted to the starting air pipeline.
Illustration 2.9.2a Control Air System Set at

Air Dryer PIAL
To Safety To/From
14 Bar (250nm3/h) IAS
To/From Manifold General Service
156V Refrigeration Type
General Service Air System
Air Compressors To Safety Manifold
To N2 (2.9.3a) PX PI
(2.9.3a) Generator
PIAL Control
IAS PX
139V 140V 141V
Control Air Compressors Air
PI Reservoir 12bar/7bar Set at PI Oil
(638m3/h x 12 bar) 158V 122V 124V
120V (7.5m3) Pressure Reducer 7 Bar Filters 138V
112V PIAL
IAS
No.1 121V 123V 128V 129V 130V 134V 135V 146V
Silencer
147V To Inert Gas System
126V 127V 131V 142V No.1 Cargo PX PI
Air Dryer
136V 137V (250nm3/h) To Cargo Switchboard Room
Compressed Air 143V 148V
160V
Drain Chamber
No.2 154V To Cargo Control System
Silencer
144V No.2 Cargo Master Valve Purging Control

Air Dryer Valve
(250nm3/h)
145V
To Oil Bilge Tank
To Gas Combustion Unit Control

To No.1/2 Generator Engine To No.3/4 Generator Engine
Turbocharger Washing Unit Turbocharger Washing Unit To Auxiliary Boiler Burner
201V 202V 203V 204V 205V
206V
No.3 Generator Engine No.1 Generator Engine Boiler Fuel Oil Pressure No.1 Gas Combustion Unit Fuel No.3 Gas Combustion Unit No.1 Economiser Remote
Gas Vent Valve Gas Vent Valve Control Valve Gas Control Valve Fuel Gas Control Valve (S) Open/Close Damper and
215V 207V 286V 236V 246V Sootblower Control Valve 284V
No.4 Generator Engine No.2 Generator Engine Instrument Test Panel in No.1 Generator Engine Exhaust No.3 Generator Engine Port Generator Engine Room
Gas Vent Valve 216V Gas Vent Valve 208V Electrical Workshop 259V Gas Fan Vent Valve 211V Exhaust Gas Fan B/F Vent 219V Pneumatic Isolating Damper 300V
No.1 Generator Engine No.3 Generator Engine No.1 Gas Combustion Unit N2 No.3 Gas Combustion Unit Port Generator Engine Room
Oil Mist Detector 209V Oil Mist Detector 217V Purge Valve (Port) 238V N2 Purge Valve (S) 248V Pneumatic Isolating Damper 301V
No.2 Generator Engine No.4 Generator Engine Main Diesel Oil Separator Unit No.1 Gas Combustion Unit Gas No.3 Gas Combustion Unit Port Generator Engine Room
Oil Mist Detector 210V Oil Mist Detector 218V 227V Line Vent Valve (Port) 239V Gas Line Vent Valve (S) 249V Pneumatic Isolator Damper 302V
No.1 and 2 Generator Engine No.3 and 4 Generator Engine No.2 Gas Combustion Unit Fuel No.4 Gas Combustion Unit Stbd Generator Engine Room
Lubricating Oil Separator Unit Gas Control Valve (Port) Gas Fuel Control Valve (S)
Low Temperature Control Valve 223V N2 Purge Valve 228V 240V 250V Pneumatic Isolating Damper 303V
311V
No.3 and 4 Generator Engine Air Purge Type Level Gauge No.2 Generator Engine No.4 Generator Engine Stbd Generator Engine Room
Low Temperature Control Valve Spare 229V Exhaust Gas Fan Vent Valve 212V Exhaust Gas Fan Vent Valve 220V Pneumatic Isolating Damper
224V 221V 304V
No.1 and 2 Generator Engine Excess Steam Dumping Valve No.2 Gas Combustion Unit No.4 Gas Combustion Unit Stbd Generator Engine Room
N2 Purge Valve Spare 230V N2 Purge 242V N2 Purge Valve (S) 252V Pneumatic Isolating Damper
310V 290V 305V
Auxiliary Central Fresh Water Spare No.2 Gas Combustion Unit Gas No.4 Gas Combustion Unit
Spare Line Vent Valve (Port) Gas Line Vent Valve (S) Boiler Feed Water Control Valve
Cooler Temperature Control Valve 225V
233V 243V 253V 231V
291V
No.1 and 2 Bilge, Fire and Spare Spare Spare Steam Separator Fresh Water
GS Pump Bilge Suction valve 315V 222V
234V 244V 254V Control Valve 232V
No.1 and 2 Generator Engine Spare Spare Spare 10k/6kg/cm2 Steam Pressure
High Temperature Control Valve 312V
292V 293V 295V Reducing Valve 314V
No.3 and 4 Generator Engine Spare Spare
High Temperature Control Valve Generator Room (Starboard)
313V 235V 294V 296V No.2 Economiser Remote Open/
Location Required Close Damper and Sootblower
Spare Container Vale 285V
213V 245V 255V
Spare
297V
Spare Key
288V Main Generator Gas Valve Main Generator Gas Valve
Hood Room (Starboard) Spare
Hood Room (Port) 298V
Spare Air
289V
Spare
Electrical Signal 299V
214V
Instrumentation 287V
Location Required
All Valves Have a Prefix ‘A’
Generator Room (Port) Unless Stated
2.9.2 Control Air System The control air to the engine room is processed through a refrigerated air CAUTION
dryer and associated filters, with the cargo control air systems being processed
It is essential that the instrument air is dried before being allowed to
through two desiccant air dryers and associated filters.
Control Air Compressors enter the system as any moisture in the air can cause problems with
Maker: Atlas Copco actuators or other parts of the system that could lead to component
Refrigerated Type Control Air Dryer failure
No. of sets: 2
Air supplied from the control air reservoir flows into the dryer and is cooled
Model: GA75W - 150 - 60 Automatic starting and stopping of the duty compressor is achieved by means
in the cooler by the evaporation of liquid refrigerant. The temperature of the
Type: Helicoidal, screw - fresh water cooled cooled air drops to the dew point temperature which causes the moisture in the of a pressure switch fitted to the discharge line. The compressor will start
Capacity: 638m3/h at 12 bar cooled air to condense. The condensed moisture is then separated from the air when the line pressure falls to 10.0 bar and cut out again when the pressure has
by a drain separator and discharged through a drain outlet. reached 12.0 bar. The compressor can only be manually started and stopped
Motor: 90kW at 3,578rpm
locally, there being no remote operation from the IAS.
Control Air Reservoir
Inlet Filter The control air compressors are supplied with cooling water from the auxiliary
Maker: DongHwa Entec
Maker: Kyung Nam Dryer Co. Ltd central cooling fresh water system as shown in illustration 2.5.2a of this
No. of sets: 1 manual. The water inlet temperature is regulated to 36°C and is used to cool
No. of sets: 2
Operating pressure: 12 bar the compressed air and the compressors lubricating oil in two separate heat
Model: KNF-32/40A (3 µm) exchangers contained within the compressor cabinet.
Relief valve setting: 14 bar
Operating flow rate: 14Nm3/min
Capacity: 7.5m3
Failure of the air compressor will activate an alarm in the IAS as will a low
Outlet Filter
Refrigerated Type Control Air Dryer system pressure in the instrument air receiver. In an emergency, the control air
Maker: Kyung Nam Dryer Co. Ltd reservoir can be supplied with compressed air from the working air system.
Maker: Kyung Nam Dryer Co. Ltd
No. of sets: 2
No. of sets: 1
Model: KNF-31/40A (1 µm)
Model: KADM-300 Procedure for Operating the Control Air Compressors
Capacity: 250Nm3/h
The control air compressors are single stage, oil injected screw compressors
Refrigerant compressor: 220V, 1kW, using R404a
Desiccant Type Control Air Dryers that are water cooled and driven by electric motors. Each compressor is
Desiccant Type Control Air Dryers controlled by an Elektronikon II regulator which is fitted to the door on the
The two desiccant air dryers are of the activated alumina type where the front side of the sound insulated cabinet. The compressor draws air from
Maker: Kyung Nam Dryer Co. Ltd chemical acts as a desiccant to absorb moisture in the air. Normally one control the surrounding environment through a filter, compresses it and discharges a
No. of sets: 2 air dryer will be in use with the other switched to standby or undergoing mix of compressed air and oil to a small air receiver/oil separator via a check
Model: KHDM-350 maintenance. valve. The oil is separated out and returned to the compressor while the air is
Capacity: 250Nm3/h discharged via a minimum pressure control valve, air cooler and condensate
Inlet (Oil) Filters trap to the outlet side of the machine. The check valve is used to stop the
compressor from being pressurised when it has been stopped while the pressure
Introduction Maker: Kyung Nam Dryer Co. Ltd control valve is used to prevent the air receiver pressure from dropping below
No. of sets: 2 a minimum preset value.
All of the control air systems onboard are supplied from the 7.5m3 control air Model: KNF-13/40A (0.01 µm)
reservoir, located on the port side of the 4th deck level in the engine room, Operating flow rate: 14Nm3/min The air receiver/oil separator unit removes most of the trapped oil centrifugally
which is fed from the two control air compressors. with the balance being removed by an internal oil separator element. The oil
Outlet (Dust) Filters collects in the lower part of the separator unit which serves as an oil sump for
Under normal operating conditions the two compressors are switched to ‘duty’ Maker: Kyung Nam Dryer Co. Ltd the compressor. The oil is then passed through a cooler and returned to the
and ‘standby’ with one machine running to meet the normal system demand. screw mechanism of the compressor via an oil stop valve.
No. of sets: 2
If the duty compressor cannot maintain the system pressure during periods of Model: KNF-31/40A (1 µm)
Elektronikon II Regulator
large consumption, the second compressor will automatically start and stop on Operating flow rate: 1Nm3/min
a ‘lead’ and ‘lag’ principle to assist the duty compressor. The Elektronikon II regulator is used to monitor and maintain the following
functions on the compressor:

Air Dryer PIAL
To Safety To/From
(2.9.3a) Generator
PIAL Control
IAS PX
139V 140V 141V
(638m3/h x 12 bar) 158V 122V 124V
112V PIAL
IAS
No.1 121V 123V 128V 129V 130V 134V 135V 146V
Silencer
Air Dryer
160V
Drain Chamber
Silencer

Air Dryer Valve
(250nm3/h)
145V
To Oil Bilge Tank

201V 202V 203V 204V 205V
206V
311V
224V 221V 304V
310V 290V 305V
233V 243V 253V 231V
291V
213V 245V 255V
Spare
297V
Spare Key
Spare Air
289V
Spare
214V
Location Required
Automatic Control of the Compressor The operational functions of the controller can be described as follows: Procedure for Preparing the Engine Room Control Air System
The regulator maintains the outlet pressure between programmed limits by (1) Stop Button - Push this button to stop the compressor. The LED for Operation
automatically loading and unloading the compressor. The regulator also (8) will go out and the compressor will stop after running in an
accounts for the minimum stop time and the maximum number of motor starts unloaded condition after approximately 30 seconds. a) Set up the valves as per the following table. Unless specified all
in a set period. It will stop the compressor whenever possible to reduce the other valves must be closed.
(2) Start Button - Push this button to start the compressor. LED
power consumption but will allow the machine to run unloaded for a set period
(8) will light up indicating that the regulator is operative and The following procedure assumes the control air system is to prepared for the
to prevent the compressor from continually starting and stopping.
in automatic operation. The compressor will start in unloaded first time with the refrigerated type control air dryer in the OFF position.
mode.
Protecting the Compressor
(3) Display - The display gives a visual indication concerning the Position Description Valve
The regulator will shut down the compressor if a high air outlet temperature compressor’s operating condition, if a fault has occurred or if a Open No.1 control air compressor discharge valve XXX
or an electric drive motor overload is registered during running. The reason service interval is scheduled.
Open No.2 control air compressor discharge valve XXX
for the shut down will be shown in the display screen. Prior to shutdown the
(4) Scroll Keys - These soft keys allow the operator to scroll Open Air reservoir inlet valve A121V
regulator will provide an alarm that will warn the operator of a problem.
through the display.
Open Air reservoir outlet valve A123V
The regulator will also provide a ‘service warning’. These are grouped into (5) Tabulator Key - This is the key to select the parameter indicated Open Air reservoir pressure gauge/alarm valve A158V
service plans called A, B and C which have programmed time intervals. If a by a horizontal arrow. Only the parameters followed by an
Open Air reservoir drain trap valves A126V
time interval is exceeded a message will be given in the display screen. For arrow pointing to the right are accessible for modifying.
A154V
details of the different service requirements, refer to the manufacturer’s service (6) Voltage on LED - This indicates that the voltage is switched A160V
manual. on. As required Air supply valve to nitrogen generator A122V
(7) General Alarm LED - This LED is continually lit if an alarm or Open 12/7 bar air pressure reducer inlet valve A128V
Illustration 2.9.2b Elektronikon Control Panel
a service warning exists. It is also lit if any of the control sensors Open 12/7 bar air pressure reducer outlet valve A130V
have a fault. The LED flashes on and off if the compressor Open In use oil filter inlet valve A134V
has been shut down by one of the monitoring sensors or if the
Open In use oil filter outlet valve A135V
emergency stop has been pressed.
Open Refrigerated type air dryer inlet valve A139V
(8) Automatic Operation LED - This LED when lit indicates
4 Open Refrigerated type air dryer outlet valve A140V
2
that the regulator is automatically controlling the compressor.
Compressor Out
bar 6.8 In this mode the compressor is loaded, unloaded, stopped and Open Control air system pressure alarm valve A141V
Auto Loaded 3 5
Menu Unld restarted depending on the air consumption and the parameters
1
4 programmed into the regulator. b) Ensure that all instrumentation valves are open and that the
F1 F2 F3 instrumentation is functioning correctly. Check that water is
9 9 9 (9) Function Keys - The F1, F2 and F3 function keys control and being supplied from the auxiliary central fresh water cooling
8 7 6 program the compressor. system to the air compressors.
(10) (11) and (12) Pictographs - These are simply symbols
11 10 12
representing the alarm, automatic operation and voltage on c) Check the oil level in the compressors oil/air separator.
functions of the regulator.
It has been assumed in the following procedure that both of the control air
(13) Emergency Stop Button - This pushbutton is used to stop compressors are available for service and that No.1 has been selected as the
13
the compressor immediately in the event of an emergency. The duty compressor and No.2 as the standby.
button has to be reset after rectifying the fault by pulling out
the button. d) Ensure that power is available to compressor No.1 and to the
Elektronikon control panel; check that no shutdown or alarm
conditions exist. Press the start button ‘I’. The compressor
Control Panel Functions will start in the unloaded condition and when up to speed will
The control panel of the Elektronikon II regulator has been shown in illustration automatically go on load. Once operational, the compressor will
2.9.2b together with a key plan of the front panel functions. load/unload and start/stop automatically on pressure switches
according to the system pressure and on the program settings in
the control panel.

Air Dryer PIAL
To Safety To/From
(2.9.3a) Generator
PIAL Control
IAS PX
139V 140V 141V
(638m3/h x 12 bar) 158V 122V 124V
112V PIAL
IAS
No.1 121V 123V 128V 129V 130V 134V 135V 146V
Silencer
Air Dryer
160V
Drain Chamber
Silencer

Air Dryer Valve
(250nm3/h)
145V
To Oil Bilge Tank

201V 202V 203V 204V 205V
206V
311V
224V 221V 304V
310V 290V 305V
233V 243V 253V 231V
291V
213V 245V 255V
Spare
297V
Spare Key
Spare Air
289V
Spare
214V
Location Required
e) Ensure that air is being supplied to the instrument air receiver XXX Manifold Position Description Valve
and that the pressure is increasing. Check that the compressor Position Description Valve
unloads when the receiver is up to full pressure. Open No.4 gas vaporiser unit fuel gas control valve A250V
Open Manifold inlet valve A203V
(starboard)
Open Boiler fuel oil pressure control valve A286V
f) Switch the No.2 compressor to standby (Check on method) Open No.4 generator engine exhaust gas fan vent A220V
and set up the air supply system valves in accordance with Open Instrument test panel valve A259V butterfly valve
the following table. Unless specified all other valves must be Open Marine diesel oil separator heater temperature A227V Open No.4 gas vaporiser unit nitrogen purge valve A252V
closed. control valve (starboard)
Open Lubrication oil separator heater temperature A228V Open No.4 gas vaporiser unit fuel gas line vent A253V
Port Generator Room Manifold control valve valve (starboard)
Position Description Valve Open Air purge type level gauge valve A229V Close Manifold drain valve A255V
Open Manifold inlet valve A201V Open Excess steam dumping valve A230V
Open No.3 generator engine gas vent valve A215V Close Manifold drain valve A235V
Open No.4 generator engine gas vent valve A216V XXX Manifold
Open No.1 generator engine oil mist detector valve A209V Main Generator Gas Vent Hood Room (Port) Manifold Position Description Valve
Open No.2 generator engine oil mist detector valve A210V Position Description Valve Open Manifold inlet valve A206V
Open No.1 and No.2 generator engines low A223V Open Manifold inlet valve A204V Open No.1 economiser remote open/close damper A284V
temperature fresh water cooling control valve Open No.1 gas vaporiser unit fuel gas control valve A236V and soot blower control valve
Open No.3 and No.4 generator engines low A224V (port) Open Port generator room isolating damper valve A300V
temperature fresh water cooling control valve Open No.1 generator engine exhaust gas fan vent A211V Open Port generator room isolating damper valve A301V
Open No.1 and No.2 generator engines nitrogen A310V butterfly valve Open Port generator room isolating damper valve A302V
purge valve Open No.1 gas vaporiser unit nitrogen purge valve A238V Open Starboard generator room isolating damper A303V
Open Auxiliary central fresh water cooler temperature A225V (port) valve
control valve Open No.1 gas vaporiser unit fuel gas line vent A239V Open Starboard generator room isolating damper A304V
Open No.1 and No.2 bilge, fire and GS pumps bilge A315V valve (port) valve
suction valve Open No.2 gas vaporiser unit fuel gas control valve A240V Open Starboard generator room isolating damper A305V
Open No.1 and No.2 generator engines high A312V (port) valve
temperature fresh water cooling control valve Open No.2 generator engine exhaust gas fan vent A212V Open Boiler feed water control valve A231V
Open No.3 and No.4 generator engines high A313V butterfly valve
Open Steam separator feed water control valve A232V
temperature fresh water cooling control valve Open No.2 gas vaporiser unit nitrogen purge valve A242V
Open 10 bar/6 bar steam reducing valve A314V
Close Manifold drain valve A214V Open No.2 gas vaporiser unit fuel gas line vent A243V
valve (port) Open No.2 economiser remote open/close damper A285V
and sootblower control valve
Starboard Generator Room Manifold Close Manifold drain valve A245V
Close Manifold drain valve A287V
Open Manifold inlet valve A202V Main Generator Gas Vent Hood Room (Starboard) Manifold
Open No.1 generator engine gas vent valve A207V Position Description Valve
Open No.2 generator engine gas vent valve A208V Open Manifold inlet valve A205V
Open No.3 generator engine oil mist detector valve A217V Open No.3 gas vaporiser unit fuel gas control valve A246V
Open No.4 generator engine oil mist detector valve A218V (starboard)
Open No.3 and No.4 generator engines low A311V Open No.3 generator engine exhaust gas fan vent A219V
temperature fresh water cooling control valve butterfly valve
Close Manifold drain valve A222V Open No.3 gas vaporiser unit nitrogen purge valve A248V
(starboard)
Open No.3 gas vaporiser unit fuel gas line vent A249V
valve (starboard)

Air Dryer PIAL
To Safety To/From
(2.9.3a) Generator
PIAL Control
IAS PX
139V 140V 141V
(638m3/h x 12 bar) 158V 122V 124V
112V PIAL
IAS
No.1 121V 123V 128V 129V 130V 134V 135V 146V
Silencer
Air Dryer
160V
Drain Chamber
Silencer

Air Dryer Valve
(250nm3/h)
145V
To Oil Bilge Tank

201V 202V 203V 204V 205V
206V
311V
224V 221V 304V
310V 290V 305V
233V 243V 253V 231V
291V
213V 245V 255V
Spare
297V
Spare Key
Spare Air
289V
Spare
214V
Location Required
Procedure for Operating the Cargo Control Air Dryers b) Close the inlet and outlet valves to the dryer being shut down
but leave the unit switched on for a short period to allow it to
If the dryers have been shut down for a period of more than three months, they depressurise.
must be recommissioned in accordance with the manufacturer’s ‘initial start
up’ procedure. Once commissioned and under normal in-service operating c) Switch the dryer off by putting the S1 switch to the ‘O’
conditions, the following procedure should be followed: position.
a) Close the inlet and outlet valves to each of the dryer units,
A142V and A143V for dryer No.1 and A144V and A145V for
Procedure for Operating the Cargo Control Air System
dryer No.2.
a) Ensure that all instrumentation valves are open and that the
instrumentation is functioning correctly.
b) Ensure that power is available to the air dryer control units and
that the instrument air receiver is up to full working pressure.
b) Set up the cargo control air supply system valves in accordance
with the cargo engineer’s requirements.
c) With compressed air being supplied to the dryers from the air
reservoir, very slowly open the inlet valves A142V or A144V.
Authors Note: Items to be checked onboard
d) Switch the duty air dryer on by turning the supply switch S1 to
the ‘I’ position.
e) Gradually open the air outlet valves A143V or A145V until it is

fully open.
One dryer is now working and operating in automatic mode and the other is
ready for use when required. Operational status regarding the solenoid valves
are indicated on the instrument panel by LEDs.
Dip switches at the dryer instrument panel enable a number of functions to

be set. Amongst the features which can be set are the working pressure, the
operating cycle time and the test mode. It is also possible to select an economy
cycle for purge air if the instrument air flow is lower than the maximum
capacity of the dryer.
CAUTION
The dryer settings must not be changed without good reason and the
manufacturer’s instructions must be consulted before making any
change. Defective operation of the dryers can cause moisture to enter
the instrument system and that can damage components and result in
defective instrument of the equipment.
Stopping the Air Dryer Units

If it is necessary to shut down the air dryer for any reason, proceed as
follows:
a) If instrument air is required by the operating systems, ensure

the standby dryer is in operation before shutting down the in-
service unit.
Illustration 2.9.3a General Service and Control Air System

To Accommodation To Emergency
Pneumatic Fire Diesel Generator To Passageway To Passageway To Tripod Davit For Deck Machinery To Hydraulic Power
Damper Room To CO2 Room To Accommodation (Port) (Starboard) (Starboard) (Port) Unit Room (Starboard)
Upper Deck Upper Deck
171V 172V 173V
To Steering Gear Room
To Near Gas Combustion Unit To Fuel Valve Testing Device

161V 174V
To Casing Top To Workshop

162V 175V
To B-Deck (Engine Casing) To 2nd Deck (Starboard)

163V 176V
To Incinerator Burner Atomising To Boiler Burner Atomising
To Incinerator Room To 3rd Deck

164V 177V
To 2nd Deck (Port) To Fresh Water Hydrophore Tank

165V 178V
To 3rd Deck (Port) To Purifier Room

166V 179V
To Generator Room (Port) To 4th Deck (Starboard)

167V 180V
To 4th Deck (Port) To Generator Room (Starboard)

168V 181V
To Generator Engine Air Cooler To Generator Engine Air
Cooler and Turbocharger
and Turbocharger Cleaning Unit Cleaning Unit (Starboard)
To Floor (Port) To Floor (Starboard)
170V 183V
To Marine Growth Prevention
To Sea Water Hydrophore Tank
187V System Line Cleaning
Set at
14 bar To N2 Key
To Safety 155V Generator
Manifold Air
To Safety Manifold To Air Horn
Electrical Signal
PIAL Working Set at
IAS PX Air Instrumentation
Working Air Compressors 7.7 bar
Reservoir
(638m3/h F.A.D x 12 bar) PI (7.5m3 x 12bar/7bar PI Oi All Valves Have a Prefix ‘A’
157V 104V Unless Stated
12 bar) Pressure Reducer 169V Filters
112V To Sea Chest for
Emergency Fire
No.1 103V 152V 108V 109V 110V 114V 115V 184V
Pump
A Fire Air Horn
A Telephone Air Horn To No.1 Exhaust
124V 111V Gas Economiser
106V 107V A CO2 Alarm Horn 116V 117V 185V Sootblower
To Gas Sealing Air
A Fire Air Horn Combustion Unit
No.2 159V
A Telephone Air Horn To Local Fire To No.2 Exhaust
153V Fighting (4.2a) Gas Economiser
To Control Air A CO2 Alarm Horn
System (2.9.2a) 194V To Air Reservoir for 186V Sootblower
Quick-Closing Valves Sealing Air
(4.6a)
To Compressor To Compressor To Control Air To Compressor Air
Drain Chamber Air Chamber System (2.9.2a) Drain Chamber
2.9.3 General service Air System The GS air supply does not pass through the control air dryers as the air is for automatically go on load. Once operational, the compressor will
general use only and does not require drying. It does however pass through a load/unload and start/stop automatically on pressure switches
General Service Air Compressors filtration and drain trap unit, which removes any impurities and water from the according to the system pressure and on the program settings in
air before allowing it to be discharged into the system. In the event that the in the control panel.
Maker: Atlas Copco use in-line filter becomes blocked or requires changing, a second set has been
No. of sets: 2 provided. f) Ensure that air is being supplied to the GS air receiver and that
Model: GA75W - 150 - 60 the pressure is increasing. Check that the compressor unloads
The GS air system has the facility to be cross-connected to the control air when the receiver is up to full pressure.
Type: Helicoidal, screw - fresh water cooled
compressors and air reservoir should the control air compressors and air
Capacity: 638m3/h at 12 bar reservoir be shut down for repairs or survey work. Similarly the control air g) Switch the second compressor to standby (Check on method)
Motor: 90kW at 3,578 rpm compressors and air reservoir can be used to supply the GS air system if its air and set up the GS air supply system valves in accordance with
reservoir has been shut down for repair or survey. Both systems operate at 12.0 the following table.
General Service Air Reservoir
bar pressure and so no reducing station between the two systems is needed.
Maker: DongHwa Entec Position Description Valve
No. of sets: 1 Automatic starting and stopping of the duty GS air compressor is achieved Open GS air reservoir outlet valve to general A152V
Operating pressure: 12 bar by means of a pressure switch fitted to the discharge line. The compressor service lines
will start when the line pressure falls to 10.0 bar and cut out again when the
Relief valve setting: 14 bar Closed GS air outlet crossover valve to control air A124V
pressure has reached 12.0 bar. The compressor can only be manually started
Capacity: 7.5m3 system
and stopped locally, there being no remote operation from the IAS.
Open Air reservoir pressure gauge/alarm valve A157V
Inlet Filters
The air compressors are supplied with cooling water from the auxiliary central Open Air reservoir drain trap valves A106V
Maker: Kyung Nam Dryer Co. Ltd fresh water cooling system as shown in illustration 2.5.2a of this manual. The A153V
No. of sets: 2 water inlet temperature is regulated to 36°C and is used to cool the compressed A159V
Model: KNF-32/40A (0.01 µm) air and the compressors’ lubricating oil in two separate heat exchangers As required GS air supply valve to nitrogen generator A104V
contained within the cabinet. Open 12/7 bar air pressure reducer inlet valve A108V
Open 12/7 bar air pressure reducer outlet valve A110V
Outlet Filters
Procedure for Preparing the General Service Air System for Open Supply valve to air horn A169V
Maker: Kyung Nam Dryer Co. Ltd Operation Open In use oil filter inlet valve A114V
No. of sets: 2 Open In use oil filter outlet valve A115V
Model: KNF-31/40A (1 µm) a) Ensure that all of the instrumentation valves are open and that
Open Accommodation air supply valve A171V
the instrumentation is functioning correctly.
Operating flow rate: 1Nm3/min Open Port passageway air supply valve A172V
b) Check that water is being supplied from the auxiliary central Open Starboard passageway air supply valve A173V
Introduction fresh water cooling system to the air compressor. Open No.1 exhaust gas economiser sootblowers A185V
sealing air supply valve
The general service (GS) air system is normally supplied from the 7.5m3 c) Check the oil level in the compressors oil/air separator. Open No.2 exhaust gas economiser sootblowers A186V
general service air reservoir which is replenished by the same make and sealing air supply valve
model of air compressor as detailed in section 2.9.2 (Control Air System). For d) Open the inlet valve, A103V, to the GS air receiver and
As required Emergency fire pump sea chest cleaning air A184V
a description of the compressor operation and its Elektronikon II controller, the manual outlet valves from the instrument and GS air
supply valve
please refer to that section. compressors.
As required Sea water hydrophore unit air supply valve A187V
Under normal operating conditions the two working air compressors are It has been assumed in the following procedure that both of the general service As required GS air supply valve at floor level (port) A170V
switched to ‘duty’ and ‘standby’ with one machine running to meet the normal air compressors are available for service and that No.1 has been selected as the As required GS air supply valve at floor level (starboard) A183V
system demand. If the duty compressor cannot maintain the system pressure duty compressor and No.2 as the standby. As required GS air supply valve in starboard generator A181V
during periods of large consumption, the second compressor will automatically room
start and stop on a ‘lead’ and ‘lag’ principle to assist the duty compressor. e) Ensure that power is available to compressor No.1 and at the
As required GS air supply valve in port generator room A167V
Elektronikon control panel, check that no shutdown or alarm
conditions exist. Press the start button ‘I’. The compressor As required GS air supply valve at 4th deck level (port) A168V
will start in the unloaded condition and when up to speed will
Illustration 2.9.3a General Service and Control Air System

To Accommodation To Emergency
Pneumatic Fire Diesel Generator To Passageway To Passageway To Tripod Davit For Deck Machinery To Hydraulic Power
Damper Room To CO2 Room To Accommodation (Port) (Starboard) (Starboard) (Port) Unit Room (Starboard)
Upper Deck Upper Deck
171V 172V 173V
To Steering Gear Room
To Near Gas Combustion Unit To Fuel Valve Testing Device

161V 174V
To Casing Top To Workshop

162V 175V
To B-Deck (Engine Casing) To 2nd Deck (Starboard)

163V 176V
To Incinerator Burner Atomising To Boiler Burner Atomising
To Incinerator Room To 3rd Deck

164V 177V
To 2nd Deck (Port) To Fresh Water Hydrophore Tank

165V 178V
To 3rd Deck (Port) To Purifier Room

166V 179V
To Generator Room (Port) To 4th Deck (Starboard)

167V 180V
To 4th Deck (Port) To Generator Room (Starboard)

168V 181V
To Generator Engine Air Cooler To Generator Engine Air
Cooler and Turbocharger
and Turbocharger Cleaning Unit Cleaning Unit (Starboard)
To Floor (Port) To Floor (Starboard)
170V 183V
To Marine Growth Prevention
To Sea Water Hydrophore Tank
187V System Line Cleaning
Set at
14 bar To N2 Key
To Safety 155V Generator
Manifold Air
To Safety Manifold To Air Horn
Electrical Signal
PIAL Working Set at
IAS PX Air Instrumentation
Working Air Compressors 7.7 bar
Reservoir
(638m3/h F.A.D x 12 bar) PI (7.5m3 x 12bar/7bar PI Oi All Valves Have a Prefix ‘A’
157V 104V Unless Stated
12 bar) Pressure Reducer 169V Filters
112V To Sea Chest for
Emergency Fire
No.1 103V 152V 108V 109V 110V 114V 115V 184V
Pump
A Fire Air Horn
A Telephone Air Horn To No.1 Exhaust
124V 111V Gas Economiser
106V 107V A CO2 Alarm Horn 116V 117V 185V Sootblower
To Gas Sealing Air
A Fire Air Horn Combustion Unit
No.2 159V
A Telephone Air Horn To Local Fire To No.2 Exhaust
153V Fighting (4.2a) Gas Economiser
To Control Air A CO2 Alarm Horn
System (2.9.2a) 194V To Air Reservoir for 186V Sootblower
Quick-Closing Valves Sealing Air
(4.6a)
To Compressor To Compressor To Control Air To Compressor Air
Drain Chamber Air Chamber System (2.9.2a) Drain Chamber

As required GS air supply valve at 4th deck level A180V
(starboard)
As required GS air supply valve in purifier room A179V
As required Fresh water hydrophore unit air supply valve A178V
As required GS air supply valve at 3rd deck level (port) A166V
As required GS air supply valve at 3rd deck level A177V
(starboard)
As required GS air supply valve at 2nd deck level (port) A165V
As required GS air supply valve at 2nd deck level A176V
(starboard)
As required GS air supply valve in incinerator room A164V
As required GS air supply valve in workshop A175V
As required GS air supply to fuel oil valve test device A174V
As required GS air supply valve at B deck level in engine A163V
room casing
As required GS air supply valve at engine room casing A162V
top
As required GS air supply valve near gas combustion unit A161V
The general service air system also supplies operating air to the following
services:
• Quick-closing valves system, section 4.6
• Pressure testing for the local fire fighting system pipelines,
section 4.2
• Cargo system nitrogen generators, cargo section 4.7
• Gas combustion unit, section 2.7.8
• Marine growth prevention system filter cleaning, section 2.4.3
• Port and starboard generator engines air cooler and turbocharger
cleaning units, section 2.1.5
• Auxiliary boiler fuel oil atomising air, when initially firing from
cold, section 2.7.10
• Incinerator pilot burner marine diesel oil atomising air, section
2.7.7
• Accommodation pneumatic fire dampers
• Emergency diesel generator room GS hose connection
• CO2 room GS hose connection
• GS hose connections for the accommodation, main deck, cargo
motor and compressor rooms, bosun’s store and the bow thruster
room
• Cofferdam bilge pumps
2.10 Steering Gear
Illustrations
2.10a Steering Gear Fluid Flow
2.10b Steering Gear Instruction Plate

Illustration 2.10a Steering Gear Fluid Flow
No.1 Safety Valve

No.4 Transfer
No.2 Valve Block Valve Hydraulic
T TM
(No.2 Power No.4 Servo By-pass
Actuating Controller Valve
System)
D
F
No.4 Pump Auxiliary
Unit Pump
C
M
Janney Pump
No.3 Servo S TM Hydraulic

Controller By-pass
Valve
Cylinder No.3 Cylinder No.1 No.2 Automatic
Isolation Valve
No.3 Pump Auxiliary

Unit Pump
M
Check Valve Configurations No.3 Transfer

Valve
Janney Pump
Steering Gear
To be Confirmed LS No.2 Sump
Tank
LS
1 2
No.2 Transfer
Valve R TM Hydraulic
No.2 Servo
By-pass
Controller
Valve
No.1 Automatic
Isolation Valve
No.1 Valve Block

(No.1 Power No.2 Pump Auxiliary
Actuating Unit Pump
System)
M
Cylinder No.4 Cylinder No.2 Janney Pump
No.1 Servo Q TM Hydraulic

Controller By-pass
Key
B Valve
Hydraulic Oil
E
1 Level Switch for Low level Alarm
No.1 Safety Valve No.1 Pump Auxiliary
Level Switch for Activating Low and Low Low A
2 Unit Pump
Level Signal to Automatic Isolation System
M
TM Torque Motor No.1 Transfer Janney Pump
Valve
Q R Pins Connecting Torque Motors to No.1 Sump
LS LS
S T Sevo Controllers Tank
1 2
Issue: Final Draft - March 2008 IMO No. 9333606 Section 2.10 - Page 1 of 5
2.10 Steering Gear The variable flow pumps are operated by a control lever connected to a torque Emergency Steering
motor which activates the tilting lever of the pump cylinder, causing oil to be
discharged to the hydraulic cylinders. When the tiller reaches the set angle, This involves the local control of one of the pumps by means of either operating
Steering Gear
the tilting lever is restored to the neutral position, which causes the pump the servo controller handle manually or control of the torque motor from the
Manufacturer: Yoowon-Mitsubishi Industries Ltd discharge to go to zero. direction pushbuttons on the starter panel. Instructions must be transmitted
Model: YDFT-400-4-(45°) to the steering gear room from the bridge by telephone. As the pumps are
Torque: 3,432kNm at 35° Under normal operations while at sea, only two of the four rapson slide controlled individually by hand, it is not possible to ensure that control of two
cylinders will be in use with one power actuating system running. When pumps will take place at exactly the same time, therefore only one pump unit
Main pump model: 3V-FH2B-MK x 4 manoeuvring or steaming in confined waters, it is compulsory that two power in the pair must be operating when in emergency control from the steering gear
Motor: 55kW actuating systems are running. (check) room. The second pair must be shut down as usual.
Torque motor type: PV008
The rudder carrier and upper/lower stern bearings are supplied with grease To operate the emergency steering system the MANUAL/AUTO switch must be
from an automatic electrically driven double pump unit. Only one pump is in the MANUAL position. The starting and stopping of the pumps will then take
Introduction required to operate at a time. This unit should be started when the steering place in the steering gear compartment.
gear is started and the level of grease in the 10 litre pump tanks checked daily.
The steering gear consists of four hydraulic rams powered by two pairs of A low level alarm is provided for each grease tank. A hand pump is provided
Operation from the Steering Compartment via the Torque Motor
electrically driven variable displacement pumps. No.2, No.3 and No.4 are for refilling the pump grease tanks when required as indicated by the level
supplied by the main switchboard with No.1 being supplied by the emergency indicators on top of the pump tanks. (check) a) Contact the bridge by telephone and follow the instructions
switchboard. Each main pump is accompanied by a gear type servo pump. regarding rudder movement.
Steering Gear Operation b) On the control panel transfer the control from the AUTO
The pumps are arranged into two hydraulic systems, each producing 100% of
the required torque, with a single pair of pumps supplying the four cylinders. position to the MANU position .
The steering gear pumps can be started and stopped from the bridge or locally
from the steering gear room. Although normal starting is via the bridge, a c) Start a pump if not already running (only one pump to be in
The steering gear is always operated with a pump pair in operation. Each
watch keeping engineer should be present in the steering compartment at least operation).
individual pump unit is capable of putting the rudder through the working
once per week when starting the pumps to assess any problems which might
angle of 65° in a specified time of 56 seconds, but with the second pump
occur during remote starting. Prior to leaving port, the steering gear operation d) Press the port or starboard pushbuttons as directed by the
operating the time is reduced to the IMO specified time of 28 seconds.
should be checked and observed by an engineer in the steering compartment. bridge, the buttons are colour coded red and green. This system
As there is 100% redundancy, should a failure occur in one system, the control is termed as non followup.
The solenoid valves, located at the pump units and which direct oil to and from
system will change over the duty system to the standby system automatically.
the actuators, are controlled from the bridge by means of the steering control
The damaged system can then be isolated until repairs are complete. The Operation from the Steering Compartment via the Servo Controller
or the autopilot unit. Should there be a failure of the bridge steering system
healthy system can be operated normally even thought the remaining system Lever
the steering gear can be controlled locally in the steering compartment. The
is not operational.
steering gear pump must be set to local operation by means of the REMOTE/ a) Contact the bridge by telephone and follow the instructions
STOP/LOCAL (Check terminology) switch in the steering compartment. regarding rudder movement.
The steering gear is remotely controlled by the autopilot control or by hand
steering from the wheelhouse. Emergency control is carried out by the
Wheelhouse Control Panel b) Disconnect the control box from the electrical supply.
operation of the pump control at the pump unit or from the local control stand
(check). When operating with emergency steering under local control, only one Authors Note: Details of the wheelhouse panel to be included when information c) Start a pump if not already running (only one pump to be in
pump must be in operation. becomes available. operation).
All orders from the bridge to the steering compartment are transmitted
Engine Control Room Panel d) Pull out the corresponding pin (Q, R, S, or T) and operate the
electrically and feedback transmitters supply the actual position signal for
manual control lever in accordance with the steering command.
the system. The rudder angle is restricted by limit switches to 35° port or Authors Note: Details of the ECR panel to be included when information Move the lever to the neutral position once the rudder has
starboard at speeds above 12 knots but at speeds below 12 knots, this angle becomes available. reached the ordered angle.
can be increased to 45°. Mechanical stops have been positioned at 47° port and
starboard to stop the rudder moving any further.
Steering Gear Compartment Starters Authors Note: No information to support the above has been supplied so has
been based on previous experience of similar systems.
Authors Note: Details of the steering gear compartment starter panels to be
included when information becomes available.
Illustration 2.10b Steering Gear Instruction Plate
AUTO.
BY-PASS ISOLATION
CASE WORKING WORKING STOP VALVE VALVE VALVE NOTICES
PUMP CYLINDER A B C D E F No.1 No.2
1-1 1&2
1-2 1&3 VALVE TO BE OPEN
1-3 1&4
1 1-4 NORMAL 2&3 1, 2, 3, 4 X X
1-5 2&4
1-6 3&4 X VALVE TO BE CLOSED
2 1,2,3,4
3-1 AUTO. ISOLATING 1 1&2 X X X
3
3-2 SYSTEM USE 3 3&4 X X X
OPERATION INSTRUCTIONS
1. THE CASES 1, 2 ABOVE ARE FOR NORMAL USE AND CASE 3 IS FOR EMERGENCY USE.
2. IN CASE 3 ABOVE - THE SPEED OF VESSEL SHOULD BE HALF OF FULL SPEED.
3. WHEN OPERATING THE JANNEY PUMP MANUALLY IN THE STEERING GEAR ROOM:
(1) SWITCH OFF THE CONTROL BOX POWER CONNECTION.
(2) FIT THE MANUAL CONTROL LEVER TO THE SERVO CONTROLLER SERVING THE PUMP TO BE OPERATED.
(3) OPERATE THE MANUAL CONTROL LEVER IN ACCORDANCE WITH STEERING COMMAND.
(4) PULL THE MANUAL CONTROL LEVER BACK TO THE NEUTRAL POSITION ONCE THE RUDDER HAS
REACHED THE ORDERED ANGLE.
4. SHOULD THE AUTO PILOT TORQUE MOTOR FAIL, PULL OUT THE CORRESSPONDING PIN (Q), (R), (S) OR (T)
AND SWITCH TO THE MANUAL OPERATION DESCIBED IN (4) ABOVE.
5.THE AUTOMATIC ISOLATION VALVES ARE AUTOMATICALLY OPERATED, BUT CAN ALSO BE MANUALLY
OPERATED BY PRESSING THE PUSHBUTTONS ON THE SOLENOID VALVES.
Procedure for Testing Steering Gear Prior to Leaving Port The signal from the low level switch causes the No.1 isolation Consequently, the failed No.1 system is isolated and then
valve to automatically shut and No.2 pump to stop running. At No.2 system with a combination of No.3 pump and No.3 and
a) Check the level and condition of the oil in the tanks and refill the same time, it causes the No.2 power actuating system pump No.4 cylinders goes into operation to maintain 50% steering
with the correct grade as required. Turn on the rudder greasing (No.3 pump) to start running, and also the No.2 isolation valve capability.
system and check the level of grease in the pump tanks. to shut. At the same time the oil low level switch for visible and
audible alarms is actuated, and an alarm sounds in the bridge c) If it is in No.2 system that the oil-hydraulic piping failure has
b) Check that the pin in the servo control lever is correctly fitted. and engine control room to announce the emergency. taken place, the oil level in No.2 oil tank goes down further to
the point where the tank Low-Low level switch is actuated. The
c) Ensure that the rudder is in the mid position. b) With the steering operation continued in this state, if it is in No.1 Low-Low level switch signal causes No.2 isolation valve to
power actuating system (No.1 system) that the oil-hydraulic open automatically and No.2 system pump (No.3 pump) to stop
d) Start one electro-hydraulic motor from the bridge and wait 10 piping failure has taken place, the oil level in No.1 tank goes running. Consequently, the failed No.2 system is isolated and
minutes for the oil in the system to warm through. down to the point where the tank Low-Low level switch then No.1 system with a combination of No.1 pump and No.1
is actuated. The Low-Low level switch signal causes No.1 and No.2 cylinders goes into operation to maintain 50% steering
e) Confirm communication with the bridge through the sound isolation valve to open automatically and No.1 system pump capability.
powered telephone giving a gyrocompass heading. (No.1 pump) to stop running. Consequently, the failed No.1
system is isolated and then the No.2 power actuating system
3. With No.1 and No.2 Power Actuating System Pumps (No.1, No.2, No.3
f) Watch the rudder angle indicator and confirm full travel of (No.2 system), with a combination of No.3 pump and No.3 and
and No.4 Pumps) in Parallel Operation
rudder. Check for any abnormal noises. Check for any leakages No.4 cylinders goes into operation to maintain 50% steering
and rectify if necessary. Check the operating pressures. capability.
With the leakage of working oil due to oil-hydraulic piping failure, either No.1
g) Start the second electro-hydraulic pump and stop the first soon c) If it is No.2 system that the oil-hydraulic piping failure has or No.2 oil tank level goes down consequently causing the low level switch of
after. taken place, once the oil-hydraulic circuit has been separated by either of the tanks to be actuated first.
a signal from the No.1 oil tank low level switch, the oil level in
h) Repeat the checks in d) above with the second pump. the No.2 oil tank goes down and consequently the No.2 oil tank a) With No.1 oil tank low level switch, when actuated No.1 oil
low level switch is actuated. tank low level switch, when actuated, automatically causes:
i) Restart the first electro-hydraulic pump again and carry out • No.2 pump to stop running
the same tests with both pumps operating. When the test is 2. With No.2 Power Actuating System Pump (No.3 and No. 4 Pumps) in
complete and if all is in order, stop the first set of pumps and • No.4 pump to stop running
Use
repeat this procedure with the second set. Leave the final set of • No.1 and No.2 isolation valves to shut
pumps running.
a) When leakage of working oil occurs due to oil-hydraulics The auto-isolation system operation thereafter is the same as described
piping failure, No.2 oil tank level goes down and consequently previously.
Automatic Isolating System the tank low level switch is actuated. The signal from the low
level switch causes the No.2 isolation valve to automatically b) With No.2 oil tank low level switch actuated. When No.2 oil
Should the oil-hydraulic piping failure etc. take place resulting in leakage of shut and No.4 pump to stop running. At the same time it causes tank low level switch is actuated, events take place in the same
working oil, the oil level in either one of the oil tanks will go down, causing the No.1 system pump (No.1 pump) to start and also the No.1 way as in a) above, causing:
the tank level switch to become actuated. The tank level switch, when actuated, isolation valve to shut. At the same time the oil level low switch
issues an electrical signal which causes the pump motor to start or stop and the for visible and audible alarms is actuated, causing an alarm to • No.2 and No.4 pumps to stop running
auto-isolation valve to be operated for alternative system isolation, so that the sound in the bridge and engine control room to announce the • No.1 and No.2 isolation valves to shut
sound power actuating system will be put into service to ensure the retention of emergency. Consequently the oil-hydraulic circuit is separated
continuous steering capability. The auto-isolation system operates as follows to into No.1 system and No.2 system thereby bringing No.1 pump The auto-isolation system operation thereafter is the same as described
enable each individual pump motor to serve its designated purpose; and No.3 pump into parallel operation. previously.
1. With No. 1 Power Actuating System Pump (No.1 and No.2 Pumps) in b) With the steering operation continued in this state, if it is in No.1
4. In the Case of When One Pump is in Service or Two Pump Combinations
Use system that the oil-hydraulic piping failure has taken place, the
are in Parallel Running
oil level in No.1 oil tank goes down to the point where the tank
low level switch is actuated. The No.1 oil tank low level switch a) If the low level switch on the oil tank actuates:
a) When leakage of working oil occurs due to oil-hydraulic piping causes No.1 isolation valve to open automatically and No.1
failure, No.1 oil tank level goes down and consequently the tank • No.1 and No.2 isolation valves with close
system pump (No.1 pump) to stop running.
low level switch is actuated. • No.1 and No.3 pumps will be in parallel running
b) Afterwards, the hydraulic system on the failed pipe side will Monthly Checks
be isolated and 50% steering capability will be maintained by
the rest of the sound side hydraulic system, which is working • Check the tightness of all coupling bolts and pipe connections.
normally. • Check the settings of the limit switches.
• Carry out a function test on the entire alarm system (see
Note: 1. When the oil-hydraulic piping failure causes the ‘Low’ level switch operating manual).
to be actuated, the isolation valve goes into operation to separate the oil-
• Check that the rudder indicator is functioning correctly.
hydraulic circuit into No.1 system and No.2 system, thereby reducing the
steering capability to 50%. Therefore, upon sounding of the ‘Low’ level
alarm, either promptly reduce the ship speed to a halt or, if the ship continues Hydraulic Oil
going full ahead, limit the steering angle to within 15°. Samples of the hydraulic oil used should be sent for analysis on a regular basis.
The results can give early indication of material failure allowing remedial
2. The oil tank ‘Low’ level switch for visible and audible alarms is provided action to be taken before major problems occur.
in accordance with ship classification society rules and regulations and
the one for auto-isolation of the system are separately installed and are
independent from each other. Both, nevertheless, are actuated upon reaching Alarms
the same oil level. No.1, No.2, No.3 or No.4 steering motors:
3. The auto-isolation system functional test is not carried out as part of shop • No volts
running test. Therefore, carry out the functional test upon completion of the • Overload
system shipboard outfitting.
• Phase failure
• Hydraulic oil pressure low
Procedure for Filling a Steering Gear Hydraulic Oil Pump • Control power failure
Tank
• Manual isolator valve
Authors Note: To be confirmed on verification visit
No.1 or No.2 hydraulic oil tanks
• Low level alarm
System Checks
• Low low level
Daily Checks
Author’s Note: No alarm list provided check onboard.
• Check the oil level in the pump tanks and refill as necessary.
The level should not exceed ¾ of the glass at the normal
working temperature.
• Check the system pipework and valves for leakage.
• Check the lubrication system and replenish the grease injection
pump tank as required.
• Note the temperature of the oil in the hydraulic system.
• Visually check the components such as the indicators and
linkage arms.
• Check the gauges for any abnormal readings.
• Check for abnormal noise when the rudder is moving.
2.11 Bilge System
2.11.1 Engine Room Bilge System
2.11.2 Bosun’s Store, Bow Thruster Room and Chain Locker Bilge Systems
Illustrations
2.11.1a Engine Room Bilge System
2.11.2a Forward Bilge System

Illustration 2.11.1a Engine Room Bilge System Oil Content

Shore Connection LAH
(P) (S) IAS
Detector
Oily Water Separator CV8 B56V B38V
LS
Heli-Sep (5m3/h) B55V To Accommodation Fire Main System
BV7 SV1
Separator DSP PI5
Vessel Forward
CV7 To Oil Coaming Combined to Near Oil
PSL CV6 B59V Bilge Well
BV14 B60V SV3 BV10 Drain Line Coaming Drain Line
BV2 MV1 (Port)
GV3 CV4 To Incinerator Waste
GV4
SV2 Oil Settling Tank
To Sea Water
PI1 From Lubricating Oil
Spirolator Spray Pump
CV1 BV11 Array Transfer Pump B12V
B37V B35V MS
BV8 BV4
PR1 Feed Pump BV6 DPS PI4
PR2 GV2 B9V
CV9 BV13
B30V B32V
CV2 Process Process No.1
PI2 BV12 CV5
Filter Pump B7V PI CI B20V
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
BV3 BV5 BV9 Engine Room Waste Oil Bilge, Fire and
Bilge Pump Transfer Pump General Service Pumps
(10m3/h (5m3/h x (245/150m3/h x 3.0/11.5kg/cm2)
x 4.5kg/cm2) CI CI 4.5kg/cm2) B5V
From Fresh Water B40V MS
Hydrophore Unit RV1 B8V
B39V
B36V From
Steering Gear B63V B28V B29V B33V B34V
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
B41V From SW From Sludge
GCU Room
Main Tank
From Dirty Grey Water Holding Tank (2.12.3a)

Aft Peak B42V
Tank
Key
B43V B64V
B10V Bilge Fresh Water
LAH LAH Waste Oil/Sludge Air From
IAS IAS
Lubricating Oil
Stern Tube B22V Electrical Signal Sea Water
B24V Transfer Pump
Cooling Fresh LAH B21V
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
Aft Bilge LS From Boiler Burner Cleaner LS IAS
Well Oily Bilge B58V
Tank (41.6m3) From Generator Engine LS
B62V Fuel Oil Leak (S)
LAH Bilge Holding 3R
IAS Tank (72.8m3) From Generator Engine
Fuel Oil Leak (P) 1R Forward
B49V
Bilge Well
B66V B45V B46V B57V B47V B61V B48V 2R 5R (Starboard)
From Sewage Plant Overflow Void Space
From Gen. Turbocharger and Air Cooler (S) From Compressed Air Drain
From Feed Filter Tank From Compressed Air Drain
From Engine From Chemical
From Inert Gas Generator Overboard Room Toilet Dosing Tank From Marine Diesel / Cofferdam for E.M Log and
From Generator Lubricating Oil Coaming Drain Echo Sounder
From No.1/2 Soot Collection Tank From Bilge Tank Drain
Turbocharger and From Incinerator Waste From Marine Diesel /
From Incinerator Waste Oil Tank Air Cooler (P) in Compressor Room
Oil Tank Overflow Lubricating Oil Coaming Drain
2.11 Bilge Systems Any oil separated from the bilge water is diverted to the oily bilge tank. From The waste oil transfer pump can take suction from:
the oily bilge tank the oil is transferred, using the waste oil transfer pump, to
• Oily bilge tank
2.11.1 Engine Room Bilge System the incinerator waste oil settling tank for eventual burning during the operation
of the incinerator. • Lubricating oil sludge tank
Oily Water Separator The engine room bilge pump can take suction from: The waste oil transfer pump can discharge to:
Maker: Coffin World Water Systems • Engine room bilge wells • Shore connections on the port and starboard side of the upper
No. of sets: 1 deck
Model: Ultra-Sep 5000 • Incinerator waste oil settling tank
3 • Echo sounder and EM ?? log cofferdam
Capacity: 5m /h
Alarm type: RTE Smart Cell • Reduction gearing recess
The self-priming bilge, fire and GS pumps can take suction from:
• Void space
• Bilge suction main
Engine Room Bilge Pump • Stern tube cooling fresh water tank
• Sea water suction main
Maker: Shin Shin Machinery Co. Ltd • Dirty grey water holding tank
• No.1 pump has a direct suction from the port forward bilge
No. of sets: 1 • Sea water suction main well.
Model: P103
Type: 2 piston positive displacement The self-priming fire and GS pumps can discharge to:
Apart from the sea water suction, dirty grey water holding tank and the bilge
3
Capacity: 10m /h at 45mth holding tank, all of the bilge pump suctions are connected via the bilge main. • Overboard
• Fire line
The engine room bilge pump discharges to:
Waste Oil Transfer Pump • Sea water spray system
Maker: Shin Shin Machinery Co. Ltd
• Incinerator waste oil settling tank CAUTION
No. of sets: 1
• Shore connections on the port and starboard side of the upper The overboard discharge is not to be used for discharging bilges unless
Model: P102
deck under emergency conditions.
Type: 2 piston positive displacement
Capacity: 5m3/h at 45mth The engine room bilge pump can be set to start automatically in the event of a Oily Water Separator
high level in the aft bilge well. The pump stops when the aft bilge well level
falls to a predetermined level. Apart from this action the pump is controlled The oily water separator is a two stage bilge water separation system which
Bilge, Fire and General Service Pump manually and is not controlled as part of the IAS. The engine room bilge pump operates automatically to discharge water overboard and the separated oil to the
Maker: Shin Shin Machinery Co. Ltd is monitored by the IAS for run, stop and abnormal condition. In order to oily bilge tank. The bilge holding tank is fitted with a level switch which starts
No. of sets: 2 comply with SOLAS, the running periods of the engine room bilge pump are or stops the oily water separator feed pump. The first stage of the oily water
monitored for frequency. The system records accumulated running hours over separator utilises a system generated vacuum, differential specific gravity and
Type: Centrifugal self-priming
a 24 hour period and during UMS periods. There is a long run alarm on the a two stage coalescer for the removal of the majority of the free oil and dirt.
Model: SVS200F engine room bilge pump.
3
Capacity: 245/150m /h at 30/115mth The second stage passes the bilge water through a micron filtration unit to
The bilge well level alarms are monitored by the IAS and displayed on the remove trace solids and small oil droplets, followed by further filtration to
bilge system graphic screen. separate and remove emulsified oils, remaining minute solids and entrained air
Introduction from the bilge water.
The engine room bilge pump can be selected for local or remote control at a
The bilge pump transfers the bilge water which has accumulated in the bilge switch in the local group starter panel cabinet located near the pump. When
wells to the bilge holding tank. From the bilge holding tank the bilge water CAUTION
in local mode the pump is started and stopped by means of pushbuttons in the
is processed through the oily water separator, before either being discharged local group starter panel cabinet. The run and stop status is displayed on the The oily water separator is designed to separate oil from water, not
overboard or diverted back to the bilge holding tank. IAS graphic. When set to remote, the pump is controlled automatically by the water from oil. Therefore if the bilge supply to the separator contains
level switches in the aft bilge well. This control is not part of the IAS. excessive amounts of oil it will render the equipment useless and result
in unnecessary maintenance.

(P) (S) IAS
Detector
LS
BV7 SV1
Separator DSP PI5
Vessel Forward
BV2 MV1 (Port)
GV4
To Sea Water
B37V B35V MS
BV8 BV4
PR2 GV2 B9V
CV9 BV13
B30V B32V
PI2 BV12 CV5
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
(10m3/h (5m3/h x (245/150m3/h x 3.0/11.5kg/cm2)
B39V
B36V From
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
GCU Room
Main Tank

Aft Peak B42V
Tank
Key
B43V B64V
IAS IAS
Lubricating Oil
B24V Transfer Pump
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
B49V
Bilge Well
The engine room bilge pump and oily water separator suction strainers should b) Check that the local and/or remote emergency stop switches are c) Once the suction side of the process pump is pressurised the
be kept clean in order to avoid large solid particles entering the separator as not activated. If they are, deactivate them by scrolling down the pump can be started by pressing the PROCESS PUMP START
these will have a detrimental effect on separation. Main Screen to the Alarm Screen, press the ENTER key and key.
then press the RESET ALARM key.
The pump will start after a delay of approximately 5 seconds.
Initial Start-Up Procedure If there are any other alarms activated, correct them before again pressing the
RESET ALARM key. d) Once the bilge holding tank has been processed press the
Prior to initial starting of the oily water separator OWS after a shut down or
SYSTEM OFF key on the Operation Screen.
draining operation, the following valves must be set as in the table below:
c) After the automatic fill has concluded, ensure that the OWS
coalescing unit is full by opening the vent valve BV2 and The OWS will automatically perform a spirolator flush if the OWS has been
Position Description Valve pressing the HELISEP key on the Operation Screen. operating for longer than 45 minutes. If the OWS was operating for less than
Open OWS suction from bilge holding tank B24V 45 minutes, press the SPIROLATOR FLUSH key on the Operation Screen.
Open OWS suction line filter outlet valve B40V d) Once water is seen to flow out of the vent pipe, close valve BV2
Open OWS fresh water inlet valve B39V and press the HELISEP key on the Operation Screen again to The system will flush the Spirolators for a predetermined time as set in the
stop the flushing operation. control system.
Open OWS feed pump outlet valve CV2
Open Process filter vent valve BV4 e) Purge the spirolator housing and the process filter by opening Note: The main switch 2SW1, located in the motor control centre can be left
Open Process water sample valve BV10 the air vent valve BV4 and process water sample valve BV10 in the ON position, except for maintenance or a prolonged shut period, when
Open Re-circulate outlet valve CV6 and press the SPR-O-LTR FILL key on the Operation Screen to the switch should always be turned to the OFF position.
Open Oil detector inlet valve CV7 begin filling the spirolator.
Open Oil detector outlet valves CV8, CV5
CAUTION Automatic Operation Procedure
Open OWS overboard discharge valve B38V
Closed Oil detector drain valve BV7 The oily water separator spirolator must remain moist at all times. If the With the pre-start checks performed initial start-up completed, the OWS is
spirolaters are allowed to dry out, they may be damaged. By following now ready for automatic operations.
Closed Oil detector fresh water flushing valve BV1
the correct shutdown procedures, the spirolators’ pressure vessels will
Closed Process bag filter drain valve BV5 remain full of water.
Closed Coalescing unit drain valve BV3 a) Scroll down the Main screen to highlight the Auto Mode screen
and press the ENTER key.
Closed Spirolator feed sample valve BV9 f) When the air has been purged from the spirolator housing and
the process filter, close the air vent valve BV4 and process water
The following valves are set by the manufacturer and therefore do not require sample valve BV10 and press the SPR-O-LTR FILL key on the b) Press the AUTO START key to activate the Auto Mode
adjusting: Operation Screen. operation.
• Spirolator inlet sample valve GV1 The OWS will now continue its automatic operation as dictated by the start/
g) Check the rotation of the feed and process pumps by using the
• Operating pressure control valve GV2 start and stop keys on the Hand Mode Screen. stop float switch in the bilge holding tank.
• Processed water control valve GV3
• Recirculate outlet valve GV4 Manual Start-Up Procedure
Prior to start-up or after the system has been drained, the OWS must be With the pre-start checks performed and the initial start-up having been
filled and the feed pump and system inlet pipe primed before commencing completed, the OWS is now ready for operation.
operation
a) Press the HAND key on the Operation Screen to reveal the
a) Turn the Power Disconnect Switch 2SW1, located in the motor Hand Mode Screen.
control centre cabinet, to the ON position.
b) Press the FEED PUMP START key on the Hand Mode Screen.
The OWS will automatically start filling, via the oil discharge valves SV4 and
MV1. After booting up for approximately 30 seconds the touch screen on the After a short delay to allow the valves to open, the feed pump will start.
control panel will display the Main Screen. Once the OWS is full and the Oil
Detector probe detects water, the valves SV1 and MV1 will close.

(P) (S) IAS
Detector
LS
BV7 SV1
Separator DSP PI5
Vessel Forward
BV2 MV1 (Port)
GV4
To Sea Water
B37V B35V MS
BV8 BV4
PR2 GV2 B9V
CV9 BV13
B30V B32V
PI2 BV12 CV5
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
(10m3/h (5m3/h x (245/150m3/h x 3.0/11.5kg/cm2)
B39V
B36V From
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
GCU Room
Main Tank

Aft Peak B42V
Tank
Key
B43V B64V
IAS IAS
Lubricating Oil
B24V Transfer Pump
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
B49V
Bilge Well
Pumping Bilges to the Bilge Holding Tank to the AUTO position, in order that it can operate automatically d) Start the engine room bilge pump and pump out the selected
to pump out the aft bilge well. bilge well.
Engine room bilge wells, void spaces, the cofferdam and other spaces may be
pumped to the bilge holding tank using the engine room bilge pump. Note: The bilge holding tank is provided with a high level alarm and attention e) Stop the bilge pump when the compartments to be pumped are
must be paid to the level in the tank in order to prevent overflowing. This is dry, close all valves and return the spectacle blank to the closed
The bilge pump may also pump these spaces to the waste oil settling tank or particularly important when commencing a period of UMS operation. position.
the shore connections.
Bilge well and compartment suction valves connected to the bilge main are Procedure for Pumping Engine Room Bilges Overboard using
Procedure for Pumping Bilges to the Bilge Holding Tank using opened as required to pump out that particular bilge well or compartment.
the Engine Room Bilge, Fire and General Service Pump and
the Engine Room Bilge Pump the Bilge Main System
Care must be taken to close all bilge well and compartment suction valves after
a) Clean all suction strainers. pumping in order not to interfere with the automatic operation of the engine
room bilge pump in pumping the aft bilge well. The following procedure assumes suction using No.2 bilge, fire and GS pump
from the aft bilge well via the bilge main.
b) Check that all instrumentation is working correctly.
Procedure for Pumping the Bilge Compartments or the Bilge If other bilge spaces are to be pumped the appropriate valves must be opened.
c) Set the pump valves as in the following table:
Holding Tank to the Shore Connection using the Engine Room
Bilge Pump a) Set the valves as per the following table:
The valve settings assume suction from the starboard forward bilge well. If
other bilge spaces are to be pumped the appropriate valves must be opened. Position Description Valve
The procedure is the same as for pumping to the bilge holding tank any bilge
well or compartment that is connected to the bilge suction main, except that Open Aft bilge well suction valve B22V
Position Description Valve the discharge valves on the engine room bilge pump are arranged as described Open No.2 bilge, fire and GS pump bilge main suction B1V
Open Engine room bilge pump suction from bilge B28V below. valve
main Closed No.2 bilge, fire and GS pump sea main suction B3V
Open Engine room bilge pump discharge valve to B30V a) The bilge pump valves should be arranged as the following valve
bilge holding tank table:
Open No.2 bilge, fire and GS pump discharge to overboard B6V
Open Starboard forward bilge well suction valve B21V valve
Closed Port forward bilge well suction valve B20V Interlocked No.2 bilge, fire and GS pump fire main discharge B8V
Closed Engine room bilge pump suction valve from sea B29V
Closed Cofferdam suction valves B65V closed valve
Open Engine room bilge pump suction from the bilge B29V
Closed Starboard void space bilge well suction B27V main Open Overboard discharge valve B12V
valve
Closed Engine room bilge pump discharge valve to bilge B30V
Closed Port void space bilge well suction valve B26V holding tank b) Start No.2 bilge, fire and GS pump and check that the correct
Closed Reduction gearing recess suction valve B53V Open Engine room bilge pump discharge valve to shore B32V bilge well is being lowered.
Closed Bilge holding tank suction valves B25V, B63V line
Closed Aft bilge well suction valve B22V Open Shore connection line valve B49V c) When the bilge well is empty, stop No.2 bilge, fire and GS pump
Closed Stern tube fresh water cooling tank suction B23V Open Port shore connection discharge valve or select another bilge for emptying.
valve Closed Starboard shore connection discharge valve
d) Complete the Oil Record Book with the necessary information.
d) Start the engine room bilge pump locally and check that the In the arrangement above it is assumed that the bilges will be discharged ashore Note: Under normal circumstances the oily water separator will be used for
correct compartment is being pumped. Operate the pump until via the port shore connection. pumping the engine room bilges overboard. However, in the event of large
the bilge well is empty. Change suction valves to pump other quantities of water present in the engine room that may affect the safety of
bilge wells or compartments as required. b) Remove the blank from the port shore connection pipe and the vessel and personnel on board, the bilge, fire and GS pumps may be
attach the shore discharge pipe. used.
e) Following the manual pumping of bilge wells or compartments
to the bilge holding tank, close all bilge well and compartment c) Agree a pumping arrangement with the shore authorities.
suction valves and return the engine room bilge pump selector

(P) (S) IAS
Detector
LS
BV7 SV1
Separator DSP PI5
Vessel Forward
BV2 MV1 (Port)
GV4
To Sea Water
B37V B35V MS
BV8 BV4
PR2 GV2 B9V
CV9 BV13
B30V B32V
PI2 BV12 CV5
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
(10m3/h (5m3/h x (245/150m3/h x 3.0/11.5kg/cm2)
B39V
B36V From
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
GCU Room
Main Tank

Aft Peak B42V
Tank
Key
B43V B64V
IAS IAS
Lubricating Oil
B24V Transfer Pump
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
B49V
Bilge Well
WARNING
When using the bilge, fire and GS pumps for bilge pumping duties it is
imperative that the discharge valves B8V and B9V, from the pump to
the fire main, are securely closed. These are interlocked to ensure this is
the case. This ensures that no oily water can enter the fire main system
which could subsequently be directed onto a fire.
Procedure for the Direct Pumping of the Engine Room Port

Forward Bilge
The forward port bilge well has a direct suction to No.1 bilge, fire and GS
pump. Direct pumping of the bilge well is only undertaken in emergency
situations such as the ingress of large quantities of water into the vessel.
CAUTION
Before any bilges are pumped overboard, it must be ensured that no
local or international anti-pollution regulations will be contravened
except where the safety of the vessel or personnel is at risk.
a) Set the valves as per the following table:

Open Direct bilge suction valve B5V
Closed No.1 bilge, fire and GS pump bilge main suction B2V
valve
Closed No.1 bilge, fire and GS pump sea main suction B4V
valve
Interlocked No.1 bilge, fire and GS pump fire main discharge B9V
closed valve
Open No.1 bilge, fire and GS pump discharge to overboard B7V
valve
Open Overboard discharge valve B12V
b) Start No.1 bilge, fire and GS pump.
c) Stop the pump when necessary.
d) Complete the Oil Record Book with the necessary information.
Note: Although direct bilge suctions are not normally used it is essential that
they are available for emergency use. The valves should be operated, when
practical, at least once a month in order to ensure that they will open when
required. It is essential that all bilge suction strainers are cleaned at frequent
intervals in order to ensure that the bilges can be pumped at all times without
hindrance.
Illustration 2.11.2a Forward Bilge System
BG08 BG06
From Fire Main
LAH
IAS BG
BG08 BG01 BF07 Bosun’s Store
BG10 BG07 06 Oily BG10
BG02
Storage
BF11 Tank (2m³)
LS From Fire Main BG09
BG11 BG03 BF08
BG36
BG07 Chain Chain
BF07 From
Locker Locker
Fire Main
BG01 Bilge
Well
BG02 BG03
From Fire Main Forward
Peak Tank
BG04
BG34
Chain Oily Bilge Pump Air

Locker To Cable Wash
4m³ x 30m
BG35
LAH CA76
IAS
BG12 Bow Thruster Room
LS
BG09
Key
Bilges
Fire Water
Electrical Signal
2.11.2 Bosun’s Store, bow thruster room and Chain c) When the sea water supply valve to the eductor is opened the e) Shut the water supply valve BF07 to the eductor when all bilges
Locker Bilge Systems eductor will create a partial vacuum in the eductor suction pipe are empty and then close the system valves.
and that will remove water from the bilge well.
f) Unless required, stop the deck fire hydrant system supply
Eductor
d) Close the bilge well suction valve when the well is empty. pump.
Maker: XXX
No. of sets: 3 Bow Thruster Room Bilge Well
a) Open the eductor overboard discharge valve BG10.

Introduction
b) Open the eductor and system valves as in the following table.
Three bilge eductors, driven by sea water from the fire/wash deck line, are
The bilge suction valve is a non return check valve.
provided for the drainage of the bosun’s store, bow thruster room and chain
locker bilges. Each suction point is equipped with a non-return suction valve.
Procedure for Discharging Bilge Water from the Bosun’s Store, Open Eductor discharge valve BG11
Bow Thruster Room and Chain Lockers Open Eductor sea water supply valve BF08
Each eductor has an approximate capacity of Xm3/h and is driven by sea water c) When the sea water supply valve to the eductor is opened the
from the deck fire hydrant system supplied by any of the fire pumps. The bilge eductor will create a partial vacuum in the eductor suction pipe
water is discharged directly overboard. and that will remove water from the bilge well.
a) Start any bilge, fire and general service pump to pressurise the d) Close the bilge well suction valve when the well is empty.
fire main system, after setting the valve system. Either the bilge,
fire and general service pumps or the emergency fire pump can If any oily bilge water which accumulates in the bow thruster room is pumped
be manually started or a request made to the bridge for the fire, to the oil storage tank, which is located in the bosun’s store. This oil is then
bilge and general service pump to be started. The bilge, fire and disposed of by XXX (to be confirmed on verification visit.)
general service pumps are normally kept ready with valves open
so that any of the pumps can immediately pressurise the fire Chain Locker Bilge Well
main.
a) Open the eductor overboard discharge valve BG10.
Bosun’s Store Bilge Wells
b) Open the eductor and system valves as in the following table.
Note: Before discharging the bilge wells in the bosun’s store, the bilge well
contents must be checked to ensure there is no oil in it. If there are traces of Position Description Valve
oil, alternative means of discharging the bilge well must be used. Open Eductor discharge valve BG01
Open Eductor sea water supply valve BF07
a) Open the eductor overboard discharge valve BG06. Open Port chain locker bilge well suction valve BG03
Open Starboard chain locker bilge well suction BG04
b) Open the eductor and system valves as in the following table. valve
Bilge suction valves are shown as open but they will only be
open when that particular bilge well is being pumped. c) When the sea water supply valve to the eductor is opened the
eductor will create a partial vacuum in the eductor suction pipe
Position Description Valve and that will remove water from the bilge well.
Open Eductor sea water supply valve BF11
Open Bosun’s store port bilge well BG08 d) Close the bilge well suction valve when the well is empty.
Open Bosun’s store starboard bilge well BG09
2.12 Sanitary and Fresh Water System
2 12.1 Fresh Water System
2.12.2 Sewage Treatment System
Illustrations
2 12.1a Fresh Water System
2 12.1b Technical Water System
2.12.2a Sewage Treatment System

Illustration 2.12.1a Fresh Water System

From Shore From To To
Filling Connection Accommodation Accommodation Accommodation
Upper Deck
D1V FS
Fresh Water Drinking Water
Electrical PI
Tank Port Silver Ion Fountain
(181m3) D5V Cabinet
Steriliser D28V D29V
D14V D30V
(3000 Litres/Day)
D3V PI To Engine
S
UV Room Toilet To Engine
D27V
NO Steriliser D18V Room Toilet
D19V
Mineraliser (2000Litres/h)
To Local
Fire Fighting (3,000Litres/h) D17V
D9V
Pump Unit D26V
(4.2a)
Wash Basin
(In Workshop)
PS PI PS
Air
No.1
Key
Fresh Water
D11V Fresh Water
Hydrophore Unit
(2,000 Litres) D13V Air
D12V
Stern Tube No.2 Electrical Signal
Cooling Fresh (10m3/hx70kg/cm2)
Water Tank
D7V
Port Fresh Water Starboard Fresh Water

Generator Generator D25V
(35 Ton/Day) (35 Ton/Day) PI PI
D21V D23V
No.1
TI
PI PI
Calorifier
SX SX
(1,500 Litres)
D22V D24V
No.2
Salinometer Salinometer
S S Hot Water
Circulating Pumps
(2m3/hx10kg/cm2) D20V
D6V
Fresh Water
Tank Starboard FI FI
(181m3) D4V
To Feed
D31V Filter Tank
PI To Dosing Tank PI To Dosing Tank
To Technical Water
D2V System (2.12.1b)
Back Flow
Preventer
D10V D15V D16V
2.12 fresh water and sanitary systems A mineraliser unit and a silver ion steriliser are installed in the discharge c) With the fresh water generators producing distillate and the
between the fresh water generators and the fresh water storage tanks. The valves set as above distilled water will flow to the port fresh
2.12.1 Fresh Water System silver ion steriliser provides a reserve of silver ions in the water maintaining it water tank.
in a sterile condition during storage. The mineralising unit contains minerals
to react with the water’s natural acidity to form a neutral salt raising the pH d) When the port fresh water tank is full open supply valve D2V
Fresh Water Hydrophore Pumps value to over 7. to the starboard fresh water tank and close the port fresh water
Maker: Shin Shin Machinery Co. Ltd tank filling valve D1V.
Model: SHC40B The fresh water is stored in two tanks, each with a capacity of 181m3, situated
on the port and starboard side of the steering gear room. The tanks may also e) When both fresh water storage water tanks are full the fresh
Type: Horizontal centrifugal be filled from the shore filling connections, situated on the upper deck level water generators can be shut down.
No. of sets: 2 on the port and starboard sides of the engine room casing and at the midships
Capacity: 10m3/h at 70mth bunker stations.
Procedure for Operating the Fresh Water Hydrophore
Motor: 7.5kW at 3,600rpm
The tanks supply fresh water, via outlet valves to the following: System
Fresh Water Hydrophore Unit
• Fresh water hydrophore unit a) Check that there is sufficient water in fresh water storage
Maker: Shin Shin Machinery Co. Ltd
• Engine room water fog fire extinguishing system, see section tanks to meet the immediate demand. Replenish the tanks as
Model: SHC40B-2.0-2R 4.2 necessary.
No. of sets: 1
• Make-up to the boiler feed water system, see section 2.6.5
Capacity: 200 litres b) Ensure that all of the instrumentation valves are open and that
• Gravity filling to the stern tube cooling fresh water tank the instruments are operational. The valves to the hydrophore
Pressure switch settings: Lead pump on - 6 bar, off - 7 bar
pressure switches must be open and power available to the
Lag pump on - 5 bar, off - 7 bar control system. Close the hydrophore tank drain valve.
Safety valve setting: 7.7 bar Procedure for the Transfer of Distilled Water from the Fresh
Water Generators to the Fresh Water Tanks c) Open the port fresh water tank outlet valve D3V and No.1
Steriliser (Silver Ion)
hydrophore pump suction valve D11V and the discharge valve.
Maker: Jowa AB The fresh water generators will normally be used to supply distillate to the Vent the hydrophore tank and, using the No.1 hydrophore pump,
No. of sets: 1 fresh water storage tanks. Both tanks are fitted with level indicators and remote fill it until the water level gauge glass is 75% full then stop the
high and low level alarms. pump.
Model: Jowa AG-S
Type: Silver ion The procedure that follows assumes that the port and starboard fresh water d) Open the air supply valve on the top of the hydrophore tank and
Capacity: 3.0m3/h fresh water generators are operating and supplying distillate to the system and that the port pressurise the hydrophore tank to the air supply pressure, then
fresh water storage tank is being filled. close the air inlet valve.
Mineraliser
Maker: Sewon See section 2.5.3 for operating the fresh water evaporator. e) The hydrophore tank is now operational and distilled water can
No. of sets: 1 be supplied to the various technical users.
a) Supply power to the silver ion steriliser control panel and check
Model: SWM-3.0
that the system is operating. f) Put the No.1 hydrophore pump in automatic mode at the control
Type: Hardness and pH adjusting
panel to allow it to cut in and out as required so that pressure
Capacity: 2.5m3/h fresh water b) Set the valves as in the following table. is maintained throughout the system. No.2 hydrophore pump
should have its valves set ready for operation and this pump
Position Description Valve may be used should No.1 pump fail.
Introduction
Open Port fresh water generator outlet valve D15V
Open Starboard fresh water generator outlet valve D16V g) Set the system valves as shown in the following table.
Fresh water is produced by two fresh water generators as detailed in section
2.5.3 of this manual and the water produced is used throughout the vessel as Set Mineraliser inlet and outlet cocks XXX XXX Position Description Valve
technical water for machinery use and potable water for domestic use, via an Open Silver steriliser inlet valve XXX Open No.2 hydrophore pump suction valve D12V
ultraviolet steriliser. Both the potable water and the technical water systems Open Silver steriliser outlet valve XXX
are supplied by the same fresh water hydrophore unit, located on the starboard Open Hydrophore tank discharge valve D13V
Closed Silver steriliser bypass valve D14V Open Line supply valve to distilled water systems D101V
side of the 3rd deck level.
Open Port fresh water tank filling valve D1V Open Discharge valve to deck services D120V
Illustration 2.12.1b Technical Water Service System To Accommodation

Fresh Water
Fire Fighting System
Near Gas Near Purifier (3.4.2b Marine Operations)
Combustion Unit
D151V D104V Room Door (Fwd)
To Floor Fresh Water Near Seal Pot for Upper Deck
To 2nd Deck
Service (Starboard) Exhaust Gas Pipe To Boiler
D110V D125V D116V Fresh Water Service
To 4th Deck Fresh Water Sampling Cooler
Near Seal Pot for
Service (Near Starboard Exhaust Gas Pipe To Port Diesel Generator To Boiler Chemical
Fresh Water Generator) D122V D115V Room Cooling Fresh Dosing Unit
Near Seal Pot for Water Expansion Tank
To Fresh Water Generator
Exhaust Gas Pipe To Boiler Feed
Priming Water (Starboard) D114V
To Starboard Diesel Water Tank
To 4th Deck Fresh Water To IGG Air Dryer Generator Room Cooling To Sewage Plant
Service (Near Port Cleaning and IGG Fresh Water Expansion Tank
D113V Dilution Water
Fresh Water Generator) D111V Refrigeration Cooler
Rinsing Water To
To Auxiliary Cooling
To Fresh Water Generator Inert Gas Cooler To B Deck Fresh
Fresh Water Expansion Tank
Priming Water (Port) Rinsing Water To D117V Water Service
Inert Gas Generator System
To Motor Room
To Main Generator To Work Shop Fresh
Fresh Water Service
Engine Turbo Charger To Swimming Pool
Cleaning Unit (Starboard) D117V Water service Fresh Water Service
To 3rd Deck (Starboard)
Fresh Water Service To Steering Gear Room
D109V
Fresh Water Services
To Generator Room To Water Spray Main To Life Boat Area
(Starboard) Fresh To Main Generator Line (Rinsing Water) Fresh Water Service
D124V Engine Turbo Charger
Water Service
Cleaning Unit (Port) To Swimming Pool
To 3rd Deck (Port) To Floor Fresh To Exhaust Shower Space
Fresh Water Service Water Service (Port) Gas Economiser
D108V D112V D118V Water Washing To Chemical Store
To Generator Room (Port)
Fresh Water Service To Oily Bilge
D123V Separator Filling To Upper Deck
Fresh Water service
From
Fresh Water System
(2.12.1a) D101V
PI To / From Deck Service
and Shore Filling
D103V D120V
PI
To Fresh Water
D102V System (2.12.1a)
D121V
S S S S S
S S S S S
Key
Fresh Water
No.2 Lubricating Oil Purifier No.1 Lubricating Oil Purifier No.3 Marine Diesel Oil Purifier No.2 Marine Diesel Oil Purifier No.1 Marine Diesel Oil Purifier
Position Description Valve Valves can be operated for a particular system as necessary in accordance with Potable Water System
the following table:
Closed Filling line valve to fresh water storage tanks D121V
Open MDO purifier supply valve D103V Position Description Valve Hot Water Circulation Pumps
Open LO purifier supply valve D102V As required Port generator room fresh water service D123V Maker: Shin Shin Machinery Co. Ltd
valve Model: SHC40A
h) The fresh water hydrophore system is now operational. As required 3rd deck port fresh water service valve D108V Type: Vertical centrifugal
As required 3rd deck starboard fresh water service valve D109V No. of sets: 2
Technical Water System As required Starboard generator room fresh water service D124V Capacity: 2m3/h at 10mth
valve Motor rating: 440V, 0.75kW, 1,800 rpm
The fresh water hydrophore unit provides technical water, via a back flow As required 4th deck level fresh water service valve (near D111V
preventer, to the following. port FW evaporator) Calorifier
• Engine room general fresh water services valves As required 4th deck level fresh water service valve (near D122V
Maker: Kangrim
starboard FW evaporator)
• MDO and LO purifiers operating water Type: Steam heated with electric heating coil
As required Floor level (starboard) fresh water service D110V
• Port and starboard fresh water generators heating coils priming valve No. of sets: 1
water As required Floor level (port) fresh water service valve D112V Capacity: 1,500 litres
• Oily water separator filling and oil content detector cleaning As required Inert gas air dryer and refrigerant cooler fresh D113V Electric heater: 2 sets - 30kw
water service valve
• Diesel generator engines turbocharger washing units
As required Seal pot for exhaust gas pipe fresh water D114V D115V Ultraviolet Steriliser Unit
• Inert gas generator rinsing water service valves D125V Maker: Samkun Century
• Inert gas cooler rinsing water As required Gas combustion unit fresh water service D151V Model: JSA-3000
• Make-up to the expansion tanks of the main and auxiliary valve
Type: Ultraviolet reactor
central fresh water cooling systems As required Purifier room fresh water service valve (near D104V
No. of sets: 1
forward door)
• Rinsing water for the deck sea water spray system Capacity: 2m3/h
As required 2nd deck fresh water service valve D116V
• Cooling fresh water for the auxiliary boiler water sample As required Workshop fresh water service valve D117V
cooler The potable water system is used to supply the following:
As required Exhaust gas economiser water washing fresh D118V
• Exhaust gas economiser water washing nozzle water service valve • Sanitary system in the accommodation
• Auxiliary boiler chemical dosing unit As required B deck level fresh water service valve D119V • Drinking water fountains in the accommodation and engine
• Sewage treatment plant dilution water room
• Accommodation first aid fire fighting system • Washbasins in the accommodation and engine room
Procedure for Filling the Stern Tube Cooling Water Tank
• Deck and accommodation area general fresh water services • Hot water calorifier
valves The cooling water inside the stern tube tank is gravity fed from the fresh water
hydrophore pumps suction line from the fresh water storage tanks. The stern Potable water is used for domestic purposes and because the fresh water
• Cargo compressor room general fresh water service valve
tube cooling water tank is fitted with remote high and low level alarms and generation uses the low temperature process, it is important to sterilise the
• Cofferdam heating system glycol/water mixing tank filling level indicator. water before it can be used for human consumption.
• Swimming pool area fresh water shower
Open the filling valve D7V to transfer water to this tank. Close the filling valve Potable water is also supplied, via valve D20V, to the calorifier unit, located
• Chemical store fresh water safety shower on the starboard side of the 3rd deck level, where it is heated for use in the
when the tank is full.
domestic hot water system.
The calorifier is thermostatically controlled storage and heating vessel which

utilises steam or electricity to provide the heat. The electric heater is generally
reserved for use when the steam plant has been shut down or during periods of
refit and can heat the water to 70°C.
Illustration 2.12.1a Fresh Water System

From Shore From To To
Filling Connection Accommodation Accommodation Accommodation
Upper Deck
D1V FS
Fresh Water Drinking Water
Electrical PI
Tank Port Silver Ion Fountain
(181m3) D5V Cabinet
Steriliser D28V D29V
D14V D30V
(3000 Litres/Day)
D3V PI To Engine
S
UV Room Toilet To Engine
D27V
NO Steriliser D18V Room Toilet
D19V
Mineraliser (2000Litres/h)
To Local
Fire Fighting (3,000Litres/h) D17V
D9V
Pump Unit D26V
(4.2a)
Wash Basin
(In Workshop)
PS PI PS
Air
No.1
Key
Fresh Water
D11V Fresh Water
Hydrophore Unit
(2,000 Litres) D13V Air
D12V
Stern Tube No.2 Electrical Signal
Cooling Fresh (10m3/hx70kg/cm2)
Water Tank
D7V
Port Fresh Water Starboard Fresh Water

Generator Generator D25V
(35 Ton/Day) (35 Ton/Day) PI PI
D21V D23V
No.1
TI
PI PI
Calorifier
SX SX
(1,500 Litres)
D22V D24V
No.2
Salinometer Salinometer
S S Hot Water
Circulating Pumps
(2m3/hx10kg/cm2) D20V
D6V
Fresh Water
Tank Starboard FI FI
(181m3) D4V
To Feed
D31V Filter Tank
PI To Dosing Tank PI To Dosing Tank
To Technical Water
D2V System (2.12.1b)
Back Flow
Preventer
D10V D15V D16V
The water is then circulated around the accommodation by one of the two hot Procedure for Operating the Ultraviolet Steriliser To alter the settings of the controller set points, pressing the UP function for
water circulating pumps. By continuously circulating the water in this way, one second will allow access but this may be password protected and require
wastage is kept to a minimum with water not having to be run off to get hot The ultraviolet steriliser unit is fitted on the discharge side of the potable water a four digit code to be inserted. Navigating around the menu can then be
water through. distribution/transfer pumps and processes the water before it is discharged to achieved by pressing the UP and HORIZONTAL soft keys on the front of the
the accommodation. The unit is fitted with an ultraviolet lamp, the life of which controller.
is dependant on the UV intensity and the water flow rate. The lamp has to be
Procedure for Operating the Potable Water Distribution replaced when the control panel alarm unit indicates the appropriate ‘alarm’ or
System ‘warning’ message but generally occurs after 8 - 10,000 hours of operation.
Procedure for Operating the Silver Ion Steriliser
The procedure that follows assumes that the fresh water hydrophore is in use The silver ion steriliser unit is fitted between the fresh water generator and the
When replacing the lamp, care must be exercised as there are a number of
and that No.1 hot water circulating pump is to be used. potable water storage tanks and requires very little maintenance with handling
hazards that will be encountered. The manufacturer’s manual should be
being restricted to an occasional check of the ammeter on the control panel and
referred to before this is undertaken.
a) Set the valves as in the following table. the periodic cleaning of the electrode system.
The steriliser unit is fitted with a controller which contains all of the functions
Position Description Valve The silver concentration in the processed water can be checked using the
to control and supervise the UV system. The controller has a display screen,
Closed Calorifier tank drain valve manufacturer’s onboard test kit or sent ashore for testing in a laboratory. If
three pilot indicator lights and two function keys which allow the operator to
tested onboard, the test kit contains detailed instructions on its use but if sent
Open Fresh water supply valve to hot water system D20V navigate his way around the menus.
ashore a half litre sample in a new polythene flask will be required.
Open No.1 hot water circulating pump suction D21V
valve The pilot lights are green, yellow and red in colour and are used to signal the
Cleaning of the electrodes has to be done periodically with the intervals being
Open No.1 hot water circulating pump discharge D23V following:
dependant on the mineral content of the water. The cleaning process generally
valve • GREEN - This light signals that the intensity of the UV lamp is involves brushing the electrodes to remove any accumulated deposits but if
Closed No.2 hot water circulating pump suction D22V higher than or equal to the set value for the alarm. they are particularly difficult to remove, they can be dissolved in a 3 - 5%
valve • YELLOW - This light signals that the intensity of the UV lamp solution of hydrochloric acid. The electrodes then need to be thoroughly rinsed
Closed No.2 hot water circulating pump discharge D24V is between the warning and the alarm set points. before reassembling into the steriliser unit.
valve
• RED - This light signals that the intensity of the UV lamp is
Open Calorifier tank discharge valve D25V WARNING
lower than the set point for the alarm setting.
Open UV steriliser inlet valve D17V Care must be taken when handling hydrochloric acid to prevent
Open UV steriliser outlet valve D18V The display screen at the top of the control panel can be used to call up the contact with the eyes or skin. Protective clothing, rubber gloves and eye
following information: protection must be worn at all times and the manufacturer’s instructions
Locked UV steriliser bypass valve D19V
for treatment should an accident occur be adhered to.
closed • The total operating hours of the UV steriliser
• The total operating time since the UV lamp was last changed
b) Close the calorifier vent valve when fresh water discharges from
the outlet pipe. • The UV operating intensity in W/m2
• The total on/off cycles of the UV system
c) Supply power to the UV steriliser control panel, turn the On/Off
switch to the ON position. When starting and powering up the UV steriliser and its controls, the controller
will automatically self-check. If a new setting is to be inserted the UP function
d) Supply power to the calorifier control panel, press the No.1 key must be pressed and the revised parameters entered. If not, the start
circulating pump Start pushbutton and check that the pump is sequence will continue for a period of approximately 15 seconds. The UV
operating. lamp will now be activated and will heat up for approximately 2 minutes. The
lamp will then light and after 20 seconds will be in operation increasing in
e) Supply steam to the calorifier by opening the steam drain valve intensity for several minutes until it is up to full intensity. The display will then
T155V, followed by the steam inlet valve T154V. Ensure that show the UV intensity in W/m2, the hours of operation of the UV lamp and
the thermostat is set to 70°C. the number of on/off cycles. Pressing the horizontal function key will switch
over the operating hours function for approximately 3 seconds to show the total
The potable distribution system is now in use, with water flowing around the running hours.
system and with the hot water temperature slowly increasing to 70°C.
Illustration 2.12.2a Sewage Treatment System

Sewage Discharge Funnel
Sweat Hospital Wash Sweat
Shore Connection Provisions
Waste Scupper Hospital Basin Floor Waste Drainage Scupper Catering
Port Starboard Drainage (Port) Drain Soil Soil Pipe (Port) Soil Pipe (Mid) Soil Pipe (Starboard) Scupper Refrigeration (Starboard) Drain Space Drain
Chamber
From Fresh
Water From
Hydrophore Hot Water
Unit Calorifier
P25V
P9V
Bilge
P6V Well
To Bilge P15V
Holding Tank
P28V
P14V
P8V
P27V
P2V
Sewage
PS VI P3V P1V Treatment Plant
(50 Persons / Day)
P5V Sewage From Fresh

P26V Discharge Pumps
LS Water Hydrophore
(15m3/h x 20kg/cm2) Unit
Sewage Collecting P20V
Tank (10m3)
Vacuum Pumps CI CI
(10m3/h x 27kg/cm2)
P4V
No.1 LS P24V No.2 No.1
PI CI
Key
PI PI
Waste Water
PI No.2 CI P23V
P22V P21V
P10V Sea Water
To Bilge
Fresh Water
Holding Tank
Test
To Engine Room P29V
P16V
Bilge Pump
P17V
(2.11.1a)
P13V
P11V P12V PI CI Dirty Grey Water
Holding Tank
From Auxiliary
P19V P18V (52m3)
Cooling Sea Water Pump
Dirty Grey Water Pump (2.4.1a)
(5m3/h x 4kg/cm2)
2.12.2 Sewage Treatment Plant The discharge pump is started and stopped by means of timer switches. The CAUTION
vacuum pump is started and stopped by a vacuum switch on the sewage inlet
Discharge overboard must not take place within 12 nautical miles of the
manifold, which is kept under vacuum by a non-return flap valve.
Sewage Treatment Plant coast.
Maker: Jonghap Machinery Co. Ltd The pump duties can be changed over when required. The sewage collecting
The sewage treatment plant works automatically once it is set but periodic
No. of sets: 1 tank is not maintained under vacuum and is vented to the funnel and overflows
attention is required and the unit must be monitored for correct operation.
Type: JMC - Bio Aerob - 25 to the bilge holding tank. Lavatory pans are flushed with water from the
domestic fresh water system.
System capacity: 50 persons The sewage collection tank is fitted with level switches which automatically
start and stop the sewage transfer pump as the tank fills or empties. In the event
Air Blower The sewage treatment plant is of a biological type working on the activated
of a failure of the upper (start) switch or the pump the tank will overflow to the
sludge principal and constructed to meet the rules and regulations in MARPOL
Maker: Jonghap bilge holding tank.
73/78 Annex IV and is approved according to IOM MEPC 2(VI) who specify
No. of sets: 1 the following effluent values:
Under special circumstances both black and grey waste water can be fed
Type: Rotary vane • Suspended solids <50ppm directly overboard.
System capacity: 20m3/h at 0.36 bar
• Coliform bacteria <250/100ml
Discharge Pump Note: Rules governing the discharge of raw sewage must be complied
• BOD < 50ppm with at all times and the discharge of raw sewage overboard must only be
Maker: Jonghap Machinery Co. Ltd contemplated should the sewage plant be unserviceable. The bacterial action
No. of sets: 1 The plant is fully automatic and will treat black and grey water without requires a regular supply of raw sewage and the discharge of raw sewage
generation of methane gas. overboard can impair effective bacterial action.
Type: Vertical centrifugal
Capacity: 0.25m3/h at 20mth The treatment plant is equipped with 2 aeration tanks where oxygen is added to
Dosage Pump speed up the biological process and multiply the build up of bacteria necessary The plant requires a throughput of raw sewage in order to keep the bacteria
to digest the organic matter in the waste water. Waste water enters the aeration active. If there is no sewage flow for a prolonged period the bacteria will
Maker: Jonghap Machinery Co. Ltd chamber No.1 where it is aerated by a diffused discharge line from the air become inactive and operation of the plant subsequently impaired. When raw
No. of sets: 1 blower and flows from aeration chamber No.1 to aeration chamber No.2 via a sewage supply is resumed it may take some days before full bacterial activity
Model: AX1-51 mesh screen which traps any non-biodegradable material. is restored and this can result in imperfect treatment and the discharge of
Capacity: 15kg/cm3 at 50ml/min untreated sewage.
Aeration continues in the second chamber and water at the top of that chamber
Vacuum System flows into the settling chamber via a dip pipe to ensure solids are led to the Disinfectant material must never be used for cleaning lavatory pans or urinals
bottom of the settling chamber. as this kills the bacteria which are essential for satisfactory operation of the
Maker: Evac
sewage treatment plant.
Type: Evac 900 Part of the surface water in aeration tank No.2 goes to the settling tank by
Pumps gravity, and activated sludge very quickly settles in this tank and the cleaned The sewage treatment plant discharge pump normally takes suction from the
water on top of the tank floats to the sterilising tank by gravity. To avoid build chlorine contact compartment but valves on the other compartments allow
No. of sets: 2 up of sludge in the settling tank, activated sludge is pumped back to aeration those compartments to be pumped out if necessary. There is also a connection
Model: 4/HK 50-F tank No.1 when the air blower is running. from the auxiliary cooling sea water pumps which allow for the flushing of the
Capacity: 10m3/h at 27mth sewage treatment plant and its pipework.
The tank is at atmospheric pressure with a vent led to the funnel casing.
Treated or untreated sewage may also be pumped to the shore discharge
Introduction The discharge will normally be from the clean water chamber activated by the connections on the port and starboard sides of the ship. The discharge pump is
high level switch and stopped when the low level is reached and will discharge used for this purpose and the pump is operated in MANU mode.
The sewage collection system is of the vacuum type with the vacuum being to the sewage collecting tank or overboard or to the port and starboard shore
provided by means of an ejector, non-return flap valve and two pumps. Soil connections as appropriate. The discharge pump can take suction from any of
pipes from the accommodation and the engine room toilet are directed to the the chambers if maintenance or mineral sludge discharge is required.
sewage collecting tank inlet under vacuum. Under normal circumstances one
of the pumps will be set to operate as a vacuum pump, the other being operated Authors note: Dilution water setup to be determined when more information
as a discharge pump to the sewage treatment plant. available

Chamber
From Fresh
Water From
Unit Calorifier
P25V
P9V
Bilge
P6V Well
To Bilge P15V
Holding Tank
P28V
P14V
P8V
P27V
P2V
Sewage
(50 Persons / Day)

LS Water Hydrophore
Tank (10m3)
Vacuum Pumps CI CI
(10m3/h x 27kg/cm2)
P4V
PI CI
Key
PI PI
Waste Water
PI No.2 CI P23V
P22V P21V
P10V Sea Water
To Bilge
Fresh Water
Holding Tank
Test
To Engine Room P29V
P16V
Bilge Pump
P17V
(2.11.1a)
P13V
Holding Tank
From Auxiliary
P19V P18V (52m3)
(5m3/h x 4kg/cm2)
Procedure for Operating the Sewage Treatment Plant Position Description Valve d) Turn on the main switch for the sewage treatment plant and turn
the control switches of the discharge pump, dosage pump and
Open No.2 vacuum pump suction valve
The description assumes that one sewage vacuum pump is in use on the ejector the blower to the AUTO position.
and the other in use to pump sewage to the sewage treatment plant. Open No.2 vacuum pump discharge valve to to treatment
The pumps operate automatically, being controlled by the vacuum in the plant e) The sewage treatment plant will operate automatically with the
collecting line from the lavatory bowls and the level in the sewage collecting Closed Discharge valve to overboard line P4V compressor supplying air as required and the discharge pump will
tank respectively Open Discharge valve to sewage treatment plant P5V operate in response to the level switches to empty the contents
Closed Drain valve to bilge holding tank P23V of the disinfection tank (chlorine contact compartment).
All of the sewage collecting lines flow to the sewage collecting tank via the
Closed Sea water supply valves to the sewage collecting P24V
vacuum line except for the hospital grey water line which has a direct inlet f) Check that there are sufficient chemical in the chemical dosage
tank P26V
to the disinfection tank (chlorination compartment) of the sewage treatment tank.
plant.
Sewage Treatment Plant g) Check that the blowers and the discharge pump are operating
Set up the soil and waste water system valves according to the table which correctly.
Select one of the pumps on the sewage treatment tank to be used as the
follow.
discharge pump, in this case No.1 is selected.
Daily Checks
Waste Drainage Pipe System Position Description Valve Check that the sludge is being returned to the activation compartment from
The waste drainage system from the galley area, port side and starboard side Open Sewage plant discharge pump suction valve from the settling compartment through the observation pipe provided, and that the
of the vessel are directed either into the dirty grey water holding tank or clarification tank discharge pump and the air blower are working. Check that the chlorine dosing
overboard if necessary. Close Sewage plant discharge pump suction valve from unit is functioning correctly.
aeration tank No.1
Position Description Valve Close Sewage plant discharge pump suction valve from Check the operation of the air lift and the air diffusers through the compartment
Open Line valve from starboard waste drainage system P15V aeration tank No.2 portholes.
and catering space drainage system to dirty grey Close Sewage plant discharge pump suction valve from
water holding tank disinfection tank Monthly Checks
Close Line valve from starboard waste drainage system P28V Close Sea water supply valve to the sewage treatment unit P20V Check that air flows are correct and that compartment vents are clear. Clean
and catering space drainage system to overboard Open Sewage plant No.1 discharge pump discharge valve P21V the blower suction strainer.
Open Line valve from port waste drainage system to dirty P14V Closed Sewage plant No.2 discharge pump discharge valve P22V
grey water holding tank
Open Discharge line isolating valve to overboard line P7V The Grey Water System
Close Line valve from port waste drainage system to P27V
Closed Discharge line isolating valve to shore connections P8V
overboard Discharge Pump
Open Overboard line discharge valve P10V
Open Drain valve from provisions refrigeration chamber P25V Maker: Shin Shin Machinery Co. Ltd
to bilge well Open Overboard discharge valve P11V
No. of sets: 1
Open Inlet valve from transfer pump P15V
Model: P102
Sewage Collecting Tank
Type: 2 piston positive displacement
a) Switch the sewage collecting tank discharge pump to AUTO
Select one of the pumps on the sewage collecting tank to be used as the vacuum Capacity: 5m3/h at 45mth
operation. This pump will operate in response to the level
pump and the other to be used as the discharge pump.
switches in the sewage collecting tank and discharge the
contents of the tank to the sewage treatment plant. The grey water system consists of a 52m3 grey water collecting tank into which
Position Description Valve grey water from the accommodation spaces falls by gravity.
Open Line valve from starboard soil pipes P1V b) Switch the sewage collecting tank vacuum pump to AUTO
Open Line valve from midship soil pipes P2V operation. This pump will operate in response to the vacuum in The collecting tank may be bypassed if necessary with grey water being
Open Line valve from port soil pipes P3V the vacuum manifold. discharged directly overboard by gravity.
Open No.1 vacuum pump suction valve
c) The sewage treatment unit should be initially filled with water The grey water collecting tank is fitted with a high level float switch alarm which
Open No.1 vacuum pump discharge valve and activated sludge added if it has been emptied for any reason is connected to the IAS.
Open Discharge valve to ejector or when commissioning the plant for the first time.

Chamber
From Fresh
Water From
Unit Calorifier
P25V
P9V
Bilge
P6V Well
To Bilge P15V
Holding Tank
P28V
P14V
P8V
P27V
P2V
Sewage
(50 Persons / Day)

LS Water Hydrophore
Tank (10m3)
Vacuum Pumps CI CI
(10m3/h x 27kg/cm2)
P4V
PI CI
Key
PI PI
Waste Water
PI No.2 CI P23V
P22V P21V
P10V Sea Water
To Bilge
Fresh Water
Holding Tank
Test
To Engine Room P29V
P16V
Bilge Pump
P17V
(2.11.1a)
P13V
Holding Tank
From Auxiliary
P19V P18V (52m3)
(5m3/h x 4kg/cm2)
From the grey water holding tank the contents can either be pumped overboard,
pumped to the bilge shore connections or pumped to the bilge holding tank for
processing through the oily water separator.
Procedure for Operating the Grey Water System
The grey water system can be operated in accordance with the following
procedures and valve lists:
a) Set the valves as in the following table. The description that

follows assumes that the dirty grey water tank and is being
pumped overboard by the dirty grey water discharge pump. For
pumping the dirty grey water tank to the bilge holding tank, see
section 2.11.1 Engine Room Bilge System.

Open Dirty grey water tank suction valve P16V
Open Dirty grey water discharge pump suction P18V
valve
Open Overboard discharge valve P19V
Closed Line valve to engine room bilge pump P17V
b) Ensure the strainer on the dirty grey water discharge pump is

clean.
c) Start the pump.
d) Monitor the level in the dirty grey water tank and shut the pump
down before the tank is empty.
2.13 Accommodation Systems
2.13.1 Provision Refrigeration System
2.13.2 Accommodation Air Conditioning Plant
2.13.3 Incinerator and Garbage Disposal
Illustrations
2.13.1a Provision Refrigeration System
2.13.2a Main Air Conditioning Plant
2.13.2a AuxiliaryAir Conditioning Plant
2.13.2b Air Handling Unit Control Panel
2.13.2c Air Conditioning Compressor Control Panel
2.13.3a Incinerator System
2.13.3b Incinerator Control Panel

Illustration 2.13.1a Provision Refrigeration System
Key
Meat Room Fish Room Vegetable Room Dairy Room
Refrigerant Liquid
-20°C -20°C +2°C +2C
35.5 m3 20.1 m3 30.9 m3 20.7 m3
Refrigerant Gas
HFS-6-SS HFS-4-SS HFS-3 HFS-2
Cooling Fresh Water
REG10 REG10 REG10 REG10

GBC12S GB12S GBC12S GBC12S
TES2-2.2(05) TES2-1.2(03) TES2-0.6(02) TES2-0.45(01)

NRV28S NRV28S KVP22 KVP15
Accommodation GVC28S EVR6 GBC10S GVC28S EVR6 GBC10S GBC22S EVR6 GBC10S GBC16S EVR6 GBC10S Accommodation
Area Area
Engine Room Engine Room

Area Area
Fan
Switchboard
Heat
Exchanger
KP1 KP5 KP5 KP1

DPI P PI P P PI P DPI
Compressor Compressor
P P
Compressor
Switchboard
KP2 KP2
PI P P PI
TI TI
From / Auxiliary From / Auxiliary
Central Cooling TI Condenser Condenser TI
Central Cooling
Fresh Water System Fresh Water System
(2.5.2a) (2.5.2a)
Liquid Charge Valve
Issue: Final Draft - March 2008 IMO No. 9333606 Section 2.13.1- Page 1 of 4
2.13 Accommodation Systems The system is not designed for continuous parallel operation of the compressor The symptoms of the system undercharged will be low suction and discharge
units and the valve on the compressor unit which is out of operation must be pressures with the system eventually becoming ineffective. Bubbles will
2.13.1 provision Refrigeration System fully closed. appear in the liquid gas flow sight glass.
During pull-down operation, two units may be used with full opening of When required, additional refrigerant can be added through the charging
Maker: York Marine/Hi-Press
refrigerant line valves to ensure rapid achievement of the desired temperature. line, after first venting the connection between the refrigerant bottle and
Type: Direct expansion, air cooled: R404a the charging connection in order to prevent air in the connection pipe from
Model: MCU5/321235-V The compressor draws R404a vapour from the cold room cooling coils and entering the system.
No. of sets: 2 pumps it under pressure to the condenser which is cooled by water circulating
from the central cooling FW system. In the condenser the gas is condensed to The added refrigerant is dried before entering the system. Any trace of moisture
Compressor become a liquid. in the refrigerant system will lead to problems with the thermostatic expansion
Maker: York Refrigeration valve icing up and subsequent blockage.
The liquid refrigerant is returned through a dryer unit and filter to the cold
Type: Single stage, reciprocating 4-cylinder
room evaporators.
Model: BF05 Operating Procedures
No. of sets: 2 The compressors are protected by high pressure, low pressure, low lubricating To Start the Refrigeration Plant
Drive motor: 11.9/6.71kW oil pressure and condenser cooling water failure cut out switches.
Either No.1 or No.2 refrigeration compressor may be used.
Controller
a) All stop valves, except the compressor suction valve in the
Introduction High pressure control KP5 Cut out 19.5 bar refrigerant line should be opened and fully back seated to
Cut in Manual reset prevent the pressure at the valve reaching the valve gland.
The plant is situated in the engine room at the 2nd deck level on the port
Low pressure control KP1 Cut out 0.7 bar
side. The refrigeration plant is automatic in operation and consists of two
Cut in 1.7 bar b) Check that the compressor oil level is correct. The crankcase
reciprocating type compressors, two condensers and an evaporator coil in each
heater should be switched on 6-8 hours before the compressor
of the meat, fish, dairy and vegetable rooms. Oil pressure control MP55 Cut out 0.4 bar
is started; this ensures that the lubricating oil is at the correct
Cut in Manual reset temperature but also ensures that refrigerant gas, which dissolves
Cooling for the meat, fish, dairy and vegetable rooms is provided by a direct Time delay 60 sec in the crankcase oil, is liberated from the lubricating oil.
expansion R404a system. Liquid R404a gas is passed to the evaporator coils for
Cooling water pressure control Cut out 0.4 bar
the rooms and the expansion valve regulates the amount of gas flowing to the
Cut in 0.8 bar c) Open the suction check valve when the heater is switched on.
evaporator in accordance with the current room temperature; if the temperature
has risen more gas passes to the evaporator. The gas expands through the
d) Check the quantity of refrigerant charge. With the system shut
expansion valve and extracts heat from the evaporator over which air from the A thermostat in each room enables a temperature regulating device to operate
down, gas should be pumped to the condenser and the quantity
room is passed. Air in the cold rooms is circulated through the evaporator coils the solenoid valves independently so as to reduce the number of starts and
of gas can be observed in the sight glass.
by electrically driven fans. The supply of refrigerant to the expansion valve is running time of the compressor.
regulated by means of a solenoid valve in the supply line.
e) Start the central cooling water system if it is not already
The evaporators accept the refrigerant as a supercooled vapour from their
operating. Open the condenser cooling water inlet and outlet
Room Volume (m3) Temperature expansion valves. The opening of the expansion valve is controlled by the
valves and supply cooling water to the condenser.
temperature in the particular chamber serviced by the evaporator. This vapour
Meat 35.5 -20°C
is heated as it passes through the evaporator and the hot vapour is then returned
Fish 20.1 -20°C f) Purge air completely from the cooling water system by opening
to the compressor through the non-return valves.
the air purger on top of the condenser or the air purging valve on
Vegetable 30.9 +2°C
the pipeline. Check the compressor’s smoothness by manually
Dairy 20.7 +2°C The solenoid valves at the air coolers (evaporator units) are opened and closed
turning it over.
by the room thermostats allowing refrigerant gas to flow to the evaporator
The freezing room evaporators are equipped with a timer controlled electric when open. With the solenoid valves closed no gas flows to the evaporators
g) After the crankcase warming period select the compressor
defrosting element. The frequency of defrosting is chosen by means of a timed and so no gas flows back to the compressor suction, the low pressure switch
unit for automatic operation and start the compressor. The
defrosting relay built into the starter panel. will stop the operating compressor. A constant pressure valve in the suction line
compressor will operate in automatic mode.
from the vegetable room maintains a desired constant evaporating pressure
Under normal conditions one compressor/condenser unit is in operation, with h) Adjust the suction stop valve gradually until fully open.
the other ready for manual start up, with all valves shut until required. Any leaks of refrigerant gas from the system will result in the system becoming
undercharged.
Illustration 2.13.1a Provision Refrigeration System
Key
Meat Room Fish Room Vegetable Room Dairy Room
Refrigerant Liquid
-20°C -20°C +2°C +2C
35.5 m3 20.1 m3 30.9 m3 20.7 m3
Refrigerant Gas
HFS-6-SS HFS-4-SS HFS-3 HFS-2
Cooling Fresh Water
REG10 REG10 REG10 REG10

GBC12S GB12S GBC12S GBC12S
TES2-2.2(05) TES2-1.2(03) TES2-0.6(02) TES2-0.45(01)

NRV28S NRV28S KVP22 KVP15
Accommodation GVC28S EVR6 GBC10S GVC28S EVR6 GBC10S GBC22S EVR6 GBC10S GBC16S EVR6 GBC10S Accommodation
Area Area
Engine Room Engine Room

Area Area
Fan
Switchboard
Heat
Exchanger
KP1 KP5 KP5 KP1

DPI P PI P P PI P DPI
Compressor Compressor
P P
Compressor
Switchboard
KP2 KP2
PI P P PI
TI TI
From / Auxiliary From / Auxiliary
Central Cooling TI Condenser Condenser TI
Central Cooling
Fresh Water System Fresh Water System
(2.5.2a) (2.5.2a)
Liquid Charge Valve
The compressor will operate but will stop automatically due to the low pressure Procedure for Defrosting the Refrigerating Room Evaporator Procedure for Stopping the Plant for a Short Period
cut-out as no gas is flowing in the system.
The evaporator in the freezing rooms (meat and fish rooms) are fitted with a) Close the liquid supply line valve to the evaporators for 5
Checklist During Operation electrical defrosting equipment (i.e. the evaporator and drip tray are provided minutes before stopping the plant.
with electric heating elements). The frequency of defrosting is chosen by
• Check the inlet and outlet pressure gauges means of a defrosting relay built into the starter panel. The defrosting sequence b) When the compressor stops on the low pressure cut-out, press
is automatic and as follows: STOP on the control panel.
• Check the compressor oil level
• Check the system for gas leakages a) The compressor stops and all the solenoid valves in the system c) When the compressor has stopped, close the suction and
close. discharge stop valves.
• Check for abnormal noise or vibration
b) The fans in the freezing rooms stop working. The fans in the
cooling rooms (dairy and vegetable) continue the circulation of d) Turn on the crankcase heater.
Procedure for Putting the Cooler Rooms into Operation the warm air over the coolers thus keeping the cooling surfaces
free from ice.
a) Open the refrigerant supply valves to one cooler room; the
Procedure for Stopping the Plant for a Long Period
thermostatic expansion valve inlet and outlet valves must be c) The electric heating elements in the freezing room are switched
on. a) Close the main stop valve after the condenser. Evacuate the
open and the manually regulated thermostatic expansion valve
evaporators.
bypass valve must be in the closed position.
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 b) Allow the temperature to rise in the evaporators, repeat after
b) Open the refrigerant gas return valves from the cooler room.
and the refrigerant is constantly kept near zero. When the ice has evacuation.
c) The thermostatic expansion valve will regulate the flow of gas melted, the refrigerant temperature rises in the freezing room.
When the temperature reaches the set point (approximately c) When the suction pressure is slightly over atmospheric, stop the
to the evaporator. The system will operate automatically with
+10°C) of the defrosting thermostat, the heating elements are compressor and close the suction and discharge stop valves. The
the compressor stopping due to the low pressure cut-out when
switched off. liquid refrigerant gas will be stored in the condenser.
the return gas flow has reduced because the expansion valves
are closed or the temperature controlled solenoid valve has
e) The compressor restarts. If the plant is to undergo maintenance the refrigerant gas charge may be
closed.
pumped to a storage unit as described in section 2.13.2 of this machinery
f) When the coil surface temperature has gone below the freezing operating manual.
d) When the first refrigerated room is at the desired temperature
and the plant is operating correctly, open the refrigerant valves point, the fan in the refrigerating room starts.
for the second room, then the third room and the fourth room.
Check the operation of the system. The system is now back on the refrigerating cycle again. If defrosting is not
completed at the expiration of the defrosting period, a new defrosting cycle
e) When the system has stabilised it may be left for automatic will commence.
operation.
System Running Checks to be Carried Out at Regular
Note: Valves must be fully opened and back seated in order to ensure that
Intervals
there is no pressure on the valve stem seal.
• Check the lubricating oil level in the crankcase

• Check the moisture indicators on the gas flow system
• Check the suction and discharge pressure and temperature. Any
unusual variations should be investigated
• Check all the room temperatures and evaporation coils for any
sign of frosting
• Check for leaks if the level of gas in the system appears to have
fallen
Illustration 2.13.2a Main Air Conditioning Plant To Accommodation Key To Accommodation Air Intake
Air Intake FCU for Wheelhouse
s
Steam
r
No.1 Main Air Handling Unit 01 No.2 Main Air Handling Unit 01
o u
Col
Condensate
Air
h e c k Refrigerant Liquid
Air
Intake
C Refrigerant Gas Intake
GBC42S GBC42S
M M M M
GBC18S GBC18S
Steam Steam
FCU for Galley
Condensate SCV125 SCV125 Condensate
HSV40 HSV40
Air Intake To Accommodation To Accommodation Air Intake
HSV40 HSV40
No.1 Main Air Handling Unit 02 No.2 Main Air Handling Unit 02
Air Air
Intake Intake
M M
Steam SCV80 Steam

SCV80
Condensate Condensate
HSV32
HSV32
SCV65
SCV125
PT PT
Liquid Liquid
Separator Separator
Compressor S S
Compressor S S
TT PT Heat TT PT Heat
F Condenser Exchanger F Condenser Exchanger
E E
TT PT TT PT
?????? ??????
Receiver Receiver
2.13.2 Air Conditioning Plant Condenser • A humidifier section with electronically controlled fresh water
Model: COKC322702 spray
Main Air Conditioning Plant No. of sets: 2 • A water eliminator section
Refrigeration/Condensing Units Air Handling Unit • A fan section with a belt driven centrifugal fan. The fan may
be operated at high speed or low speed (12.738m3/s high speed,
Maker: York Marine Maker: Hi-Press 8.492m3/s low speed)
Model: SAB 163HF/602702 D) No. of sets: 2 • A discharge section including one damper and a humidistat
No. of sets: 2 Type: Single pipe reheat; HBP-09
Compressors Cooling capacity: 259kW (maximum) The HPB-09 auxiliary AHUs consists of an electrically driven fan drawing air
Heating capacity: 270kW (maximum) through the following sections from inlet to outlet:
Maker: York Marine/ Sabroe
• Intake and mixing section including two dampers, one for fresh
No. of sets: 2
air and the other for recirculated air (90% recirculated air)
Model: SAB 163 HF (MK4) Introduction
• One air filter section with a polyamide filter mat
Type: Single stage, screw, pressure lubricated
The conditioned air for the vessel is supplied by main and auxiliary air • One steam preheating section with thermostatic control
Refrigerant: R404a conditioning plants.
Cooling capacity: 868.6kW One cooling section (C) with a freon R404a evaporator coil
Motor: 245.3kW The main air conditioning plant is located in the accommodation on the upper • A humidifier section with electronically controlled fresh water
deck level and serves the following: spray
Condenser
• Accommodation cabins and public rooms • A water eliminator section
Model: COKC 602702
• Wheelhouse • A fan section with a belt driven centrifugal fan. The fan may
No. of sets: 2
• Galley be operated at high speed or low speed (7.558m3/s high speed,
Air Handling Unit 5.039m3/s low speed). This section has a discharge damper
Maker: Hi-Press The auxiliary air conditioning plant is located in the engine room on the port
side of the 2nd deck level and serves the following: Humidification of the air is arranged with automatic control and this is fitted
No. of sets: 2
at the outlet part of the AHU.
Type: Single pipe reheat; HBP-10 • Switchboard and transformer rooms
Cooling capacity: 825kW (maximum) • Cargo HV and LV switchboard rooms on the upper deck The air is forced into the distribution trunking which supplies the designated
Heating capacity: 656kW (maximum) spaces served by the AHU. Up to 90% recirculated air is used with the auxiliary
• Electrical equipment room and cargo control room on C deck
AHU. The amount of recirculated air may be varied with the main AHU by
• Engine control room means of the dampers at the intake section.
Auxiliary Air Conditioning Plant • Electrical workshop
Refrigeration/Condensing Units Cooling is provided by a direct expansion R404a system. There are two
• Engine workshop refrigeration compressor units for the main air conditioning plant and two for the
Maker: York Marine auxiliary air conditioning plant. These units are dedicated to an associated AHU
Model: SAB 128HF/322702 D) The HPB-10 main AHUs consists of an electrically driven fan drawing air but cross-connection discharge and return valves allow either main refrigeration
No. of sets: 2 through the following sections from inlet to outlet: unit to be used for either main AHU. (Author`s Note: The drawing does not
• Intake and mixing section including two dampers, one for fresh show any such valves for the auxiliary refrigeration plants or AHU; to check
Compressors air and the other for recirculated air if an isolation system is available.)
Maker: York Marine/ Sabroe • One air filter section with a polyamide filter mat Each main and auxiliary refrigeration plant is automatic and consists of
No. of sets: 2
• One steam preheating section with thermostatic control two compressor/condenser units supplying the evaporators contained in the
Model: SAB 128 HF (MK4) air handling units together with other cooler units. The main refrigeration
Type: Single stage, screw, pressure lubricated • One cooling section (EC) with two R404a evaporator coils for
compressor units supply refrigerant gas to the wheelhouse and galley fan coil
use in extreme weather conditions
Refrigerant: R404a units (FCUs); the auxiliary refrigeration compressor units supply refrigerant
Cooling capacity: 492.5kW • One cooling section (C) with a R404a evaporator coil for use in gas to the electric workshop and engine room workshop FCUs.
normal weather conditions
Motor: 153.3kW
Illustration 2.13.2b Auxiliary Air Conditioning Plant

To Accommodation To Accommodation Air Intake
Air Intake Key
s
FCU for Electric Workshop
r
No.1 Auxiliary Air Handling Unit 01 No.2 Auxiliary Air Handling Unit 01
o u
Steam
Col
heck
Condensate
Air Air
C
Intake Refrigerant Liquid Intake
Refrigerant Gas
M M M M
S S FCU for Engine Workshop S S
Steam Steam
Air Intake HSV40 To Accommodation To Accommodation HSV40 Air Intake
No.1 Auxiliary Air Handling Unit 02 No.2 Auxiliary Air Handling Unit 02
Air Air
Intake Intake
M M M M
S S S S
Steam Steam
HSV40 HSV40
PT PT
Liquid Liquid
Separator Separator
Compressor S S
Compressor S S
TT PT Heat TT PT Heat
F Condenser Exchanger F Condenser Exchanger
E E
TT PT TT PT
?????? ??????
Receiver Receiver
The expansion valves for the evaporator coils are fed with liquid refrigerant Reheating of the air at the outlets is available from electric heaters at the cabin Starting the Air Conditioning Unit
from the air conditioning compressor, the refrigerant having been compressed in outlets. Each cabin has a thermostatic controller with dial in the cabin. a) Start the cooling water supply for the condenser cooling. The
the compressor then cooled in the condenser where it is condensed to a liquid. cooling water comes from the engine room low temperature
The liquid R404a is then fed, via dryer units and a sub-liquid cooler, to the In order to operate the galley and wheelhouse fan coil units (FCUs) from the central cooling FW system and will probably already be
evaporator coils where it expands under the control of the expansion valves, main refrigerant system, and the electric and main workshop FCUs from the running. Ensure that the supply and return valves to the
before being returned to the compressor as a gas. In the evaporator coils it auxiliary refrigeration system, it is necessary to open the refrigerant gas supply air conditioning condensers are open for the operating air
extracts heat from the air passing over the coils. and return valves to the FCU and start the fan of the FCU. The temperature conditioning compressor unit. Supply cooling water to the
for the FCU is set at the FCU controller. In the case of the galley unit it is condenser. Check that the supply of water from the central
Depending upon the weather conditions and the outside temperature the also possible to select heating. The fan is started and stopped by means of cooling system is correct.
refrigerant gas is supplied to the C section and/or the EC section. This changes pushbuttons on the controller, heating and cooling being selected by means
the cooling capacity of the AHU to meet cooling requirements. (Author`s of switches. (Author`s Note: No information provided about the wheelhouse b) Purge air completely from the cooling water cycle by opening
Note; Insert details of how this is done and upon whose instructions.) FCU but it is presumed to be similar to the galley unit.) the air purger on top of the condenser or the air purging valve
on the pipeline. Check the compressor smoothness by manually
Normally one compressor unit would supply its own AHU with refrigerant turning it over.
gas and the crossover discharge and return valves would be closed. Opening Procedure for the Operation of the Air Conditioning System
these crossover valves enables one main compressor unit to supply both main c) Check the compressor drive coupling.
Each AHU of the main and auxiliary air conditioning systems has its own
AHUs.
associated compressor; the procedure below assumes that all AHUs will be
operating and each will be supplied by its own compressor in order to meet d) Start the AHU fan. Check that air is flowing to all parts of the
For the main and auxiliary AHUs there are two identical compressors with accommodation served by the AHU.
the full air conditioning load of that system. (Author`s Note: Check if this
capacity control by means of the suction pressure based on the air inlet
is the way the system will be normally operated as there in no information
temperature to the AHU. A pressure controller regulates the capacity of the e) The temperature regulation controller must be set as required in
provided.). Capacity control is automatic, but for borderline temperatures,
compressor thus the compressor is running continuously and is loaded as order to meet system demand for temperature control.
capacity can be controlled manually.
required.
The following procedures are for the main and auxiliary AHUs unless stated The air conditioning compressors and AHU coolers will operate according
The compressor is protected by a high pressure transmitter which is activated to the setting of the controller. (Author`s Note: The AHUs have two speed
otherwise.
in the event of high pressure in the refrigerating gas system. Low oil pressure operation; is this automatic or does it have to be set manually.)
and high oil temperature provide for cut-out of the compressor. High gas
temperature on the discharge side and low gas temperature on the suction side Setting the Air Conditioning System
f) Start the air conditioning plant compressor by pressing the
are also provided. a) Check that the AHU air filters are clean. START pushbutton on the compressor control panel. Confirm
that the compressor operates and check the correct direction of
Any leakage of refrigerant gas from the system will result in the system b) Set the air dampers for the desired amount of air recirculation. rotation.
becoming undercharged. The symptoms of the system being undercharged will
be low suction and discharge pressure and the system will eventually become c) All stop valves, except the compressor suction in the refrigerant g) Adjust the suction stop valve gradually until it is fully open. If
ineffective. line should be opened and fully back seated to prevent the the compressor starts making a knocking noise close the valve
pressure at the valve reaching the valve gland. immediately. When the noise stops open the valve again. Repeat
If the system does become undercharged, the whole system pipework should this operation until the noises completely disappear.
be checked for leakage. The only reason for an undercharge condition after d) The crankcase heater on the compressor(s) to be used should be
operating previously with a full charge is that refrigerant is leaking from the switched on a least 6 to 8 hours prior to starting the compressor. h) Ensure that the refrigerant gas leakage detection system is
system. When required, additional gas can be added through the charging The heaters are switched on by pressing the HEATER pushbutton operational. There are detectors at each AHU, compressor/
line, after first venting the connection between the gas bottle and the charging at the compressor control panel. condenser unit, at each FCU and at the provision refrigeration
connection. The added refrigerant is dried before entering the system. Any system evaporator units.
trace of moisture in the refrigerant will lead to problems with the thermostatic e) Check that the crankcase oil level is correct and check the
expansion valve icing up and subsequent blockage. quantity of refrigerant charge. i) When the main and auxiliary air conditioning units are operating
the fan coil units in the galley, wheelhouse and engine room
Cooling water for the condenser is supplied from the low temperature central f) Ensure that the steam supply is available for heating and that spaces may be operated. The fan is started and the return and
fresh water cooling system. all steam and drain valves are open. Ensure that a fresh water supply valves to the FCU are opened. The temperature setting
supply is available for the humidity control system. is adjusted as required.
Air from the main AHU is circulated through ducting to outlets in the cabins
and public rooms. The air flow through the outlets can be controlled at the
individual outlets.
Compressor Running Checks Leaving the system with full refrigerant pressure in the lines increases the a) Check that the air circulation fan is are operating correctly.
tendency to lose charge through the shaft seal. The Temperature Regulation
• Check the inlet and outlet pressure gauges
switch must be set for a single compressor. b) Check that the air conditioning compressor system is functioning
• Check the oil level and oil pressure. Check the crankcase for correctly if cooling of the air is required.
foaming a) Shut the liquid outlet valves from the liquid receiver.
• Check that the gas leakage detection system is operating. An c) Open the steam supply valve to the air conditioning unit from
alarm will be issued if the system detects a gas leak at any part b) Run the compressor until the low pressure cut-out operates. The the steam system.
of the air conditioning system refrigerant gas will be condensed in the condenser and it will
pass to the liquid receiver and remain there as the liquid receiver d) Check that the humidifying water supply valve is open.
• The lubricating oil pressure should be checked at least daily outlet valves are closed.
• The oil level in the crankcase should be checked daily e) If the air needs heating, check that the steam heating inlet and
c) After a period of time the suction pressure may rise, in which outlet valves are open. Steam supply to the AHU is regulated by
• The suction and discharge pressure should be checked twice per case the compressor should be allowed to pump down again, temperature control valves. The steam regulating valves may be
day until the suction pressure remains low and the compressor does bypassed if manual control is needed. The drain valves from the
• The temperature of oil, suction and discharge should be checked not start again automatically. AHU must be open.
twice per day. A twice daily check on motor bearing temperature
should also be kept d) Shut the compressor suction and discharge valves and close the f) Set the temperature control to give the desired temperature.
liquid valves from the condenser to the liquid receiver. The expansion valve to the evaporator will operate to allow gas
• A check should be kept on shaft seal oil leakage
to the evaporator coil in order to reduce the air temperature.
e) Close the cooling water inlet and outlet valves and drain the If heating is required the steam supply valve will operate to
condenser of water. allow steam into the heat exchange units. (Select the number of
Procedure for Shutting Down the Compressor for Short
compressors and coolers to operate as described above in the
Periods f) The compressor discharge valve should be marked closed and compressor operating procedure.)
the compressor motor isolated, in order to prevent possible
a) Close the liquid receiver outlet valves. The valves between the damage. g) Set the humidity level desired. The water valve will operate
condenser and liquid receiver must remain open.
as required to inject water mist into the air flow. The humidity
level is measured for the recirculation air entering the air
b) Allow the compressor to pump out the system to the condenser/ Procedure for Operating the Air Conditioning System conditioning unit.
liquid receiver so that the low level pressure cut-out operates.
The air conditioning system will cool the air if required, will provide heating to
h) Ensure that the drains from the evaporator unit are working
c) Isolate the compressor motor. the air if needed, will remove excess moisture from the air if necessary and will
satisfactorily and that no water is lying in the drain tray.
humidify the air to the correct level for comfort. A comfortable atmosphere is a
d) Close the compressor suction valve. combination of temperature and humidity and both must be controlled. Higher
temperatures are more tolerable if the air is dryer. WARNING
e) Close the compressor discharge valve. It is essential that no water should be lying in the air conditioning system
The cooling effect on the air as it passes over the evaporator coil removes as this can become a breeding ground for legionella bacteria which can
f) Close the inlet and outlet valves on the cooling water to the moisture and a level of humidity is important for comfort so it is necessary have serious, or even fatal, consequences. The drain should be kept clear
condenser. to humidify the air again by spraying water into the circulating air flow. and areas where water can lie should be sterilised at frequent intervals.
The humidity is detected by a sensor and the water spray is introduced
g) Switch on the crankcase heater. automatically.
Fan Coil Units
The AHU dampers must be set to give the desired amount of recirculated air.
Procedure for Shutting Down the Compressor for a Prolonged A number of fan coil units are fitted to provide cooling (and in some cases
Period heating) to selected spaces. These units are essentially fans with refrigerant
There are main and auxiliary air conditioning systems and each system has two
cooling coils. Each unit is independent of other FCUs but they are supplied
AHUs. In each case one or both coolers in the AHU may be operated according
If the air cooling system is to be shut down for a prolonged period, it is with refrigerant gas from the main or auxiliary air conditioning compressor
to cooling requirements. The operating cooler selection is made by means of
essential to pump down the compressor refrigerant gas system and isolate the systems.
the Temperature Regulation controller at the air conditioning compressor
refrigerant gas charge in the liquid receiver. starter panel; this will also select whether the system fan operates at high or
The main refrigerant compressor system supplies the FCU in the galley and the
low speed.
FCU in the wheelhouse.
The auxiliary refrigerant compressor system supplies the FCU in the electrical Shutting Down the Refrigeration Plant for Maintenance The first stage in this process is to shut down the air conditioning plant as
workshop and the FCU in the engine room workshop. (Evacuating the Refrigerant Gas) described previously. For full refrigerant evacuation, the designated gas
recovery unit must be used together with dedicated gas recovery cylinders.
The FCUs in the electrical and engine room workshops only provide for If the plant is to be shut down for maintenance or repair and it involves opening
cooling. The controller has START and STOP pushbuttons which start and up the compressors or breaking into the refrigerant lines, the refrigerant The cylinders used to charge the system cannot be used as they have a single
stop the fan. In addition there is a Cooling ON/OFF switch which is pressed must first be pumped down to the condenser/liquid receiver and locked in as non-return valve on the top of the bottle as opposed to a normal recovery bottle
to select cooling or just air circulation as required. The temperature may be described in the section above. Particular emphasis is to be made on evacuating which has two isolating valves, one for gas and one for liquid, and an internal
selected at the temperature controller using the select arrow pushbuttons. The the system by repeating the process of allowing the compressor to cut out on dropper pipe off the liquid valve.
temperature is displayed at the temperature controller. low suction pressure, so ensuring maximum gas entrapment in the condenser/
liquid receiver. When complete, the inlet and outlet valves must be kept closed Pipes must be connected to the recovery unit, the liquid receiver/liquid charge
The FCUs in the galley and the wheelhouse are larger and also provide for until all maintenance work has been completed and the system returned to valve and the recovery cylinder as indicated on the recovery equipment.
heating. (Author`s Note: No information provided for the wheelhouse unit normal operation.
but presume it is similar to the galley unit.) The recovery cylinder must be placed on a weighing scale so that the charge
If more substantial repairs are to be undertaken, it may be necessary to remove added to the cylinder may be easy determined.
There are two cooling coils in these FCUs and they are selected as required at all of the refrigerant gas/liquid from the system.
the separate Cool 1 and Cool 2 ON/OFF switches. When all pipes are connected and all necessary valves are open the recovery
Because this operation involves evacuating the condenser/liquid receiver and pump may be started. Gas is transferred from the refrigeration system to the
In addition there is a Heater ON/OFF switch. The temperature is set at the pressurising cylinders, it should only be undertaken by a member of ship’s staff recovery cylinder.
temperature controller which also indicates the current operating temperature. trained in this operation or by a certified service engineer. For safety reasons,
reference should also be made to the maker’s operating manuals before When the recovery cylinder reaches 80% full the pump is stopped and the
The FCUs have a filter element which must be cleaned at intervals in order to undertaking this task. recovery cylinder replaced with an empty cylinder if further evacuation is
ensure adequate air circulation through the unit. required.
A Robinair 25201B refrigerant recovery unit is provided for evacuating
refrigerant gas from the systems. All air conditioning and provision refrigeration When the system has been completely evacuated the recovery pump is switched
Refrigerant Gas leakage Detection System off the pump and all of the valves are closed.
systems use R404a and so the same Robinair unit may be used in them all. Only
The refrigerant gas leak detection system has sensors located at the the supplied connections and pipes must be used when evacuating refrigerant
gas as they have all been designed for and approved for use with R404a. The Before reintroducing any refrigerant into the system, all repair works must
following: have been completed and the pipelines and compressors checked for integrity.
gas is stored in recovery cylinders after recovery from the system. Three
• Main AHUs in the air conditioning room 55.8kg recovery cylinders are provided. A separate vacuum pump, not the recovery pump, must then be used to create
a vacuum in the system. This will allow leakage checks to be undertaken and
• Auxiliary AHUs
The systems contain the following charges: also ensure any atmospheric moisture has been removed before refrigerant is
• FCUs in the electrical workshop, engine room workshop, galley introduced.
and wheelhouse • Main air conditioning plant 1,315kg
• Main and auxiliary refrigerant compressor/condenser units • Auxiliary air conditioning plant 730kg
• Provision refrigeration chambers • Provision refrigeration plant 80kg
• Provision refrigeration compressor/condensers From the above it can be seen that a full air conditioning system charge
cannot be stored in the recovery cylinders available and so if one of the air
The monitor is located in the engine control room and this has two alarm conditioning systems has to be completely evacuated it will be necessary to
levels, 500ppm and 300ppm. provide additional recovery cylinders.
The power supply must always be switched on at the monitor unit and the Recovery of refrigerant gas is a maintenance routine and not a normal
indicator lamps must be active. operational routine and so the manual for the gas recovery system must be
consulted before undertaking the recovery procedure. The engineer undertaking
Once set the system will operate automatically and will initiate an alarm if the procedure must ensure that all precautions are taken to prevent leakage of
refrigerant gas leakage is detected at any of the monitored locations. gas and injury to personnel.
The system should be tested at monthly intervals using the procedure issued
by the unit supplier.
Illustration 2.13.3a Incinerator System From From

Incinerator Waste Oil B48V
Gas Oil Transfer Pump
PI Service Pump (2.11.1a) Incinerator Waste Oil
(2.4.4a)
Settling Tank
(3.0m3)
Key LAH
MV1.2 MV1.1 TC2A LS
Saturated Steam DCS
TC2 Incinerator
Condensate F314V
EJ Marine Gas Oil
F311V Service Tank
Marine Diesel Oil
(2.0m3)
RD LAL
Sludge/Waste Oil PS1 PS2 LS
DCS
MS2 C2
Air VH
Primary Waste TC1A
Instrumentation Burner Oil To Inert Gas Generator F316V
TC1 BK T114V
Burner Gas Oil Service Tank
ST1 Overflow Line
IL (2.7.10a) T113V
B To
CP1 To Engine Room
TD
Oily Bilge Tank Drain Cooler
RV1 From
(2.6.3a)
6bar Steam
MS1 System
IL Primary
Secondary (2.6.3a)
Combustion
Combustion PU1
Chamber
POV2 Chamber L
IL1 TS
CP2
H
SCV
TS
Incinerator Incinerator Waste Oil
MV10 NV1
POV1 (700,000 Kcal/h) Service Tank TI
F320V
(3.0m3) L
MV8 LS
RV4 H
LS
LS
RV3 PL PU5 CL
MV7 PS3
PI M3 F317V
PU3
C5 PI TR To (26m3/h F312V
MV11 TV3
Fuel Oil x 0.4bar)
MV8
Drain Tank
MV4
From F323V
GS Air F319V
System (2.9.3a) To
Bilge
F321V Holding
Tank
F322V
NO. DESCRIPTION NO. DESCRIPTION NO. DESCRIPTION NO. DESCRIPTION

B Waste Oil Burner MS1 Microswitch (Feeding Door) POV1 Sludge Valve Air Operated RV4 Pressure Valve for ST-1 T111V
BK Mixing Chamber MS2 Microswitch POV2 Sludge Valve Air Operated ST1 Primary Burner Incinerator
C2 Pneumatic Cylinder of Sluice MS3 Microswitch (Ash Door) PS2 Pressure Control For Combustion Chamber SCV Speed Control Valve
C3 Pneumatic Cylinder of Sluice MV1.1 Solenoid Valve (DO) PS3 Pressure Control For Atomising Air TC1 Thermocouple
To
C4 Pneumatic Cylinder of Sluice MV1.2 Solenoid Valve (DO) PS1 Pressure Control For Cooling Fan TC2 Thermocouple T110V
Engine Room
C5 Ash Door Blocking MV4 Solenoid Valve (Air) PU3 Waste Oil Dosing Pump TD Trap Door Drain Cooler
MV7 Solenoid Valve (Air) PU1 Diesel Oil Pump To
CP1 Incinerator Control Panel TR Pressure Regulator (2.6.3a)
Oily Bilge
CP2 Waste Oil Tank Control Panel MV8 Solenoid Valve PU5 Mill Pump TV3 3-Way Test Cock
From Tank
EJ Expansion Joint MV9 Solenoid Valve (C3/C4) RD Regulating Damper NV1 Non Return Valve (ST1) 6bar Steam
IL Feeding Door MV10 Solenoid Valve (C2) RV1 Pressure Control VH Primary Blower System
IL1 Ash Door MV11 Solenoid Valve (C5) RV3 Pressure Valve for PU-3 (2.6.3a)
2.13.3 Incinerator and garbage disposal Any water should be drained from the waste oil tank and steam heating applied Procedure for Operating the Incinerator on the Solid Waste
to the tank prior to burning waste oil. The milling pump should be operated Program
with the return going to the waste oil tank.
Incinerator
a) Ensure that the control panel switch is turned to the sludge-
This ensures that there is an even temperature throughout the waste oil tank off position.
Maker: Hyundai-Atlas
and that any remaining water is dispersed in the oil charge. The procedure for
Type: Maximum 150 SL-1 W/S filling the incinerator waste oil service tank is given in section 2.7.7. b) Check that the air nozzle holes in the refractory lining are clear
Calory capacity: 914kW by viewing through the sight glass.
Solid waste: Max 150kg/h (2,400kcal/kg) The incinerator is locally operated and the IAS has no control over operation of
Liquid waste: 82kg/h (8,600kcal/kg) the incinerator. However, the incinerator IAS graphic screen provides alarms, c) Check that the refractory lining is in good condition.
supervisory information and emergency stop facilities.
d) Activate the main switch on the control panel.
The incinerator, situated at the port side of the engine room casing on B deck
level, can burn solid garbage waste and engine room waste oil. Marine diesel Procedure for Preparing for Operation of the Incinerator
e) Fill the primary combustion chamber with solid waste and
oil MDO is burned in order to raise the combustion chamber to the required
a) Check that there is an electrical supply to the incinerator and close the feeding door. The waste charge must not exceed the
temperature for the combustion of solid material and waste oil and may also
that main control panel is operational. prescribed limit per charge of 8.0kg.
be burned to assist the total combustion when required. Although the unit is
capable of burning 150kg of solid waste per hour and 82kg of waste oil per
hour, care must be taken to ensure that temperature limits are not exceeded. b) Check that there is a compressed air supply available from the Note: The manufacturer’s recommended limits for different types of solid
Problems can arise when burning solid waste if the nature of the waste is not general service air system. waste must not be exceeded. The manufacturer’s manual must be consulted
known. Plastics present problems when burned in an incinerator and can lead before burning items of waste in order to determine the maximum charge.
to very high temperatures. c) Ensure that there is sufficient MDO in the incinerator MDO
service tank and that the incinerator waste oil service tank has f) Reset the alarm lamps by pressing the reset alarm
The combustion chamber is fitted with a loading door, to admit garbage, and a been prepared for operation. pushbutton.
cleaning door to allow removal of ash and slag when incineration is completed.
The cleaning door is interlocked and may only be opened when the incinerator d) Set the valves as in the following table: g) Ensure that all the lamps are operational by pressing the lamp
primary combustion chamber temperature is below 145°C. Flue gas from the test button.
incinerator is vented via the exhaust ducting/funnel to the atmosphere. A flue Position Description Valve
gas damper is mounted in the ducting above the incinerator. A primary blower h) Start the incinerator by turning the Incinerator switch to the
Open Incinerator waste oil service tank quick- F317V
provides forced combustion air to the primary combustion chamber and there START position. The incinerator will now start automatically
closing outlet valve
are also air inlet nozzles located low down in the primary combustion chamber by activating the primary burner in the primary combustion
Open Milling pump outlet valve F319V chamber and it will raise the temperature to the operating level
for the supply of combustion air.
Open Milling pump inlet valve to incinerator F322V within the range 850°C - 950°C. The diesel oil burner will
Control of the incinerator, the MDO pump, waste oil circulating pump and Open Waste oil return valve from incinerator F321V operate to maintain the temperature within that range.
primary combustion air fan are from the local control panel. Provision is Open Incinerator gas oil service tank quick-closing F311V
made for local indications of flue gas and combustion chamber temperatures, outlet valve Note: If the flame in the incinerator goes out, the incinerator must be reset
together with a flue gas high temperature alarm. Open Gas oil inlet valve to incinerator F324V by pressing the reset flame failure burner button.
Open Gas oil return valve from incinerator F325V
The unit is provided with its own MDO service tank, which can be filled from
the MDO storage tanks by means of the MDO transfer pump. The incinerator’s
own fuel oil pump takes suction from the incinerator MDO service tank and e) Check that there are no obstructions for air admission to the
supplies gas oil under pressure to the burner unit. The waste oil burner uses primary blower and the flue gas outlet.
compressed air atomising supplied from the general service air system. Waste
oil is supplied from the incinerator waste oil service tank by means of a milling f) The incinerator is now ready for operation.
pump and a waste oil dosing pump is then used to supply the waste oil to
the burner. The milling pump supplies oil to the incinerator with the excess
returning to the waste oil tank.
Illustration 2.13.3b Incinerator Control Panel
Temperature Controller High Temperature Primary Chamber

High Fuel Gas
Primary Combustion Combustion Amp. Meter Flame Failure Hour Meter
Temperature
Chamber Chambers
0 0 0 0 0H
HOUR METER
Low Negative
Low Pressure Motor Overload Low Pressure Sluice Inside
Pressure
Combustion Air Atomising Air Door Not Closed
Combustion Chambers
Primary Blower Incinerator

Control Voltage Incinerator Running Sludge Burning Space Heater
Running Doors Open
Lamp Test Incinerator Reset Alarm Delay Burner Waste Oil Space Heater
Stop Start Auto Man. On Off On Off
Main Switch
Reset Flame Failure
Primary Burner
OFF ON
Procedure for Operating the Incinerator on the Sludge b) If there are any problems during start-up and operation, the Alarms and Trips
Program incinerator must be stopped immediately by activating the
incinerator stop switch. The following incinerator conditions trip the incinerator or prevent it from
a) Ensure that the control panel switch is turned to the sludge starting and produce an alarm:
on position. c) The reason for the abnormal start-up/operation of the incinerator
• Power source failure
must be investigated immediately with the help of the
b) Before starting the incinerator, follow the instructions given troubleshooting section in the incinerator instruction manual. • Flame failure
in steps b) to d) and f) to h) in the procedure for operating the • Flue gas temperature high
incinerator on the solid waste program above. The primary Care of the Primary Combustion Chamber • Combustion chamber temperature high
burner in the primary combustion chamber will be activated.
After a preheating period of 13 minutes the sludge burner will • Glass, bottles, and other materials which may not be burned • Fan motor trip
start automatically and operates within the set points 850°C - must not be put into the primary combustion chamber.
• Waste oil pump motor trip
950°C • Wet solid waste must not be put into the primary combustion
chamber more than one hour before starting the incinerator. • Low combustion air pressure
Note: If the delay primary burner is switched to the automatic • When burning oil-containing materials, such as filter cartridges, • Low combustion chamber negative pressure
position (AUT), the primary burner will operate for 25 seconds to ignite the oily cotton waste, and scrapings from the centrifuges, do not • Low atomising air pressure
sludge burner automatically. If the delay primary burner is switched put more than 5 litres per charge into the primary combustion
to the manual position (MAN) the primary burner operates all of the time • Ash door open
chamber.
together with the sludge burner. • Sluice inside door not closed
• When burning material with high calorific value with explosion-
like combustion such as plastic, the maximum charge must not • Waste oil tank low level
Adding Solid Waste to the Incinerator exceed 3.0kg. • Waste oil tank high temperature
Before adding a new charge of solid waste, look through the sight glass to • DO NOT overload the incinerator with waste. Ensure a • Waste oil tank low temperature
ensure that the incinerator is ready to receive more waste. Additional solid maximum 70,000kcal per charge or 20% of the volume of the
primary combustion chamber. The maximum load per charge of • Milling pump motor overload
waste can only be added when the primary combustion chamber has cooled and
the temperature interlock on the feeding door has been released. The feeding class II solid waste must not exceed 70 litres.
door is blocked when the primary combustion chamber temperature is above • The feeding door must not be opened unless there is a minimum The following waste oil tank conditions produce an alarm only:
145°C. of 10mm (water gauge) vacuum in the combustion chamber as • Waste oil tank high level
shown on the U-tube manometer.
Procedure for Stopping the Incinerator • The flue gas uptake damper is set initially and should not be
tampered with. However, excess draught can cause erratic
a) Activate the switch incinerator stop. This automatically combustion and increase the heating up time. It may be necessary
switches the incinerator to the cooling program. to adjust the flue damper to correct erratic combustion if it is
found to be due to the air supply and not to the fuel burner.
b) When the temperature in the incinerator drops to below 145°C, • Removal of slag must be undertaken carefully. Do not knock or
the incinerator cooling program stops automatically. hammer on the sides of the primary combustion chamber. The
main switch must be turned ON to open the door.
c) When the incinerator has stopped, switch off the main switch on
the control panel.
WARNING
DO NOT put explosive materials, closed containers or aerosols into the
Abnormal Start-up and Operation of Incinerator combustion chamber.
a) If oscillating combustion occurs at start-up of the incinerator,

the incinerator must be stopped immediately by activating the
incinerator stop switch on the control panel.
Garbage Disposal Garbage Disposal Procedures

Summary of Regulations
Food Waste
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution Food waste production for approximately 50 people is given as 15kg to 25kg
by Garbage from Ships, controls the way in which waste material is treated on per day or 75 litres to 125 litres per day without compacting.
board ships.
The daily food waste produced is collected in bags in the galley and transported
Although it is permissible to discharge a wide variety of garbage at sea, by hand to the waste management room on the upper deck.
preference should be given to disposal utilising shore facilities where available.
A summary of the garbage disposal regulations are given next.
Dry Waste
The special areas are as follows: Dry waste production for approximately 50 people is given as approximately
• The Mediterranean Sea 30kg per day or 1,000 litres to 1,500 litres per day, without compacting.
• The Baltic Sea The volume can be reduced by a factor of 5 by shredding or compacting the
• The Black Sea waste.
• The Red Sea Dry waste from the accommodation is collected in the waste management
• The Persian Gulf room and compacted.
• North West European Waters
Dry waste from the engine room is taken directly to the garbage room.
• The Gulf of Aden
• The Antarctic Other Waste
• The Wider Caribbean Area Cans that have contained oils or chemicals must be stored in the garbage room
before discharge ashore.
Garbage Outside Special Areas Oily rags may be burnt in the incinerator in small quantities.
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. Incinerator ash must be stored on board in a special site if less than 12 miles
offshore. Otherwise the ash can safely be dumped overboard.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Paper, rags, glass, bottles, crockery and other similar materials are allowed
over 12 miles offshore.
All other garbage including paper, rags etc. are allowed over 3 miles offshore.
Food waste can be disposed of in all areas over 12 miles offshore.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to
MARPOL 73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans.
3.2 Integrated Automation System (IAS)
3.2.1 IAS Overview
3.2.2 IAS Control Station Operation
3.2.3 Extension Alarm System
Illustrations
3.2.1a IAS System Architecture
3.2.2a Opening Screen Shot
3.2.2b Engine Control Room IAS Annunciator Keyboard
3.2.2c Machinery Control Screen Shot
3.2.2d Power Production Screen Shot
3.2.3a Extension Alarm Panel

Illustration 3.2.1a IAS System Architecture

Wheelhouse
WS08 AVC WS09 AVC Integrated WP17
AMC FS01 AVC Fieldstation
Shipboard Navigation Watcall
Time from GPS Workstation Workstation Management VDR
Fire and (Interface Controller No.1)
or Master Clock Gas 1 System Panel
System
Navigation Deck
Accommodations
Officer’s Mess Junior Engineer 4th Engineer 3rd Engineer Chief Engineer 2nd Engineer Cargo Engineer ETO
Duty Mess Officer’s Lounge Library Lounge Gymnasium Central Office Cadet (D) Chief Officer’s Room Captain’s Cabin
Room Room Room Room State Room Room Room Room
WP16 WP15 WP14 WP13 WP12 WP11 WP10 WP09 WP08 WP07 WP06 WP05 WP04 WP03 WP02 WP01
Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel Watchcall Panel
D Deck
Cargo Control Room WS04 AVC WS05 AVC WS06 AVC WS07 AVC WS11 Programming CTS CC02 CC03 FS01 AVC Fieldstation NS02
NS01 PR05 PR06 UPS 2 (Interface Controller No.1)
PR01 Alarm and Workstation Workstation Workstation Workstation Workstation Interface FS16 AVC Controller AVC Controller Network
Network Hard Copy Data Log
Events Printer AVC (PMS A) (GMS A) Switch Box
Switch Box Printer (Screen Print) Printer Field
Station AMC AMC AMC
Fire and Emergency
Loading AMC Gas 2 Shutdown
Computer System
C Deck
B Deck
A Deck
Cargo I/O Cabinet Room-Port Cargo I/O Cabinet Room-Starboard NS04
NS03
FS09 FS10 FS11 FS12 FS13 FS14 Network
Network FS15 IS IS IS
AVC AVC GCU 2 AVC AVC AVC AVC Switch Box
Switch Box AVC
Field Field Field Field Field Field Field
IS IS IS
Station Float Station Station Station Station Station Station
Level Emergency Level
GCU 1 AMC Gauging AMC AMC AMC AMC AMC AMC
Shutdown Gauging
Interface System 2 Interface
Upper Deck
Engine Control Room PR02 CC01 AVC CC04 AVC Hot Redundant
WS01 AVC WS02 AVC WS03 AVC WS10 AVC PR03
PR04 Alarm and Hard Copy UPS 1 Controller (PMS A) Controller (GMS B) Field Station
Workstation Workstation Workstation Workstation Data Log FS17
Events Printer Printer (Screen Print) Printer AVC
AMC AMC Field AMC AMC
Station
AMC
2nd Deck
Main FS04 FS08 Performace
FS03 FS07 FS06 FS05
NS05 Switchboard AVC AVC
Monitoring
AVC N2 AVC System AVC AVC
Network Room GEN A Field Field
Field Field Field Field NS05
Switch Box Alarms and Alarms and
Station Station Station Station Station Station Network
Monitoring Monitoring
NS07 Diesel Gen 1 Diesel Gen 3 Switch Box
AMC IGG AMC AMC AMC N2 AMC Diesel Gen 4 AMC
Network Diesel Gen 2
GEN B NS07
Switch Box Network
Switch Box
3rd Deck
Propulsion Room Motor I/O Propulsion Converters Motor I/O

Switch Converter I/O Switch Converter I/O
AMC
Control I/O Starboard Control I/O
Port Thruster PEC Switch PEC Starboard
Control Port Thruster
Switch Control
4th Deck
3.2 integrated automation System (ias) control computer, an operator keyboard with buttons and trackball. These are System Operator ID’s
installed in the engine control room, cargo control room, and the wheelhouse.
Log in User ID Privilege
3.2.1 IAS Overview
For watchkeeping purposes, the duty officers cabins are fitted with IAS monitor Machinery Operator 1
IAS Equipment screens. Senior officers, and gas engineer cabins are fitted with IAS monitoring Cargo Operator 1
screens, and computer workstations. Wheelhouse Operator 2
Manufacturer: Alstom/Converteam
Model: Integrated Automation System B Senior Operator 2
System Main Components Supervisor 3
ALSTOM 3
Introduction The IAS is manufactured by Alstom/Converteam, and has an open architecture
that is fault tolerant. The system incorporates a redundant bus control network The workstations are installed in the locations listed, and include the following
The IAS system is a machinery monitoring, and control system which covers all that interconnects various stations such as control processors, application equipment:
the important plant on board the vessel, such as propulsion, power generation, processors and application workstations. The redundant bus is used to provide
boilers, auxiliary machinery and cargo/ballast systems, fire systems monitoring high speed, redundant communications between each of the stations. The main
etc. components of the IAS system are as follows. Engine Control Room
The basic functions include: • Each workstations includes a colour monitor, control computer,
Workstations an operator keyboard with buttons and trackball.
• Process and system monitoring
The workstations are the main interface between the operator, and the processes • One workstations, WS01 is configured as the alarm server.
• Event logging and monitoring under the operator’s control, and each workstations. The system consists of 10
• Three workstations, WS02, WS03, WS10 are configured as
• Control functions (motor control, valve control and PIDs) workstations, with 2 configured as alarm servers, these being the ECR and the
alarm clients.
CCR. The remaining 8 workstations are alarm clients.
The main applications to which these functions are applied are: • One alarm and event printer PR04
Note: Alarm servers are responsible for control of the alarm system, and • One hard copy printer for screen prints PR02
• Power management
work in an online/standby arrangement with only one being online at any one
• Propulsion plant • One data logger printer PR03
time. Alarm clients must be connected to an alarm server, through which all
• Cargo and ballast control displayed alarm information is received, and control commands are sent.
Cargo Control Room
• Watch call system There are 4 levels of log-in privilege at each workstation, and only an operator
• Fire and gas alarm monitoring who has logged in and has taken control at his workstation can control plant, • Each workstations includes a colour monitor, control computer,
or acknowledge alarms. Each workstation must be individually logged in for an operator keyboard with buttons and trackball.
The system architecture is as shown in illustration 3.2.1a above, and is made an operator to have control. • One workstations, WS04 is configured as the alarm server.
up of two distinct parts, one of which provides the operator with display, and
• Three workstations, WS05, WS06, WS07 are configured as
operating facilities, and one that is used for the processing of the collected Log -In Privileges alarm clients.
information.
Log in Level User Privilege • One alarm and event printer PR01
0 Monitor Without log-in only monitoring of the system • One hard copy printer for screen prints PR05
Main Components permitted
• One data logger printer PR06
The IAS system is made up of workstations connected by a dual bus to the 1 Control Normal log-in gives control access, which
network switch boxes, and the process field stations. The process field stations allows control actions for most plant devices
2 Supervisor This privilege gives access to key operations Wheelhouse
contain the input/output cards to and from the equipment controlled and/or
monitored. such as alarm editing, time zone adjustment,
and the ability to grab control of a control group • Each workstations includes a colour monitor, control computer,
irrespective of location. an operator keyboard with buttons and trackball.
Workstations
3 Marine This privilege is only for use by manufacturers • Two workstations, WS08, WS09, are configured as alarm
The workstations are the main interface between the operator, and the processes service engineer during commissioning or fault clients.
under the operator’s control. Each workstations includes a colour monitor, finding onboard.
The annunciator keyboard consists of an array of red, green and yellow • Bridge: 5 FBMs mounted on one base plate unit in enclosure The supply to the fieldbus module enclosures is 230V, 60Hz from the UPS units
pushbuttons and an audible annunciator. Each button is labelled and allows No.ATR061. and each fieldbus cubicle is fitted with two power supply modules that run in
access to the system mimic labelled on the button. parallel with each other in case one supply develops a fault and fails. This
• Starboard electrical propulsion room: 32 FBMs mounted on
ensures the supply to the modules is safeguarded and remains uninterrupted.
four base plate units in enclosure No.ATRDB1.
Note: Workstation WS11 located in the cargo control room is the one that The supply to each of the modules is from one UPS unit.
can be used to modify the system software but this must only be performed • Starboard machinery room: 29 FBMs mounted on four base
by an authorised person. plate units in enclosure No.ATR2P3. The power supply to the operator workstations in the control rooms is split into
• Starboard converter room: 23 FBMs mounted on three base two sections with each section being supplied from separate UPS units. In the
plate units in enclosure No.ATR1P1. event that one UPS fails, the power supply to both sections will be provided
Fieldbus Modules by the one remaining UPS.
The fieldbus modules (FBMs) are fitted in IAS cubicles in the locations listed • Starboard machinery switchboard room: 14 FBMs mounted on
below and provide the necessary conversion of all of the digital and analogue two base plate units in enclosure No.ATR2P1.
Process Stations
input and output (I/O) signals to allow the corresponding signal values to be • Oxidiser control room: 5 FBMs mounted on one base plate unit
communicated to the control processor. in enclosure No.ATR011. The process stations are interface and processing units. They are related to
particular pieces of equipment, or plant, and provide the interface between
• Starboard cargo switchboard room: 23 FBMs mounted on three the IAS and the actual plant or equipment. Process stations also contain the
A wide range of FBMs have been fitted to perform the different types of signal
base plate units in enclosure No.ATR3P3. operating software for the associated equipment.
conversion and to interface the control processor with the engine room sensors
and actuators. • Starboard cargo electrical equipment room: 32 FBMs mounted
on four base plate units in enclosure No.ATR0P1. The IAS on board is called a distributed processing system, because the
• Forward store room: 20 FBMs mounted on three base plate process control functions are defined locally in the process stations and not
units in enclosure No.ATR3P2. in the operator stations. The operator stations function independently, so they
Control Processor
• Port electrical propulsion room: 31 FBMs mounted on four can be located at the ship control centres. This also means that each station is
base plate units in enclosure No.ATRDB2. The CP270 control processors are distributed, field-mounted controller capable of controlling any process, provided it has control of the appropriate
modules that support up to 32 of the 200 series FBMs and they are located command group and the user is logged on with the correct access code.
• Port machinery room: 13 FBMs mounted on two base plate
in the same enclosures as the fieldbus modules listed above. The control
units in enclosure No.ATR1P4.
processors connect to the control network and perform regulatory, logic, Each station computer has a hard disk containing the software files for the
• Port machinery switchboard room: 15 FBMs mounted on two timing and sequential control checks together with the FBMs to which they fitted equipment. Process values to be displayed at the operator stations are
base plate units in enclosure No.ATR2P2. are connected. They also perform data acquisition and alarm detection and generated in the process stations and transferred to each station as required.
• Port converter room: 23 FBMs mounted on three base plate generate alarms if an input signal goes outside its predefined set point.
units in enclosure No.ATR1P2. Alarm Servers
The CP270 is an integral part of the control network with the controllers being
• Emergency diesel generator room: 9 FBMs mounted on two closely aligned to the specific process units and they are always mounted in An alarm server is a specific computer on the network which runs the operator
base plate units in enclosure No.ATR012. close proximity to their input/output (I/O) devices and the equipment being station software. It also contains the historical database, storing an historical
• Port cargo electrical equipment room: 31 FBMs mounted on controlled. The control processors flatten and simplify the architecture in the I/A (time/date) series of process (samples). These series are used to produce trends
four base plate units in enclosure No.ATR0P2. system and are DIN rail-mounted in the enclosures. The co-ordination between and reports at the operator and alarm server stations. There are two alarm
the process units then takes place via a rapid communication network. servers fitted, one in the ECR (WS01), and one in the CCR (WS04).
• Port cargo switchboard room: 24 FBMs mounted on three base
plate units in enclosure No.ATR3P4.
Communication Network The Operator Interface
• Starboard cargo electrical room: 15 FBMs mounted on two
base plate unit in enclosure No.AER3P1. The workstations communicate to the redundant bus network. The graphic displays are shown on the monitor of the IAS workstations, and
further details on these have been provided in section 3.2.2 that follows.
• Port cargo electrical room: 14 FBMs mounted on two base
plate unit in enclosure No.AER3P2. Power Supply
• Starboard cargo switchboard room: 8 FBMs mounted on one The IAS system is supplied from two independent uninterruptible power
base plate unit in enclosure No.AER0P1. supplies (UPSs). UPS1, in the ECR , and UPS2 is located in Cargo Control
Room. Each UPS has batteries fitted that supply two hours of back-up in the
• Port cargo switchboard room: 5 FBMs mounted on one base event of power failure, and each is provided with protected output terminals.
plate unit in enclosure No.AER0P2. The UPSs have two electrical supplies, one from the main switchboard and a
• Forward store room: 21 FBMs mounted on three base plate second supply from the emergency switchboard. The details of these supplies
units in enclosure No.ATR3P1. are as detailed in the electrical section 2.2 of this manual.
System Peripheral Equipment

Printers
Certain workstations are connected directly to a dedicated printer for printing
out alarms and events, and may be interfaced to one or more network printers
for event and report printing.
A workstation may also have the facility to print to the network colour printer,
providing colour screen dumps.
Monitoring and Control

Monitoring and control is performed by software modules. The basic modules
are:
• Buttons
• Analogue measurement modules
• Digital measurement modules
• Pulse measurement modules
• Motor/pump control modules
• Valve control modules
• PID controller modules
All display views are made up from a set of standard modules. The symbols
on the screen are the symbols associated with these modules, valves, motors,
measurements etc.
Symbols
The symbols indicate the operational mode, and status of the represented
equipment (motor/pump etc) by means of tag mark characters, and changes in
colour and appearance. Illustration 3.2.2b shows the common module symbols
used within the system.
Illustration 3.2.2a to go here
3.2.2 IAS Control Station Operation • 3=Marine - This level of access is reserved for the use ofthe The pipelines are shown in varying thicknesses with the heavy lines showing
manufacturer’s service engineers, and can be used to alter the main lines and the narrower lines the smaller secondary pipelines.
process values inside the system during commissioning or fault
The Operator Interface finding. The graphic components used in the mimics are as follows: (Confirm
onboard).
The graphic displays are shown on the monitor of the workstations. These
displays show all or part of a system or process using standard symbols to Screen Displays and Alarm Treatment • - This symbol displays a manual system valve. If the valve
represent the actual plant, equipment, valves, motors etc. Events such as alarms has been fitted with limit switches it will be coloured green when
Modes of Operation
and messages are also shown on the displays. open and white when closed. If there are no limit switches the
When operating any equipment through the IAS the normal method of control valve will be coloured grey. If the valve has a critical alarm the
The operator panel is used to interact with the display, and control the process. is the REMOTE mode so when switched to this it will not be indicated as such symbol will have a red blinking square around it which when
This is achieved by the use of the trackball and buttons to point and click on on the screen. The indication has been left off for clarity on the screen but if an acknowledged will go to a steady state red light. If the alarm
symbols and menus. item has been switched to something other than the remote mode it will show is non-critical the flashing square will be yellow in colour and
one of the following: when acknowledged will go to a steady state yellow.
Displays and Views • Unavailable - This will be shown as a capital letter U on the
screen.
The system is made up of the following types of views: • - This displays a regulating valve which if proportional
• Manual mode - This will be shown as a capital letter M on the will show the percentage the valve is open (XX%) at the side of
• Process screen. the valve symbol. The valve will be coloured green when open
• Event • Interlocked - This will be shown as a capital letter I on the and white when closed. If the valves are not proportional and
• Trends screen. are either fully opened or fully closed, they will be coloured grey
when closed and green when open. If the valve has a critical
The Display and Control of System Processes alarm the symbol will have a red blinking square around it and
Annunciator Keyboard Operation when acknowledged it will go to a steady state red light. If the
The number of views in a system depends upon the equipment under system The annunciator keyboard is a shown in illustration 3.2.2b and provides a short alarm is non-critical the flashing square will be yellow in colour
control. The operator can select views with varying levels of detail. When a cut method of accessing system screen mimics. The keyboard is divided into and when acknowledged will go to a steady state yellow. If the
view is selected showing an overall process, there may not be enough room three sections that cover the cargo, safety and machinery functions. Pressing valve symbol has a downward facing arrow on the valve stem
to display all the detail on a single view. To account for this, the system will one of the keys will provide access to the relevant screen from where the the valve will go to a closed position in the event of a signal
therefore have a number of views, accessed from the main view, that show system details can be seen or access to a system’s sub-menus provided. failure and conversely, if the arrow is pointing upwards it will
these details. fail to the open position on signal failure. If the valves are three
There are two other alternative methods of accessing the system screen mimics. way temperature control valves, the colouring will be similar to
Access Level The first one is to use the trackball and to left click over the MACHINERY the examples given below with the direction of fluid flow being
There are four levels of access provided in the IAS system and the operator 1, MACHINERY 2, COMMON or CARGO coloured screen buttons on the shown in green as follows: , , . At the side of the
can log on at a workstation by means of a password for each level. These are opening screen shot as shown in illustration 3.2.2a. This will take the operator valve symbol will be a figure showing the amount the valve is
detailed as follows: to a sub-menu where clicking with the trackball will take the operator into open which will be measured as a percentage.
that system. The second method is to use the toolbar located at the very top of
• 0=Monitor - Without log-in, only monitoring of the system the opening screen shot and to click on to the MACHINERY, COMMON or
is permitted. At this level of access, all of the system mimics CARGO symbols. From here a number of ‘flyouts’ will appear and by clicking • - This displays a hydraulic remote controlled valve which
can be displayed but the operator will have no control over the onto one of them and then following the file path will provide the operator with will be coloured green when open and white when closed.
information or parameters displayed. the mimic or screen shot required. When the valve is moving the valve symbol will go yellow and
• 1=Control - Normal log-in gives control access, which allow blink on and off until the movement has stopped. If the valve
control actions for most plant devices. The operator level of Screen Mimic Symbols has a critical alarm the symbol will have a red blinking square
access is the one used for the day to day operations of the around it which when acknowledged will go to a steady state
onboard systems and can be accessed from the ECR, and CCR. The design of the mimic screens for the various systems are such that wherever red light. If the alarm is non-critical the flashing square will
possible, the starboard side of the vessel is shown at the bottom of the screen be yellow in colour and when acknowledged will go to a steady
• 2=Supervisor - Supervisor privilege gives accesss to key and the port side on the top. Similarly the forward end of the vessel is shown state yellow. If the valve symbol has a downward facing arrow
operations such as alarm editing, time-zone adjustments, and on the right hand side of the screen and the aft end on the left. on the valve stem the valve will go to a closed position in the
the ability to grab control of a control group irrespective of event of a signal failure and conversely, if the arrow is pointing
location. This level is used to modify the parameters preset Each mimic displays all of the essential parameters and the safety information upwards it will fail to the open position on signal failure. If the
in the IAS such as alarm threshold values, and time delays on related to the operation of that system and where applicable it is possible to valve is inhibited for maintenance purposes, the symbol will
shutdowns and alarms. enter a sub-mimic which will display more detailed information on the system.
Illustration 3.2.2b to go here
be displayed in a blue square. The annotation for fluid flow If the pump is stopped but switched to standby it is coloured and cannot be closed. A white letter ‘M’ positioned next to the
through three way hydraulically operated valves is similar to blue. If the pump has a critical alarm the symbol will have a red symbol indicates that the breaker has been switched to manual
that detailed for the regulating valves but the valve symbol will blinking square around it which when acknowledged will go to operation. If the breaker changes to , this indicates that
be coloured grey when closed and green when fully open. a steady state red light. If the alarm is non-critical the flashing the circuit breaker is unplugged and so the breaker cannot be
square will be yellow in colour and when acknowledged will go closed.
to a steady state yellow. If the pump has a U, I or M annotation
• - This displays a pneumatic remote controlled valve which next to the symbol it indicates that the pump is unavailable,
will be coloured green when open and white when closed. When Mimic Colour Guide
interlocked or switched to manual mode. If the pump is
the valve is moving the valve symbol will go yellow and blink interlocked (blocked) from service, the pump symbol will be • The different piping systems onboard are each colour coded on
on and off until the movement has stopped. If the valve has coloured red (Check). If it is switched to manual or simply the mimic screens, and categorised as main or secondary systems.
a critical alarm the symbol will have a red blinking square unavailable, the symbol will be white in colour. If the pump The colours utilised are as follows and the differentiation
around it which when acknowledged will go to a steady state is dual speed, a text box at the side of the symbol will let the between the main and secondary lines is made by the thickness
red light. If the alarm is non-critical the flashing square will operator know if the pump is running in high or low speed. of the line:
be yellow in colour and when acknowledged will go to a steady
state yellow. If the valve symbol has a downward facing arrow
on the valve stem the valve will go to a closed position in the • - This symbol displays a reciprocating pump but Note that the mimic background colour is light grey.
event of a signal failure and conversely, if the arrow is pointing otherwise the indications on the screen mimic will be the same
upwards it will fail to the open position on signal failure. If the as for the centrifugal pump detailed above. Condition Colour
valve is inhibited for maintenance purposes, the symbol will Running/Energised/Open Green
be displayed in a blue square. The annotation for fluid flow Not Running or Not Energized White
• - This symbol displays a centrifugal fan that when running
through three way pneumatically operated valves is similar to Fault Alarm/Closed Red
is coloured green and when stopped is white. If the fan has a
that detailed for the regulating valves but the valve symbol will Warning Alarm Amber
U, I or M annotation next to the symbol it indicates that the fan
be coloured grey when closed and green when fully open.
is unavailable, interlocked or switched to manual mode. If the Bad Data Blue
fan is blocked from service, the symbol will be coloured red. If
it is switched to manual or simply unavailable, the symbol will
• - This displays an electric remote controlled valve which Mimic Colour Palette
be white in colour and if it is dual speed, a text box at the side
will be coloured green when open and white when closed. When of the symbol will indicate if the fan is running in high or low
the valve is moving the valve symbol will go yellow and blink Note that the mimic background colour is light grey.
speed. If the fan is reversible it will also indicate the direction
on and off until the movement has stopped. If the valve has a of rotation. System Colour Main Secondary
critical alarm the symbol will have a red blinking square around
Ballast Black
it which when acknowledged will go to a steady state red light.
If the alarm is non-critical the flashing square will be yellow • - This symbol represents a filter and is coloured black. Bilge, fire and wash deck system Black
in colour and when acknowledged will go to a steady state Sea water Green
yellow. Fresh water Medium Blue
• - This symbol represents a heater and is coloured black.
Lubricating oil systems Yellow
• - This symbol displays a non-return valve which will have Marine diesel oil and gas oil Brown
the white part coloured grey when open. • - This symbol represents a cooler and is coloured black. Starting air Dark violet
Service and control air Dark violet
• - This symbol displays a reducing valve. • - This symbol is used on the electrical system mimics Domestic fresh water system Medium blue
such as the power production overview screen as shown in
Feed water system Medium blue
illustration 3.2.2c and represents an open circuit breaker. If
• - This symbol displays a quick-closing valve which when the symbol changes to then the breaker is closed. If the Exhaust gas Grey
tripped will be colour filled. breaker develops a critical fault the breaker symbol will have Nitrogen system Yellow
a red blinking square around it which, when acknowledged, Inert gas Grey
• - This displays an ejector and will be coloured grey. will go to a steady state red light. If the alarm is non- Waste water system Black
critical the flashing square will be yellow in colour and when LNG vapour Yellow
acknowledged will go to a steady state yellow. If the breaker
• - This symbol displays a centrifugal pump that when LNG liquid Medium blue
has an ‘I’ annotation next to it that is coloured red, it indicates
running is coloured green and when stopped is coloured white. LNG spray liquid Cyan
that the breaker is interlocked with another piece of equipment
Illustration 3.2.2c to go here
Alarm Treatment Note: An operator must be logged in, and have the control baton for a control Note: NORMAL is only displayed on logged alarms page, and on alarms
group before any alarm from that control group may be acknowledged. printout, not on current alarms page.
The IAS gives two levels of alarm that are categorised by priority. VITAL and
NON - VITAL. The text on each line, other than the state column, has a colour
scheme based on priority ie, white on red for VITAL alarms, and black on 3) Filtering Alarm Configuration
amber for NON - VITAL alarms. The system allows an operator with appropriate access rights to reconfigure
• To reduce the amount of information the operator has to
each alarm. Alarm parameters maybe viewed, and changed via an alarm
browse through in order to get an overview of the process, a
The state column has a blinking text if the alarm needs to be acknowledged, and configuration window that is accessed from any alarm display, or from a mimic
comprehensive filtering facility is available.
its colour depends on the alarm state ie, white on red for active alarms, black on showing the variable that is alarmed. The following alarm parameters maybe
yellow for acknowledged alarms, and black on green for reset alarms. • By selecting the appropriate pushbutton FILTER on the alarms changed online:
page, a window as shown below, is presented to the operator to
• Alarm group - attach any alarm to a group. A maximum of 16
Alarms will be displayed in the alarms display until they are acknowledged, enable filters to be applied for browsing.
alarm groups may be defined, which contain all the configured
and reset ie returned to normal.
• The operator may filter on ‘Priority’, ‘Status’, ‘Group’, ‘Mimic alarms.
No.’, ‘Time Date’, or by using a test search in the ‘Contains’
Events are not shown on the current alarm list. • Alarm thresholds - each analogue signal can generate up to
field. The window lists all the relevant facilities, and allows the
4 alarms (High/High; High; Low; Low/Low) which can be
user to select the filters he wishes to apply.
Note: Operators are always alerted to alarms when they occur. This is switched on/off. Each of the 4 alarms has their trigger threshold.
achieved by use of a dedicated alarms banner present in the header, which • Options are provided on the filter window which control the This makes easy the configuration of warning, and shutdown
is visible at the top of the mimic displays, irrespective of the system that is order of alarms, resulting in the list being presented in either alarms.
being displayed. The header also displays the total number of active alarms, ascending, or descending order, sorted by date/time, or priority.
• Hysteresis offset - the amount by which a signal must fall below
total number of unacknowledged alarms, and total number of inhibited • The ‘Period’ start and end date/time can be typed in. the threshold before the alarm will reset.
alarms.
• The user can also enter a test string, and choose whether to filter • Alarm delay - a delay time in seconds can be added to any alarm
for all alarms containing that text string in their description, or to delay its activation. This facility is most useful to prevent
Alarm States to filter for all alarms which do not contain that text string in nuisance alarms from level switches etc.
their description.
1) Alarm Selection/Scroll • Alarm priority - alarms maybe allocated a Priority.
• The alarm screen will display ‘FILTERED’, at the top of the
• Alarm description - message text upto a maximum of 80
• The scroll bar to the right of the alarm list supports navigation alarm list display if a filter has been applied.
characters.
through the list of alarms.
• Signal blocking(on/off), and its block expiry delay - an alarm
• The scroll bar indicates the position of the current page relative Current Alarms Display
generated from a single signal can be blocked for a time
to the full list. The current alarms display (alarms page), is viewed as a full screen after period(block expiry delay). Once the block expiry delay has
• A highlight box is used to indicate the selected alarm clicking on the corresponding function key in the bottom banner. For current timed out, the alarm is enabled again. See example below:
alarms, the presentation order is chronological, either latest first or latest last.
2) Alarm Acknowledgement and Status Each alarm message within this display has the following format: Alarm Suppression/Blocking
• Alarm acknowledgement is performed by: • System Alarm Number (SAN) - which is a unique identity for This feature can be performed in 2 ways:
each alarm in the system. This has 7 characters.
• Using the ACK ALARM button which will acknowledge
the selected alarm, or • Date in DD/MMMM/YYYY format. This has 10 characters. 1) Manually
• Using the ACK PAGE button which will acknowledge • Time in hh:mm:ss:uuu format. This has 12 characters. By using the alarm configuration window the operator, with the appropriate
current displayed alarm page, or access rights, is given online facility to:
• Alarm group. This has 22 characters.
• Using the ACK RESET button which will acknowledge all • Suppress alarms from being detected as long as the alarm is
• Main alarm description. This has 80 characters.
RESET alarms in the system, or switched to the off state.
• Alarm State eg, ACTIVE, RESET, ACKLGE, NORMAL. This
• On the banner, ACK ALARM acknowledges the alarm • Block signals from generating alarm(s) for a period of time.
has 6 characters
selected in the banner, and ACK BANNER acknowledges
all 3 alarms displayed in the banner.
Illustration 3.2.2d Power Production Screen Shot
Generator 1 Generator 2 Generator 3 Generator 4

GMS Control
Running Load Sharing Load Sharing Stopped
-1 kW 627 kW 572 kW -1 kW
Start Priority No Stand-by -1 kVAr No Stand-by 441 kVAr No Stand-by 408 kVAr No Stand-by -1 kVAr
Stop Priority No Stand-by No Stand-by No Stand-by No Stand-by
R R R R
G G A A G G
Mode Mode Mode Mode
D G BU D G BU D G BU D G BU
686 V 59.81 ZZ 686 V 59.81 Hz

6.6kV Main (Port) 6.6kV Main (Starboard)
Gen 1 Gen 2 Gen 3 Gen 4

Minimum Number
Voltage Setpoint 690 V 1
Mode Normal Normal Normal Normal Of Generators
Voltage Control
Rating kW 2200 1720 1720 2200
Loadshare Blackout Restart in Progress
Rating kVAr 1650 1290 1290 1650
Setpoint kW 0 599 599 0 Generator Auto Start

% % % % Frequency Setpoint 6000 Generator Auto Stop
100 100 100 100
Measured 50 50 50 50 Frequency Control
kW % Gradual Overload Loadshed Enabled
0 0 0 0
-0 -0 -0 -0 Loadshare Blackout Recovery Enabled
Measured kW -1 627 572 -1
Calculated A 0 645 591 0 Spinning Reserve (Active) Total Power (Active)

6.6kV Main Swbd
Power Factor 0 0.81 0.81 0 Port Bus 2240 kW Port Bus 1190 kW
Stbd Bus 2240 kW Stbd Bus 1190 kW 6.6kV Cargo Swbd

Setpoint kVAr 0 424 424 0
% % % % 440V Swbd
100 100 100 100
Measured 50 50 50 50 Spinning Reserve (Reactive) Total Power (Reactive)
kVAr % 0 0 0 0
Port Bus 1730 kVAr Port Bus 840 kVAr PQ Diagrams
-0 34 32 -0
Stbd Bus 1730 kVAr Stbd Bus 840 kVAr
Measured kVAr -1 441 408 -1
2) Automatic • Saved Pen Selections Dual Speed Equipment

The vessels alarm system caters for alarms that require automatic blocking To avoid having to set up the pen selections anew every time Dual speed auxiliary equipment that can be viewed through the system
based on a particular machinery state. a particular set is required, the ‘Pens Load/Save button gives mimics can be switched between AUTOMATIC and MANUAL modes of
access to a facility to store, and retrieve pen selections to/from operation and START LOW SPEED/START HIGH SPEED/STOP via the
a global cache. IAS workstation. The equipment can only be switched between these modes
Trending
however if the local starter or control panel has been toggled to the REMOTE
Any signal available in the monitoring system, either Analogue or Digital is An example is shown below:
position. If the local switch has been toggled to the LOCAL position, control of
continuously logged, and may be called up on the trending pages. The system From this pop up current pen set-ups maybe saved by entering the equipment and its speed via the IAS will not be possible. If this is the case,
provides the facility to : a template name, and clicking ‘Save’, or a pre-saved template the UNAVAILABLE condition will be indicated on the screen.
• Select either of 2 chart recorder pages each displaying up to 8 maybe loaded by clicking on its name then clicking load.
trends at any one time. Note: Switching over the mode of operation of dual speed equipment from
local to remote or from remote back to local does not change the running
• Save / Load upto 20 charts of 8 pens set up data at any time. Auxiliary Equipment Control or stopped status or the speed of that equipment. Changing the mode of
Single Speed Equipment operation from low to high speed or vice versa can also be achieved by
The chart is capable of operating in either real-time, or in historical mode.
giving the appropriate order to the equipment without having to stop it
See example of chart recorder below: Single speed auxiliary equipment that can be viewed through the system mimics
first. Switching the equipment to LOCAL control at the local control panel
can be switched between AUTOMATIC and MANUAL modes of operation via
overrides the IAS and transfers control immediately to the local position.
Trending will log all signals received from the controller, and signals will be the IAS workstation. The equipment can only be switched between these two
stored for 24 hours modes if the local starter or control panel has been toggled to the REMOTE
If switched to AUTOMATIC, the machine will be started at the required speed
position. If the local switch has been toggled to the LOCAL position, control
and stopped by the IAS in accordance with the associated control loops which
Trend Drawings of the equipment via the IAS will not be possible and the UNAVAILABLE
can, if applicable, include an automatic restart after an electrical blackout. If
condition will be indicated on the screen.
the equipment fails to start or stop within a set period of time or fails to change
• Chart speed when requested, an alarm will be generated and displayed on the screen
Note: Switching over the mode of operation of the equipment from local to to notify the duty engineer of the situation. If the equipment is switched to
The chart is configured for trend logged data, and is time based
remote or from remote back to local does not change the running or stopped MANUAL, the operator has the facility to directly start and stop it in either low
rather than event based. The recorder defaults to 10 minutes
status of that equipment. It should also be noted that by switching the or high speed modes via the IAS with the method of starting being the same as
worth of data displayed, but the operator may zoom in or out to
equipment to LOCAL control at the local control panel will override the IAS for the single speed equipment.
show more, or less data.
and transfer control immediately to the local position.
• Signal List In addition to the automatic/manual indication being displayed, the IAS mimic
Below the chart itself is an area where details of the signals If switched to AUTOMATIC, the machine will be started and stopped by the will also provide information on the total running hours of the equipment at
selected for trending are displayed. Each signal is listed in the IAS in accordance with the associated control loops which can, if applicable, the two speed ratings, the running/standby status of the equipment and if it has
same colour used for its trace. include an automatic restart after an electrical blackout. If the equipment fails any active interlocks.
to start or stop within a set period of time after receiving a signal, an alarm
To select a new signal to a pen, the tag button can be clicked to will be generated and displayed on the screen to notify the duty engineer of
bring up a signal selection window as shown below: the situation. If the equipment is switched to MANUAL, the operator has the Single and Double Acting Valves
• Time Selection facility to directly start and stop it via the IAS. By left clicking with the trackball Single or double acting valves can be selected for AUTOMATIC or MANUAL
hanging over the piece of equipment to be controlled, the IAS will display the operation via an IAS workstation. If switched to automatic, the valve position
A button below the chart shows the current mode: historical,
equipment particulars in the bottom right hand corner of the screen. From this is controlled by the system control loop but if switched to manual the operator
or real time. When clicked, this button switches to the opposite
window it is possible to switch the item between manual and automatic modes can provide open/close instructions through the mimic. On signal failure the
mode.
and to manually start the equipment if required. valve will either stay at its final position or fully open/close as indicated by
In real time, the chart shows the last 10 minutes data updated the direction arrow on the stem of the valve symbol. (The method of switching
live as new values are logged. In addition to the automatic/manual indication being given, the IAS mimic between automatic and manual modes and the method of manually opening
In historical mode, the operator can select the time frame being will also display information on the total running hours of the equipment, the and closing the valves through the IAS to be included when known).
viewed using the zoom, and pan controls, or by typing in the running/standby status and if the machine has any active interlocks.
required end time of the trend. If a valve fails to respond to a signal from the IAS within a set period of time,
The restart of the equipment after a blackout is only available if it was running an alarm will be generated and displayed on the screen to notify the duty
The buttons with the magnifying glass icons, double or half the in REMOTE mode before the blackout. If after a preset time delay the duty engineer of the situation. An alarm will also be generated if the valve position
time frame, zooming in or out from the chart. equipment has not restarted, the IAS releases the standby machine (where alters so registering a ‘discrepancy’ if it has not been given a signal to move.
applicable) to start.
The IAS mimic also provides information on the automatic/manual status of

the valve and also the safety closing status of the valve.
Circuit Breaker
The circuit breakers that can be viewed through the IAS mimics can be
switched between AUTOMATIC and MANUAL modes if the breaker has been
switched for REMOTE operation. If the breaker has been switched to manual
it will be indicated by a white letter ‘M’ positioned next to the symbol and if
switched to this mode, the operator will be able to open and close the breaker
through the IAS by clicking on the MANU/AUTO soft button on the overlay
then clicking on the OPEN/CLOSE screen button.
If switched to AUTOMATIC, the breaker will be opened and closed by the IAS
in accordance with the associated control loop signals. If a breaker is tripped
or receives a safety opening signal, an alarm will be generated. An alarm will
also be raised if a breaker execution order is not carried out within a preset
time period or if a breaker loses its status without having received a direct
command. All of these alarms will be overridden if the main switchboard has
been switched to local control or if a circuit breaker has its plug out.
In addition to the automatic/manual indication being displayed on the screen

mimic, the IAS will also indicate if the breaker has:
• Had a safety opening signal
• Is unplugged
• Is open or closed
• Has been tripped
Should the mode of operation of a breaker be switched between the local and
remote modes, the breaker will remain in its operating position when switched,
ie. either open or closed. If the breaker is in automatic mode before changing
to local mode, the breaker will automatically return to automatic when it is
switched back to remote operation.
If the breaker receives a closing signal after an electrical blackout, it will

be achieved through an automatic close input but this will only operate if
the remote and automatic modes have been selected and if there is no safety
opening signal.
Authors Note: More information required for the IAS.
iLLUSTRATION 3.2.3D TO GO HERE
3.2.3 Extension Alarm system • Officers’ mess: This panel has an ‘on’ indication and provides b) Sound buzzer, and display the text “Wheelhouse To
an alarm lamp and buzzer, local alarm acknowledge and test Acknowledge” on Wheelhouse panel only.
Introduction functions for the lamps and the buzzer.
c) Whilst waiting for ‘ACK/ENTER’ to be pushed on the
• Officers’ lounge: This panel has an ‘on’ indication and provides
In addition to the operator and engineering workstations, the IAS has the Wheelhouse panel, the bottom banner on the workstation will
an alarm lamp and buzzer, local alarm acknowledge and test
facility for advising duty engineers of the occurrence of new alarms through display ‘Bridge to Ack’.
functions for the lamps and the buzzer.
an extension alarm system so making it possible to operate the vessel with an
unmanned machinery space (UMS). The advising of the duty engineers takes • Central office: This panel has an ‘on’ indication and provides d) When ‘ACK/ENTER’ is received from the wheelhouse panel,
place through the alarm panels which are located in the engineers’ cabins and an alarm lamp and buzzer, local alarm acknowledge and test then this cancels the buzzer and removes the text ‘Bridge to Ack’
in the public rooms. The alarms are sorted depending on whether they are functions for the lamps and the buzzer. on the wheelhouse panel. On the workstation, the bottom banner
cargo or engine room related, and sent to the extension alarm panel as defined • Gymnasium: This panel has an ‘on’ indication and provides will change from ‘Wheelhouse to Acknowledge’ to the identity
in the IAS. At the appearance of a new alarm the IAS will provide selective, an alarm lamp and buzzer, local alarm acknowledge and test of the duty engineer. The watch call mimic shows the identity
automatic call (duty call) in the accommodation area. Selective means that it functions for the lamps and the buzzer. of the duty engineer. If ‘Manned Operation’ is selected on the
is possible to select one engineer as the duty engineer but that this engineer watch call mimic before the wheelhouse has acknowledged,
• Library lounge: This panel has an ‘on’ indication and provides then selection of unattended mode is aborted.
officer can still move freely around the ship’s accommodation area while being
an alarm lamp and buzzer, local alarm acknowledge and test
on call.
functions for the lamps and the buzzer. e) ECR or CCR status will display ‘Unattended’, and ‘Duty
When a duty engineer is selected, the accommodation alarm panels in the Engineer Information’.
In addition to the above, access to the extension alarm system can be gained
public rooms also give an alert when the alarms occur. In response to a duty via the IAS screen mimic in the ECR, the CCR and in the wheelhouse. The
call the duty engineer must perform the same actions as for a normal alarm f) The ‘UNATTENDED’ LED in the watchcall panel will be
functions in each of these locations is as follows:
announcement, first silence the horn/buzzer and then acknowledge the alarm at turned on.
the watch station.The final alarm acknowledgement must always be performed • Engine control room: From the IAS mimic it is possible to
from the operator workstation in the ECR or in the CCR. select the duty engineer(s), to transfer operations to UMS duty g) The ‘Alarms Printer’ records the event that the duty engineer
and to display the alarm groups. A buzzer for transfer indication has changed.
The duty selection itself must also be acknowledged, but this is simply is also provided.
done from the cabin of the engineer on duty. If an alarm call has been • Cargo control room: From the IAS mimic in the CCR it is Note: One engineer at a time can be selected as duty engineer.
acknowledged from the cabin of the duty engineer, the horns and buzzers in the possible to view the duty engineer(s) and to display the 12 alarm
accommodation and in the wheelhouse will be silenced, but the alarms must groups. A buzzer for alarm indication is also provided. If Harbour Mode is selected, then unattended mode can be entered without
still be acknowledged from the watch station. acknowledgement from the wheelhouse. All watchcall panels will display
• Wheelhouse: From the IAS mimic in the wheelhouse it is
‘Harbour Mode’.
The horn/buzzer can be stopped locally in the public rooms, but this will not possible to view the duty engineer(s), to transfer to/from UMS
be interpreted as an acknowledgement of the duty call. duty and to display the alarm groups. A buzzer for alarm
The same procedure is to be used when changing from one engineer to another
indication and an alarm acknowledgement have also been
with the exception that the ECR status field will display the new duty engineer
The location and make up of each of the extension alarm panels is as follows: provided.
instead of the previous one.
• Chief Engineer’s cabin: This panel indicates the ‘on duty’ In the case that an extension alarm is not acknowledged by the duty engineer
engineer, and provides indication of 12 system alarm groups, within a 3 minute time scale, an ENGINEERS CALL will be automatically In the event of the engine room fire alarm system being activated, a different
and has an alarm buzzer, local alarm acknowledge, and test generated and go through to all of the extension alarm panels in the buzzer tone to that used on the other alarms will be heard. This alarm
functions for the lamps and the buzzer. accommodation. automatically goes through to all of the extension panels, and operates whether
the engine room is manned or not. The alarm buzzer cannot be silenced at
• 2 Senior officers’ cabins: These panels indicate the ‘on duty’ any panel. Silencing of the alarm will only be possible from the ECR or CCR
engineer, and provides indication of 12 system alarm groups, Selection of Duty Engineer for Unattended Condition (UMS)
workstation, and can be done by acknowledging all currently unacknowledged
and has an alarm buzzer, local alarm acknowledge, and test When the ECR or CCR is to be operated in the UMS condition, and engineer fire alarms.
functions for the lamps and the buzzer. with the correct privilege must select unattended mode at the alarm server
• 7 officers’ cabins: These panels have an ‘on duty’ indication workstation. This is done by selecting one of the duty engineers from the watch WARNING
and have a transfer responsibility button, an alarm buzzer, an call mimic, or from the bottom banner. As a result of this action, a command
is sent to the watch call controller, which is used to action the following Any Watch Call Alarm Group containing a fire alarm CANNOT be
alarm acknowledge and a visual alarm indication. blocked.
sequence:
• Duty mess: This panel indicates the ‘on duty’ indication and
has a transfer responsibility button, an alarm buzzer, an alarm a) Display the Duty Engineer status in the ECR or CCR in all Authors Note: Items in red italic writing to be confirmed onboard during
acknowledge and a visual alarm indication. watchcall panels, and flash the ‘Unattended’ LED. verification visit.
SECTION 4: Emergency Systems Illustrations
4.1 Engine Room Fire Hydrant System 4.1a Engine Room Fire Hydrant System
4.2 Engine Room Water Mist Fire Extinguishing System 4.1b Fire Control Station Layout
4.3 CO2 Fire Extinguishing System 4.2a Water Mist Fire Extinguishing System
4.4 Fire Detection System 4.3a CO2 Fire Extinguishing System
4.5 Gas Sampling and Detection Systems 4.4a Fire Detection Panel
4.6 Quick-Closing Valves, Fire Dampers and Emergency Stops 4.4b Fire Detection and Alarms - Floor Level
4.7 Fire Fighting Equipment Plans 4.4c Fire Detection and Alarms - 4th Deck Level
4.8 Lifesaving Equipment Plans 4.4d Fire Detection and Alarms - 3rd Deck Level
4.4e Fire Detection and Alarms - 2nd Deck Level and Steering Gear Room
4.4f Fire Detection and Alarms - Upper Deck and A Deck Levels
4.5a Gas Detection System
4.5b Gas Detection System Control Panel
4.5c Gas Detection System Machinery Trip Cause and Effect
4.6a Quick-Closing Valves and Fire Dampers System
4.7a Fire Fighting Equipment - Floor Level
4.7b Fire Fighting Equipment - 4th Deck Level
4.7c Fire Fighting Equipment - 3rd Deck Level
4.7d Fire Fighting Equipment - 2nd Deck Level and Steering Gear Room
4.7e Fire Fighting Equipment - Upper Deck and A Deck Levels
4.8a Lifesaving Equipment and Escape Routes - Floor Level
4.8b Lifesaving Equipment and Escape Routes - 4th Deck Level
4.8c Lifesaving Equipment and Escape Routes - 3rd Deck Level
4.8d Lifesaving Equipment and Escape Routes - 2nd Deck Level and Steering Gear Room
4.8e Lifesaving Equipment and Escape Routes - Upper Deck and A Deck Levels
Illustration 4.1a Engine Room Fire Hydrant System

To Fire and Wash Deck System
BF107 BF94
BF114 BF
Upper Deck 106 Upper Deck
2nd Deck (Port) B Deck

BF98 BF129
2nd Deck (Aft) Upper Deck

BF122 BF113
3rd Deck (Port) 2nd Deck (Starboard)

BF100 BF99
3rd Deck (Aft) 2nd Deck (Forward)

BF124 BF123
4th Deck (Port) 200 50 3rd Deck (Starboard)

BF102 BF101
4th Deck (Aft) 3rd Deck (Forward)

BF126 BF125
Floor (Port) 4th Deck (Starboard)

BF104 BF103
Floor (Aft) 4th Deck (Forward) PI

BF128 BF127 FCS
PI
Floor (Starboard) PIAL
BF105 PS PX IAS
200
200
Key
BF115 200 200
Sea Water B12V
Sunken Deck
Fire/Deck Water 40
PIAL
B59V IAS
Steering Gear Bilge
150 200 Set at 12.7 Bar
Room 200 150 200 150 PS PI PX
Electrical
N.O. MS N.O. MS 40
BF116 Instrumentation B6V B8V B7V B9V
To
BF117 Air B14V Sea Water
Spray 187V
PI PM
BF118 200 200 System From
IAS BA42V B18V (3.4.3a)
PI PI PI General Service Air
Sea Water System (2.9.3a)
Emergency Fire Pump Bilge, Fire and PI Hydrophore
2 1
(450/72m3/h x 90/110mth) General Service Sea Water Tank
Pumps Spray Pump (1500 Litres)
CI CI 32 40
BF133 (245/150m3/h x 30/115mth) (850m3/h x 110mth) B16V B17V
CI
B1V B2V
32
Sea Chest B3V B4V IAS BA43V
LS
PI
B36V B5V
Fire Line
S S Pressure Pump Drain To
(2m3/h x 115mth) Bilge
CI
250 250 150 50
Low Sea IAS 250 IAS High
Inlet Chest Sea Inlet
From Forward 200 From Forward B15V
(Starboard) Chest
LS Bilge Well (Starboard) Bilge Well (Port) 50 LS (Port)
BA24 S2V 1000 1000 1000 S1V BA23
Issue: Final Draft - March 2008 IMO No. 9333606 Section 4.1- Page 1 of 6
4.1 Engine Room Fire Hydrant System • The fire hydrants in the engine room The bilge, fire and GS pumps are both permanently set for use on the fire and
deck wash system with the discharge and suction valves always being left open
• The fire hydrants on deck
during normal operations.
Bilge, Fire and General Service Pumps • The fire hydrants in the accommodation block
Maker: Hamworthy • The cargo manifold sea water curtain system This allows both pumps to be started from the following positions in the event
No. of sets: 2 of an emergency.
• The escape route protection system
Type: Vertical, motor driven, centrifugal, self priming • Fire control station (start only)
• The side passageway bilge, bosun’s store bilge, chain locker
Model: SVS200F • Locally at the pump (start and stop)
bilge and bow thruster room bilge eductors
Capacity: 245/150m3/h at 30/115mth
• The sea water cooling to the brakes on the port and starboard • IAS system (start and stop)
windlasses • Main switchboard group starter panels (start and stop)
Sea Water Hydrophore Unit
Maker: Hamworthy The engine room fire main has outlets on each deck level in the engine room The pumps can also be used to pump bilges via the bilge main which connects
No. of sets: 1 and at each outlet is a hose box containing a fire hose and nozzle unit. to all of the engine room bilge wells. This would only ever be used in an
Model: EHU-1.5-OR emergency situation, as the oily water separator will be bypassed and it is
The fire main is pressurised at between 10 and 11.5 bar by means of a sea possible that water contaminated with oil could be discharged overboard.
Pressure switch settings: On - 10 bar, Off - 11.5 bar water hydrophore unit which is maintained under pressure by means of the
3
fire line pressure pump. The sea water hydrophore unit pump is rated at 2m /h The water spray pump may be started locally, and only from the port main HV
and cannot support washing down decks etc. The sea water hydrophore unit switchboard. Other emergency pumps are started from LV switchboard group
Fire Line Pressurising Pump operates in the same way as the fresh water hydrophore units, with air pressure starter panels.
Maker: Hamworthy providing the loading in the hydrophore tanks. The connection from the sea
No. of sets: 1 water hydrophore unit to the fire main is via valve B17V to the outlet manifold The No.1 fire, bilge and GS pump has a direct bilge suction from the engine
from the fire pump and the bilge, fire and GS pumps. room port forward bilge well. In normal operations however, the bilge suction
Model: MB32X4S
valves on each pump would be closed. Sea suction for the pumps is taken from
Capacity: 2m3/h at 115mth The fire line pressure pump is normally set for an automatic start and stop the main sea water crossover main that connects to the high (port) and low
operation. The pump selector switch is set to REMOTE and automatic (starboard) sea chests.
operation may then be selected at the fire pump system IAS graphic screen.
Emergency Fire and Escape Route Protection Pump
The pump may be started and stopped manually if required by calling up the Dual delivery pressure is achieved by a changeover port on the suction side
Maker: Hamworthy pump faceplate at the IAS screen and double clicking on the START or STOP of the pumps, which allows either in parallel or in series operation of the twin
No. of sets: 1 soft keys as necessary. impellers.
Type: Vertical, motor driven, centrifugal, self priming
The main fire pump may also be started and stopped from the IAS screen
Model: SVS250 Note: It is extremely important that at no time should the bilge suction valves
provided that the local selector switch is set to remote.
be left open when the pump discharge valves are open to the fire main. This
is because of the risk that oil contaminated water could be pumped onto a
There is no automatic start facility available for this pump nor is there an
Water Spray Pump fire and the possibility that the pump could lose suction from the bilge well.
automatic start after a blackout.
These valves are interlocked to prevent this happening.
Maker: Hamworthy
No. of sets: 1 The hydrant outlet valves should be operated at frequent intervals to ensure
Type: Motor driven, vertical, centrifugal
that they will open satisfactorily should it be necessary in the event of an Procedure to Operate the Sea Water Hydrophore Unit
emergency.
Model: EVD350E
3
a) Ensure that the main sea water crossover pipe is flooded with
Capacity: 850m /h at 110mth Note: After use, the hose and nozzle unit must be properly stowed in the hose either the high or low sea suction valve open.
Rating: 400kW at 1,800rpm box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes b) Vent the sea water hydrophore tank and, using the fire line
must never be left with components which are defective. pressure pump, fill it until the water level gauge glass is ¾ full
Introduction then stop the pump. Suction valve B15V and discharge valve
B16V must be open.
The fire and deck wash system can supply sea water to the following:
Illustration 4.1a Engine Room Fire Hydrant System

BF107 BF94
BF114 BF
Upper Deck 106 Upper Deck
2nd Deck (Port) B Deck

BF98 BF129
2nd Deck (Aft) Upper Deck

BF122 BF113
3rd Deck (Port) 2nd Deck (Starboard)

BF100 BF99
3rd Deck (Aft) 2nd Deck (Forward)

BF124 BF123
4th Deck (Port) 200 50 3rd Deck (Starboard)

BF102 BF101
4th Deck (Aft) 3rd Deck (Forward)

BF126 BF125
Floor (Port) 4th Deck (Starboard)

BF104 BF103
Floor (Aft) 4th Deck (Forward) PI

BF128 BF127 FCS
PI
Floor (Starboard) PIAL
BF105 PS PX IAS
200
200
Key
BF115 200 200
Sea Water B12V
Sunken Deck
Fire/Deck Water 40
PIAL
B59V IAS
Steering Gear Bilge
150 200 Set at 12.7 Bar
Room 200 150 200 150 PS PI PX
Electrical
N.O. MS N.O. MS 40
BF116 Instrumentation B6V B8V B7V B9V
To
BF117 Air B14V Sea Water
Spray 187V
PI PM
BF118 200 200 System From
IAS BA42V B18V (3.4.3a)
PI PI PI General Service Air
Sea Water System (2.9.3a)
Emergency Fire Pump Bilge, Fire and PI Hydrophore
2 1
(450/72m3/h x 90/110mth) General Service Sea Water Tank
Pumps Spray Pump (1500 Litres)
CI CI 32 40
BF133 (245/150m3/h x 30/115mth) (850m3/h x 110mth) B16V B17V
CI
B1V B2V
32
Sea Chest B3V B4V IAS BA43V
LS
PI
B36V B5V
Fire Line
S S Pressure Pump Drain To
(2m3/h x 115mth) Bilge
CI
250 250 150 50
Low Sea IAS 250 IAS High
Inlet Chest Sea Inlet
From Forward 200 From Forward B15V
(Starboard) Chest
LS Bilge Well (Starboard) Bilge Well (Port) 50 LS (Port)
BA24 S2V 1000 1000 1000 S1V BA23
c) Open the air supply valve and pressurise the hydrophore tank Description Valve Fire Control Station
to the general service air supply pressure. The hydrophore tank The fire control station, situated on the port side of the accommodation on the
Discharge valve from the engine room fire main system BF106
gauge valves must be open. upper deck, contains the command for the fire fighting systems and equipment
Isolating valve to aft deck, steering gear room and BF107
starboard side of upper and main decks necessary for fighting a fire from a safe environment.
d) The sea water hydrophore tank is now operational and SW can
be supplied to the fire main by opening valve B17V. Isolating valve to starboard side of upper and main decks BF108
It includes the following:
Isolating valve to port side of main deck BF94
e) Select automatic operation for the fire line pressure pump. Isolating valve to starboard side of main deck BF96 AUTHORS NOTE: These are to be confirmed on the verification visit.
d) Start one of the bilge, fire and GS pumps from the one of the
Procedure to Set Up the Bilge, Fire and General Service Pumps positions listed earlier.
Personnel Protection
for Fire Main Duties
• 4 sets - self contained breathing apparatus with up to 30 minutes
e) Open one of the desired engine room fire hydrant valves on the
capacity
It has been assumed that the sea water suction crossover line is in operation fire main after connecting the fire hose.
and that each of the fire hydrant valves in the engine room, accommodation • 12 sets - personnel protection equipment
and on deck are closed. • 9 sets - emergency escape breathing device
Emergency Fire and Escape Route Protection Pump
Note: When one of the fire, bilge and GS pumps is started, the fire main • 4 sets - fireman’s outfit
The emergency fire and escape route protection pump, which is located in
will be pressurised and ready for immediate operation. If all of the fire main • 1 set - heat resisting protective suit consisting of:
emergency fire pump space in the steering gear room can pressurise the fire
outlets are closed however, there will be no flow of water through the pump
main system if required. However its primary use is to pressurise the escape 1 set - non-conductive boots, gloves and rigid helmet
which will result in a temperature rise and possible damage to the pump
route protection system, which consists of spray nozzles directed to protect 1 set - fire axe
casing. It is therefore usual to have at least one outlet or the hawse pipe
the ship’s staff as they proceed to the liferafts and lifeboat in an emergency
wash valve slightly open to ensure there is always a flow of water through 1 set - safety lamp
situation.
the pump.
• 1 set of first aid kit
The emergency fire pump is an electrically driven self-priming centrifugal
a) Ensure all valves to the other services are closed. • 8 sets of SCABA spare cylinders
pump and is situated in the emergency fire pump recess in the steering gear
compartment. Its power supply is taken from the emergency switchboard. • 2 sets of resuscitator kit
b) In the engine room set the bilge, fire and general service pumps
for supplying water to the fire main as below. This is the normal • One rescue stretcher
The emergency fire pump has its own sea suction chest with the suction valve
setting of the pump valves.
BF133 and BF118 always in the open position, so that the pump can be started
and supply water to the fire main immediately. Communication Equipment
No.1 Bilge, Fire and General Service Pump The sea chest valve BF133 is operated by a hydraulically actuated manual • Common battery telephone
Open Sea water suction valve B4V handwheel located at the steering gear room level.
• Automatic telephone
Closed Suction valve from the bilge system B2V
The valves should be operated periodically to ensure that they are operational • General alarm pushbutton
Open Discharge valve to the fire main B9V
and free to be closed should the need arise.
Closed Discharge valve to overboard B7V • Fire alarm pushbutton
The pump can be started from the following positions in the event of an • Fire alarm repeater panel
Position Description Valve emergency. • Public address remote controller
No.2 Bilge, Fire and General Service Pump • Fire control station (start only)
Open Sea water suction valve B3V
• Locally at the pump (start and stop) Fire Fighting Equipment
Closed Suction valve from the bilge main B1V
Open Discharge valve to the fire main B8V • No.4 group starter panel in the steering gear room (start and
stop) • International ship/shore connection
Closed Discharge valve to overboard B6V
• Control cabinet for dry powder system for cargo deck
c) On the port and starboard sides of the accommodation, at the • Control cabinet for the local fire fighting system
upper deck level, open the following valves.
Illustration 4.1b Fire Control Station Layout

Fire Repeater Panel/ Stop Switch Automatic Pushbutton
Cargo Machinery Trip for Inert Gas Telephone for Fire Alarm
CO2 Panel and Engine Room System and Speaker
Key Box
CO2 Panel CO2 Panel for Oily Grease Repeater Panel/
for CO2 Supply
CO2 Panel for for Hydraulic for Incinerator CO2 Panel Store and for Cargo Area Repeater Common Pushbutton
Cabinet
Paint Store and Power Room Room and for Chemical Emergency Panel for Gas Sampling/ Emergency Battery for General
for Computer and for Computer for Cargo Store and for Diesel Accommodation and Others Shut Down Telephone Alarm
Release Cabinet for Release Cabinet for Switchboard Switchboard Compressor Cargo Motor Generator CO2 Supply Repeater Panel for Gas
Dry Powder System Dry Powder System Room (Port) Room (Starboard) Room Room Room Cabinet Detection
LAYOUT TO BE CONFIRMED ON VISIT

FORWARD
UPPER
DECK
Remote
Control
CO2 Main Control Panel Quick-Closing Quick-Closing Quick-Closing

Supply for Local Fire Valve Air Valve Air Valve System
Cabinet Fighting System Quick-Closing to Engine to Main Operating
Valve Quick-Closing Generator
Room Cabinet
Firemen CO2 Panel for CO2 Panel CO2 Panel CO2 Panel Air to Main PI Valve Air
Speaker Keybox Vent Engine
Outfit Engine Room for Engine for Diesel for Diesel Generator Panel to
Receptacle for CO2 Emergency Damper (Port)
Locker and for Main Room and Generator Room Generator Room Engine Others
Supply Start/Stop
Switchboard for Main (Port) and for Main (Starboard) and (Starboard) Group
Cabinet Panel
Room (Port) Switchboard Switchboard Room for Purifier Room
• Supply cylinder cabinets for the CO2 system

• Remote panel for fire detection system
• Remote panel for gas detection system
• Remote panel for gas sampling system
• Control cabinet for the quick-closing valves and the fire
dampers
• Control valve cabinet for CO2 systems to the following rooms:
• Engine room
• Port and starboard diesel generator rooms
• Port and starboard main switchboard rooms
• Port and starboard cargo switchboard roomm
• Emergency generator room
• Cargo compressor room
• Cargo motor room
• Hydraulic power pack room
• Purifier room
• Incinerator room
• Paint store
• Chemical store
• Oil and greasel store
• Switch box for the cargo ESD system
• Emergency stop pushbuttons for:

• Engine room ventilation and extraction fans
• Inert gas system
• Lubricating oil system pumps
• Fuel oil system pumps
• Incinerator
• Boiler and forced draught fan
• Purifier room ventilation fan
• ECR air conditioning unit
• Oily bilge pump
• Workshop machinery
Illustration 4.2a Water Mist Fire Extinguishing System

Wheelhouse
Key
LOCAL FIRE FIGHTING SYSTEM
EXTENSION INDICATOR PANEL
High Pressure Fresh Water
Wheelhouse Fresh Water
LOCAL FIRE FIGHTING PUMP START PANEL Electrical Signal

Power Fire Mist Manual Auto
Air
Extension Indicator Panel
Generator Generator
Engine Engine
1 and 2 3 and 4 Boiler Buzzer Stop Buzzer
Local Operating Panels

Discharge Alarm to With Location
Light Signal Column LOCAL FIRE FIGHTING SYSTEM
CONTROL PANEL
Repeat Panel Generator Engine Generator Engine Boiler Main Power
Monitoring Signal to 1 and 2 3 and 4
Alarm Monitoring System

G.C.U Incenerator Lubricating Oil and
IGG Main Diesel Oil Purifiers
Generator Engine 1,2

Valve Abnormal
Valve Abnormal IGG
Lubricating Oil and
Main Diesel Oil Purifiers S Inert Gas Generator Area
G.C.U Valve Incenerator IGG

Lubricating Oil and
Main Diesel Oil Purifiers
NO
Abnormal Valve Abnormal Valve Abnormal Valve Abnormal
NC
From Pump Power
Emergency
Fail
Pump Manual Pump Motor Overload Pre Warning
S Incinerator Area
Switchboard
Auto/Manual System Stop Buzzer Lamp Test Buzzer NO
NC
Generator Engine Generator Engine Boiler Buzzer Stop
1 and 2 3 and 4
S Boiler Area
G.C.U Incenerator IGG Lubricating Oil and
NO
NC
LOCAL FIRE-FIGHTING SYSTEM OPERATION PROCEDURE
In case of fire (Manual Operation)
(1) Push the [START (DISCHARGE)] switch of the discharge section --- this switch is lighting
LOCAL FIRE FIGHTING

<< Fire water is discharged >>
Discharge stop
S Purifier Area
(1) Push the [STOP DISCHARGE] switch
PUMP START PANEL

<< Discharge is stopped >> ___ the (DISCHARGE) lamp turns off the light
Restoration after fire fighting
(1) At the first restore fire detector and fire pump unit.
(2) Push the [SYSTEM RESET] switch of control panel ___ system is initialized
Anemeter Notice of indication

Lamp lighting and a siren are signifying activity/abnormality of equipment.
??? Running Do proper operation according to system instructions.
In case of fire, mechanical ventilations are stopped automatically.
NO
Attention of switch operation.
200 300
100
Never operate a switch besides a fire or inspection!
60 Push the [SYSTEM RESET] switch after restoration of external equipment.
From
0 90
0 0 Careful reading and understand an instruction manual before operating control panel.
Emergency
Switchboard NC
Hour Meter
Fire Control Station
S G.C.U Area
Starboard
m
Fresh Water
Manual/Auto Start Stop Heater NO
Tank
181m3 NC
D31V Junction Box
CNP S No.1 and 2 Generator Engine Area
NO
NC
PI PI PS
S No.3 and 4 Generator Engine Area
Port
Fresh Water NO
Tank NC
181m3 NO NO
NC NC
Water Mist Fire Extinguishing Supply Pump
(300 Litres/min x 12kg/cm2)
Air Test Connection
4.2 Engine Room water mist Fire The areas protected by the system are as listed below: Manual Operation
extinguishING sYSTEM
Area No. of Nozzles The system can be activated from the following locations:
Maker: Tanktech Co. Ltd Port main generator room 20 • Port side of the A deck level outside the incinerator room
No. of sets: 1 Starboard main generator room 20 entrance - serving the incinerator
Model: X-Mist Gas combustion unit 4 • Starboard side of the A deck level, in the GCU fan room near
Pump type: Multistage vertical centrifugal Incinerator 1 the GCU operating panel - serving the GCU
Pump model: MXV 50-1605-60 Lubricating oil and marine diesel oil separators 5 • 2nd deck level forward the auxiliary boiler burner cleaning
Capacity: 18m3/h at 10kg/cm2 Inert gas generator 5 bench - serving the auxiliary boiler
Detection system: CS 3000 Auxiliary boiler 1 • Port forward on the 3rd deck level, outside the port switchboard
and transformer room - serving the inert gas generator
The system is maintained in a constant state of readiness and the pump is
• 4th deck level, near the elevator door, 2 panels - serving the port
Introduction permanently connected to one of the fresh water tanks.
main generator engine room and the starboard main generator
In automatic mode the system is activated by smoke or flame detector heads engine room
The system comprises a fire detection part and a fire fighting part. The fire
detection is provided by the CS 3000 fire detection system and the fire fighting mounted in the protected areas. • Outside the purifier room forward door on the 4th deck level
part is provided by a single multistage water pump. - serving the purifier room
If one detector is activated a warning alarm is sounded, when a second detector
• At the fire control station on the upper deck, where all the above
The Tanktech fire fighting system provides a high pressure water mist spray to head is activated the system is brought into operation
areas can be activated
specific areas of the machinery space and is additional to and independent of
other engine room fire fighting systems. CAUTION • At the pump solenoid valves, which are operated using the
During periods of engine room maintenance it is important to ensure special screwdriver located next to the solenoid valves
The equipment consists of a high pressure multistage pump which takes that the spray heads are never painted as this will impair their
suction from either the port or starboard fresh water tank through a gate valve performance. There is an indicator panel on the bridge.
which is locked open. The pump is located in the engine room on the 3rd deck
level on the port aft side near No.2 inert gas generator blower unit.
Procedure for Operating the Water Mist Fighting System Blowing through the System After Use
The principle of the water mist system is that the very fine droplets of water
After the system has been operated for a particular space the lines must be
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby a) Ensure that the fresh water tank has sufficient water for
blown through with compressed air to remove all water which could cause
starving the burning material of oxygen. When the fine water droplets come operating the local fire fighting system.
corrosion.
into contact with the flames they rapidly evaporate because of their large
surface area for small mass and this produces a rapid cooling effect on the b) Ensure that power is available to the fire fighting control
The pump unit must be isolated so that it will not operate and the pump
fire. panel.
discharge valve closed. The pump drain valve is opened to drain water from the
pump outlet lines. The flushing air valves from the general service air system
The steam produced by the evaporation acts to further reduce the space c) Ensure that the high pressure pump starting panel has power
and the section supply valves for the areas which have been operated manually
available for oxygen. Because the water is in mist form the system is also available and is switched to AUTO.
are opened. Compressed air is then blown through the section pipes and the
useful for oil fires.
spray heads, removing all water from that section. When flushing is complete
d) Ensure that all of the manual valves at the pump unit are open
the air valves are closed, the section supply valves are returned to the closed
Water at high pressure is injected into the protected space through special except the air supply valve, test valves and drain valve.
position and to automatic operation. The pump drain valve is closed and the
nozzles which break down the water stream into very fine mist like particles.
pump returned to AUTO.
The positioning and distance of the spray heads from the protected equipment In this condition the system will operate automatically with the appropriate
is critical to ensure complete protection is provided. machinery valve releasing water to the spray heads for that protected space.
System checks must then be carried out after purging to ensure that the system
and its control panels are set for automatic operation.
The pump supplies seven outlet lines fitted with sprinkler nozzles which serve
various areas of the machinery space. Each outlet has its own supply valve
remotely operated from the control panel.
Illustration 4.2a Water Mist Fire Extinguishing System

Wheelhouse
Key
LOCAL FIRE FIGHTING SYSTEM
EXTENSION INDICATOR PANEL
High Pressure Fresh Water
Wheelhouse Fresh Water
LOCAL FIRE FIGHTING PUMP START PANEL Electrical Signal

Power Fire Mist Manual Auto
Air
Extension Indicator Panel
Generator Generator
Engine Engine
1 and 2 3 and 4 Boiler Buzzer Stop Buzzer
Local Operating Panels

Discharge Alarm to With Location
Light Signal Column LOCAL FIRE FIGHTING SYSTEM
CONTROL PANEL
Repeat Panel Generator Engine Generator Engine Boiler Main Power
Monitoring Signal to 1 and 2 3 and 4
Alarm Monitoring System

G.C.U Incenerator Lubricating Oil and
IGG Main Diesel Oil Purifiers

Valve Abnormal
Valve Abnormal IGG
Lubricating Oil and
Main Diesel Oil Purifiers S Inert Gas Generator Area
G.C.U Valve Incenerator IGG

Lubricating Oil and
NO
Abnormal Valve Abnormal Valve Abnormal Valve Abnormal
NC
From Pump Power
Emergency
Fail
Pump Manual Pump Motor Overload Pre Warning
S Incinerator Area
Switchboard
Auto/Manual System Stop Buzzer Lamp Test Buzzer NO
NC
Generator Engine Generator Engine Boiler Buzzer Stop
1 and 2 3 and 4
S Boiler Area
G.C.U Incenerator IGG Lubricating Oil and
NO
NC
LOCAL FIRE-FIGHTING SYSTEM OPERATION PROCEDURE
In case of fire (Manual Operation)
(1) Push the [START (DISCHARGE)] switch of the discharge section --- this switch is lighting
LOCAL FIRE FIGHTING

<< Fire water is discharged >>
Discharge stop
S Purifier Area
(1) Push the [STOP DISCHARGE] switch
PUMP START PANEL

<< Discharge is stopped >> ___ the (DISCHARGE) lamp turns off the light
Restoration after fire fighting
(1) At the first restore fire detector and fire pump unit.
(2) Push the [SYSTEM RESET] switch of control panel ___ system is initialized
Anemeter Notice of indication

Lamp lighting and a siren are signifying activity/abnormality of equipment.
??? Running Do proper operation according to system instructions.
In case of fire, mechanical ventilations are stopped automatically.
NO
Attention of switch operation.
200 300
100
Never operate a switch besides a fire or inspection!
60 Push the [SYSTEM RESET] switch after restoration of external equipment.
From
0 90
0 0 Careful reading and understand an instruction manual before operating control panel.
Emergency
Switchboard NC
Hour Meter
Fire Control Station
S G.C.U Area
Starboard
m
Fresh Water
Manual/Auto Start Stop Heater NO
Tank
181m3 NC
D31V Junction Box
CNP S No.1 and 2 Generator Engine Area
NO
NC
PI PI PS
S No.3 and 4 Generator Engine Area
Port
Fresh Water NO
Tank NC
181m3 NO NO
NC NC
Water Mist Fire Extinguishing Supply Pump
(300 Litres/min x 12kg/cm2)
Air Test Connection
Procedure for Testing the System
The system should be tested once each month with an officer on duty on the
bridge at the time of testing.
a) Close the outlet valves after the section valves to all protected
space.
b) Open the test valve below the outlet valve and also open the
drain valve.
c) Open the section valve manually by pressing the section

pushbutton.
d) Check that the pump starts and that the section valve opens and
the control panel indicates mist release.
e) Reset the control panel alarm and check that the pump stops and
the section valve closes.
f) Close the section test valve and repeat the test for the other
section.
g) After completion of tests close the drain valve and open all
outlet valves after the section valves.
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode.
Illustration 4.3a CO2 Fire Extinguishing System
CO2 Room Fire Control Station

Pa
No.15 No.12 No.5 No.4 No.3 No.2
Ka La Ma Na Oa No.16 Emergency No.14 No.13 Cargo No.11 No.8 Main Main Diesel Diesel
C-Deck Oil and Diesel Cargo Cargo Switchboard Cargo No.10 No.9 Hydraulic No.7 No.6 Switchboard Switchboard Generator Generator No.1
No. No. Grease Generator Motor Computer Room Switchboard Chemical Incinerator Power Paint Purifier Room Room Room Room Engine
Store Room Room Room (Starboard) Room (Port) Store Room Pack Room Store Room (Starboard) (Port) (Starboard) (Port) Room
291 291
Open to Air
CO2 Cylinders for Engine Room
C-Deck
No. No.
266 151
Open to Air
B-Deck
No. No. No. No. No. No. No. No. No. No. No. No.
1 7 8 18 19 29 30 79 80 129 130 150
Open to Air
CO2 Cylinders for Outside Engine Room (24 Cylinders)
A-Deck
No. No. No. No. No. No. No. No. No.
1 3 4 5 6 7 9 12 24 Aa Ab Ba Bb Ca Cb Da Db Ea Eb Fa Fb Ga Gb Ha Hb Ia Ib Ja Jb Ka Kb La Lb Ma Mb Na Nb Oa Ob Pa Pb
CO2 Room
Open to Air
CO2 Cylinders for Engine Room CO2 Cylinders for Engine Room
A-Deck PI
No. No. No. No.

557 515 290 267
No.11 No.12 No.14 No.15
Cargo Cargo No.13 Cargo Emergency No.16
No.7 No.8 No.9 No.10 Switchboard Switchboard Cargo Compressor Deisel Oil/Grease
Paint Store Hydraulic Pack Incenerator Chemical Store Room Entrance Room Entrance Compressor Motor Room Generator Store Motor
Entrance Room Entrance Room Entrance Entrance (Port) (Starboard) Room Entrance Entrance Room Entrance Room Entrance
Pa
Ja Jb Ia Ib Ha Hb Ga Gb Fa Fb Ea Eb Da Db Ca Cb Ba Bb Aa Ab
Ob Nb Mb Lb Kb Jb Ib Hb Gb Fb Eb Db Cb Bb Ab
Pb
No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
Protected Areas
No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
GVU GVU Main Switchboard
Engine Room Diesel Generator Diesel Generator Main Switchboard Purifier Room Paint Store Hydraulic Power Incinerator Room Chemical Store Cargo Switchboard Cargo Switchboard Cargo Compressor Cargo Compressor Emergency Diesel Oil and Grease
Room Room Room (Port)
557 Cylinders Room (Port) Room (Starboard) Room (Starboard) 7 Cylinders 3 Cylinders Pack Room 4 Cylinders 1 Cylinder Room (Port) Room :9
Room (Starboard)
Cylinders Room Motor Room Generator Room Store
(Port) (Starboard) 11 Cylinders
50 Cylinders 50 Cylinders 11 Cylinders 4 Cylinders 9 Cylinders 9 Cylinders
(Starboard) 24 Cylinders 12 Cylinders 6 Cylinders 1 Cylinders
4.3 Co2 Fire extinguishing System System Description When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released.
Areas Protected
Maker: Unitor AS
Type: High pressure The central bank CO2 system installed on the vessel protects the following Protected Space No. of Cylinders
areas: Required
Capacity : 581 cylinders each containing 68 litres
557 cylinders for engine room spaces and 24 • Engine room Engine room 557
cylinders for outside engine room spaces • Port diesel generator room Port diesel generator room and port side of the GCU 50
room
• Starboard diesel generator room
Starboard diesel generator room and starboard side of 50
Introduction • Gas combustion unit GCU room - port side the GCU room
• Gas combustion unit GCU room - starboard side Port main switchboard and transformer room 11
WARNING Starboard main switchboard and transformer room 11
• Port main switchboard and transformer room
DANGER OF ASPHYXIATION Purifier room 7
Re-entry to a CO2 flooded area should not be made until the area has • Starboard main switchboard and transformer room
Paint store 3
been thoroughly ventilated. • Purifier room Hydraulic power pack room 4
• Paint store Incinerator room 4
WARNING
• Hydraulic power pack room Chemical store 1
Due to the hazard of electrostatic shock during gas release, the gas
bottles must not be touched. No.1 high voltage cargo switchboard rooms 9
• Incinerator room
No.2 high voltage cargo switchboard rooms 9
• Chemical store
Depending upon the application, CO2 is normally employed at levels of Cargo compressor room 24
between 35% and 50% by volume to produce an oxygen deficiency and thus • No.1 high voltage cargo switchboard rooms Cargo compressor motor room 12
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain • No.2 high voltage cargo switchboard rooms Emergency generator room 6
life. Fixed high pressure CO2 fire extinguishing systems are therefore designed
• Cargo compressor room Oil/grease store 1
to include safeguards which prevent the automatic or accidental release of CO2
whilst the protected area that is occupied. • Cargo compressor motor room
Alarms and Trips
CO2 is an asphyxiant, but not toxic and it does not produce decomposite • Emergency generator room
The engine room valve release cabinet door will stop the following:
products in a fire situation. • Oil/grease store
• Engine room ventilation fans - 4 sets
The CO2 cylinders are fitted with a safety device called a bursting disc which
will relieve excess pressures caused by high temperatures. To avoid these discs Central Bank CO2 System Authors note: Further items to be listed when information available.
bursting, it is recommended that the cylinders are located in areas where the The central bank CO2 system consists of 581 cylinders each containing 68
ambient temperature will not exceed 45°C. litres of CO2 located in the CO2 room, which is situated on the port side of the The engine room valve release cabinet door will initiate an audible and visual
engine casing on the A, B and C decks. alarm in the following areas:
Note: In order to ensure that the system is operational at all times, the
• Purifier room and main switchboard room
cotter pin on each CO2 cylinder must be removed and the discharge hose is These cylinders are connected to discharge nozzles within the protected space
connected to each CO2 cylinder outlet valve. via cylinder manifolds and distribution pipework. Authors note: Further items to be listed when information available.
Note: Some gaseous extinguishing agents may cause low temperature burns A pressure gauge and pressure switch are fitted to the main CO2 manifold.
when in contact with the skin. In such cases the affected area should be Valve Release Cabinet
thoroughly irrigated with clean water and afterwards dressed by a first aid The system is designed to discharge the required number of cylinders into
the protected space at the same time. Each protected space requires a certain CO2 valve release cabinets are located in the following places:
trained person.
number of cylinders to give a 40% concentration of CO2. • CO2 room - engine room only
The total number of cylinders is determined by the largest protected • Fire control room - all areas
compartment and this is the high and low voltage switchboard and transformer • Outside each room - near entrance door
room, which also incorporates the engine control room.
Illustration 4.3a CO2 Fire Extinguishing System
CO2 Room Fire Control Station

Pa
No.15 No.12 No.5 No.4 No.3 No.2
Ka La Ma Na Oa No.16 Emergency No.14 No.13 Cargo No.11 No.8 Main Main Diesel Diesel
C-Deck Oil and Diesel Cargo Cargo Switchboard Cargo No.10 No.9 Hydraulic No.7 No.6 Switchboard Switchboard Generator Generator No.1
No. No. Grease Generator Motor Computer Room Switchboard Chemical Incinerator Power Paint Purifier Room Room Room Room Engine
Store Room Room Room (Starboard) Room (Port) Store Room Pack Room Store Room (Starboard) (Port) (Starboard) (Port) Room
291 291
Open to Air
CO2 Cylinders for Engine Room
C-Deck
No. No.
266 151
Open to Air
B-Deck
No. No. No. No. No. No. No. No. No. No. No. No.
1 7 8 18 19 29 30 79 80 129 130 150
Open to Air
CO2 Cylinders for Outside Engine Room (24 Cylinders)
A-Deck
No. No. No. No. No. No. No. No. No.
1 3 4 5 6 7 9 12 24 Aa Ab Ba Bb Ca Cb Da Db Ea Eb Fa Fb Ga Gb Ha Hb Ia Ib Ja Jb Ka Kb La Lb Ma Mb Na Nb Oa Ob Pa Pb
CO2 Room
Open to Air
CO2 Cylinders for Engine Room CO2 Cylinders for Engine Room
A-Deck PI
No. No. No. No.

557 515 290 267
No.11 No.12 No.14 No.15
Cargo Cargo No.13 Cargo Emergency No.16
No.7 No.8 No.9 No.10 Switchboard Switchboard Cargo Compressor Deisel Oil/Grease
Paint Store Hydraulic Pack Incenerator Chemical Store Room Entrance Room Entrance Compressor Motor Room Generator Store Motor
Entrance Room Entrance Room Entrance Entrance (Port) (Starboard) Room Entrance Entrance Room Entrance Room Entrance
Pa
Ja Jb Ia Ib Ha Hb Ga Gb Fa Fb Ea Eb Da Db Ca Cb Ba Bb Aa Ab
Ob Nb Mb Lb Kb Jb Ib Hb Gb Fb Eb Db Cb Bb Ab
Pb
No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
Protected Areas
No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 No.9 No.10 No.11 No.12 No.13 No.14 No.15 No.16
GVU GVU Main Switchboard
Engine Room Diesel Generator Diesel Generator Main Switchboard Purifier Room Paint Store Hydraulic Power Incinerator Room Chemical Store Cargo Switchboard Cargo Switchboard Cargo Compressor Cargo Compressor Emergency Diesel Oil and Grease
Room Room Room (Port)
557 Cylinders Room (Port) Room (Starboard) Room (Starboard) 7 Cylinders 3 Cylinders Pack Room 4 Cylinders 1 Cylinder Room (Port) Room :9
Room (Starboard)
Cylinders Room Motor Room Generator Room Store
(Port) (Starboard) 11 Cylinders
50 Cylinders 50 Cylinders 11 Cylinders 4 Cylinders 9 Cylinders 9 Cylinders
(Starboard) 24 Cylinders 12 Cylinders 6 Cylinders 1 Cylinders
The system is operated by a supply of CO2 separate from the main fire f) Pilot CO2 will open the required number of cylinders for the
extinguishing CO2. protected space and will also open the main ball valve. The gas
is released to the protected space after the time delay period.
It is stored in small pilot cylinders installed within the supply cabinet. The pilot
cylinders are connected to the main pilot system pipework via two isolation g) Go to the CO2 room and check that the discharge valve for the
valves installed within the valve release cabinet. selected area has opened and the correct number of cylinders
have been released. If not open by hand.
One isolation valve is connected via small bore pilot gas pipework to the
cylinder bank to open the cylinders after a time delay of approximately 30 h) After 10 minutes, close the pilot cylinder hand wheel valve.
seconds, the other is connected via a separate pilot gas line to open the line
valve to the protected spaces. The isolation valves are positioned so that the i) When the pilot pressure gauge within the control box is zero,
valve release cabinet door cannot be closed with the valves in the open position. close both pilot isolation valves.
It is also arranged that the valve release cabinet door will operate the switches
when in the open position, to initiate audible and visual alarms. Note: Allow time for structural cooling before opening the space and
ventilating the CO2 gas.
A time delay unit is located in the pilot CO2 pipeline to the main storage bottles.
This unit allows for a time delay of about 30 seconds between actuation of the
WARNING
main cylinder release isolating valve and the actual operation of the cylinder
release valves. This delay offers time for personnel in the protected spaces to Do not enter a CO2 flooded space without using breathing apparatus.
evacuate them after the CO2 release alarm has sounded.
Manual Operating Procedure from the CO2 Room
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
pressure. Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
Operating Procedure from the Fire Control Station protected compartment then these must be opened manually. The main line
valve to the protected compartment must also be operated manually. The CO2
a) On discovering a fire in a protected space, shut down the cylinders for each protected compartment are grouped together and so it is
machinery in that space together with fuel supplies, if any, easy to recognise which cylinders must be manually opened for any protected
and ventilating systems. Close all doors, ventilators and other compartment.
openings having first ensured that all personnel have been
evacuated. The procedure for opening the main cylinders is as below; these should be
opened by operation of the manual release lever on top of each CO2 cylinder
b) Conduct a muster of all personnel ensuring that everyone is as follows:
accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the a) Open the main line valve leading to the protected space.
protected space where CO2 is to be released.
b) Remove the manual release handle from its mounting position
c) Open the valve release cabinet door for the compartment where near the cylinders.
the fire is located. Upon opening the door an audible alarm will
sound and the ventilation fans will stop. Pull the two handles in c) Insert the end of the handle into the hole in the release lever.
a downwards direction on the isolation valves. Push the handle as far as possible in order to operate the release
mechanism for the cylinder.
d) Obtain the key for the supply cabinet from inside the valve
release cabinet. d) Repeat this procedure for each cylinder until the specified
number have been discharged.
e) Open the supply cabinet door and open the valve on one of the
pilot CO2 cylinders. All cylinders can be individually manually discharged into any of the protected
cargo compartments as and when they are required.
Illustration 4.4a Fire Detection Panel
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2006-09-02 TEST......
ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ACTIVATED
ALARM RESET
1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel
4.4 Fire Detection System Keys Operation MUTE: Fault handling key used to
ALARM MUTE: This key is used to acknowledge acknowledge faults and to mute the
Maker: Consilium Marine the fire alarm and mute the buzzers. buzzers.
Type: CS 3000 Salwico Fire Detection System
ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
alarm. faults.
Authors Note: This text to be confirmed on verification visit
when more information is available ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
which can be scrolled through using operation to perform.
this key. Each alarm is listed in the
General Description alphanumeric display. LIST: List handling keys, the LIST key is
used to open the list function.
The CS3000 Fire Detection system is a computerised, fully addressable The arrow keys are used to scroll
analogue fire alarm system with analogue detectors. The operating panel, Indicators Description through the lists.
control unit and power supply are contained in a central cabinet in the EXT. CONTROL LED indicating that an external
wheelhouse. The detector loops are connected to the system with a 7.2Ah ACTIVATED: control output is active. Indicators Description
battery system back-up in the event of a power failure. The system is looped
to the gas sampling and alarm system and to the IAS cabinet in the electrical SECTION/DETECTOR LED indicating that an alarm reset POWER ON: Illuminated when the power is on.
equipment room on C deck. NOT RESET: has been attempted but failed.
(Detector still in alarm) DISCONNECTION: General disconnection of detectors
The Salwico CS3000 comprises a wide range of detectors and sensors to indicator.
suit different needs and conditions. It includes detectors for different alarm
parameters, for example, smoke, heat and flames. Manual call points, short Operating Panel TEST: Is lit when the central unit is in test
circuit isolators and a timer are connected to the loop where required. A fault mode.
in the system or a false alarm is detected immediately since the function of The operating panel is used for controlling the system and to display extra
the detectors and other installed loop units are automatically and continuously information in case of a fire alarm. The alphanumeric display is used as a ALARM TRANSFER: Is lit when the dedicated fire output
tested. complement to the numeric display on the fire alarm panel, as a communication is activated (steady light) and is
medium when operating the system and to display guiding texts for the function flashing when the door is open, the
The fire alarm repeater alarm unit is fitted in the fire control station. The repeater keys. Under normal conditions, when the central unit is in normal status, the fire output is deactivated.
panel allows the ship’s staff to monitor alarms and scroll through alarms in text ‘Salwico CS3000’ is displayed together with the date and time.
the queue list but not to accept any alarms or perform any disconnections or EXTERNAL ALARM: Is lit when an external alarm output
reconnections. The system can also identify defective detectors in each loop. is disconnected or faulty.
Keys Operation
The system can be monitored via the IAS and a typical screen display is shown F1, F2, F3, F4: Function keys, used for choosing DELAY OFF: Is lit when the time delay is
here. functions from the menus in the deactivated.
display and for entering certain
characters with no keys of their SYSTEM FAULT: Is lit when a fault occurs in the
Central Unit Panel own. system.
The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm 0-9: Numeric keys. ABNORMAL COND: Is lit when an abnormal condition
in the system. The operator verifies and supervises the system by using the has occurred.
different keys and the display on the operating panel. Correction key: The last key stroke is erased.
Return key: The system returns to normal status,

Fire Alarm Panel
‘Salwico CS30000’ is displayed.
The fire alarm panel is activated when a fire alarm is detected on the system.
S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in unit (section/detector no. etc) to
alarm are displayed on the numeric display. operate.
System Operation g) If ALARMS IN QUEUE is pressed when the last fire alarm The LIST key can always be used regardless of system status. Pressing LIST
is displayed, the first fire alarm is displayed again and the shows the fire alarms one by one on the first line of the alphanumerical display.
Detection of a Fire Alarm
ALARMS IN QUEUE indicator goes out for 5 seconds. They can then be reset in the normal way one by one. If the alarm does not
FIRE lamp is flashing: A fire alarm is detected in the system. reset, the reason is displayed on line three. The problem should be investigated.
The not resettable fire alarm is displayed again.
a) Press ALARM MUTE, to mute and acknowledge the fire Reset Fire Alarm
alarm.
Only one fire alarm can be reset at a time, ie the displayed fire alarm. If there Fault Indication
b) The FIRE indicator stops blinking and becomes steady red. The are more, the next one will appear on the display. The FAULT indicator is flashing and the internal buzzer is sounding. One or
audible fire alarm, including the internal buzzer is permanently more faults are detected in the system and the latest fault is displayed on the
silenced when the ALARM MUTE is pressed. a) Press the MUTE button for 2 seconds to acknowledge the alphanumeric display. The first line displays the word FAULT, a fault code
alarm. followed by the section number, the detector address, and a fault message.
c) The section number and detector address in alarm are displayed Additional text is displayed on line two, if provided The fault codes are listed
on the fire alarm panel and on the alphanumerical display on the b) Press the LIST button. in the manufacturer’s manual. Only one fault can be acknowledged at a time.
operating panel. Press M in the FAULT field to acknowledge the fault and mute the buzzer.
c) Press the F1 button below the Fire Alarm display key to select The FAULT indication stops flashing and becomes steady yellow. The internal
d) The section number and the detector address are displayed on the appropriate fire alarm buzzer is permanently silenced. The fault is placed in a fault list and the
the first line and additional information about the location is alphanumeric display is erased. The next fault is displayed if there are more
displayed on the second line, if provided. d) Press the ALARM RESET button to reset the fire alarm. It will faults. Otherwise the display is erased and it returns to its previous status. The
disappear from the display and be inserted into the history list. number of faults in the system and the order they occurred is displayed on line
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in three. The fault list can be scrolled through by using the up and down arrow
the system. e) If the fire alarm does not reset, the reason is displayed on line keys.
three. The indicator SECTION/DET NOT RESET is displayed.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all This could be because the detector still detects high levels of
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may To Reset Faults
also be faulty and should be investigated.
a) Press LIST to open the list function. Faults can only be reset
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
from the fault list.
and become steady red when all the fire alarms are muted. The Fire Alarms that Do Not Reset
audible fire alarm is permanently silenced when the ALARM
b) Press F2 to select the fault list. The latest fault is always
MUTE is pressed. A detector that cannot be reset can be listed in two ways. Press the LIST or displayed first. The fault list can be scrolled through using the
ALARMS IN QUEUE key. list key. The LED on the arrow key is lit if there are more faults
c) The section number and detector address in alarm are displayed
to be listed.
on the fire alarm panel and on the alphanumerical display on the The ALARMS IN QUEUE key can only list the non-resettable fire alarms
operating panel. if all fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE c) Press the arrow keys until the appropriate fault is displayed.
LEDs are not lit) and if all faults are acknowledged. If this is not the case, the
d) The address of the first fire alarm is displayed on the first line ALARMS IN QUEUE key will only list the fire alarms that are not reset. d) Press R in the FAULT field to reset the fault. The system
and additional information about the alarming unit is displayed
attempts to reset the fault.
on the second line, if provided. The address of the latest fire a) Press ALARMS IN QUEUE repeatedly to select the appropriate
alarm is displayed on the third line and additional information fire alarm. The fire alarm address is displayed on the fire alarm e) The fault is reset if it disappears from the list. The next fault is
about this unit is displayed on the fourth line. The total number panel and the operating panel alphanumerical display. displayed after about 5 seconds. If the fault list is empty, the text
of fire alarms is shown to the right on line one.
LIST EMPTY is displayed, and the system returns to normal
b) Press ALARM RESET. The system tries to reset the fire alarm. status, ‘Salwico CS3000’ is displayed. If the fault is not reset,
e) Press the ALARMS IN QUEUE button to display the next fire
the reason is displayed on line three. Investigation is required.
alarm. If no key is depressed for about 60 seconds the display returns to the first non-
resettable fire alarm. If the fire alarm is reset it disappears from the display
f) The second fire alarm address is displayed both on the fire and from the fire alarm list. The display then returns to the next fire alarm or Disconnections
alarm panel and on the alphanumerical display. The fire alarm is if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’
presented on the two first lines on the display. Five seconds after is displayed. If the alarm does not reset, the reason is displayed on line three. Different parts of the fire alarm system can be disconnected for instance,
pressing ALARMS IN QUEUE, the first fire alarm is displayed The problem should be investigated. The non-resettable fire alarm is displayed sections, detectors, manual call points, section units, alarm devices, external
again. again. control devices and loops. This can be useful when there is welding in a
particular section or removal of detectors is required due to structural shipboard Reconnections

work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be Disconnected units can be reconnected from the disconnected list by selecting
reconnected from the ‘Disconnections’ list. the appropriate disconnection. The status is then changed by pressing the ON
key or using the same procedure as Disconnection, but press the OFF - ON
When operating the system a mistake can be corrected using the BACK key to button.
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key. The system returns to normal
status and ‘Salwico CS3000’ is indicated.
Disconnection Process
a) Press the S button to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is

changed to ORDER DONE.
e) The DISCONNECTION LED is illuminated if this is the first

active disconnection in the system.
f) A message is displayed on line three, for about five seconds,

if the system cannot disconnect the section. The system then
returns to the previous menu.
g) Continue to define the next disconnection or, if finished, return

to normal by pressing RETURN.
h) Press the D button to disconnect a detector.

D for all detectors
SD for smoke detectors
Heat detectors are selected in the section menu.
Further in-depth operations are available from the manufacturer’s manual.
Illustration 4.4b Fire Detection and Alarms - Floor Level

Engine Room (Port)
Up
No.1 Up
No.2

No.1
Dn No.2
No.3
Up

Lubricating Oil Sump Tank No.2 No.1
Sludge Tank
Up Up
Key
Smoke Detector
Engine Room (Starboard) Manually Operated
Call Point
Illustration 4.4c Fire Detection and Alarms - 4th Deck Level
No.2 No.1
No.1 No.1
Up
No.2 No.2
No.2 No.1
No.1 Generator
Converter Room
No.2 Generator

Converter Room
No.3 Generator
No.4 Generator
Purifier Room
Up
Key
Manually Operated
Call Point
Smoke Detector
Illustration 4.4d Fire Detection and Alarms - 3rd Deck Level
Up
Switchboard and
Transformer Room
No.1
No.2
No.1
Switchboard and
No.2
Transformer Room
No.3 No.1 No.1
No.4 No.2 No.2

Up
Key
Smoke Detector
Manually Operated
Call Point
Illustration 4.4e Fire Detection and Alarms - 2nd Deck Level and Steering Gear Room

Engine Room (Port)
Inert Gas
N2 Generator Generator Gas Oil
Bunker Tank (Port)
Space Service Tank
Fresh
Water
Tank
Cofferdam
Aft Peak Water

Ballast Tank
Key
Smoke Detector
Space Monitored by
Aft Peak Water Fresh Welding Area Gas Detection
Ballast Tank Water
Tank
Manually Operated
Workshop Call Point
Store
Space Monitored
by Heat Detector
Water Ballast Tank In Repeater Panel

Engine Room (Starboard)
Illustration 4.4f Fire Detection and Alarms - Upper Deck and A Deck Level
Upper Deck Level A Deck Level
Waste Waste
Manage Bin
CO2 Room Room Space
Incinerator
Room
Emergency Diesel Generator Room
Cofferdam
Free
Space
Key
Cofferdam Oil General Smoke Detector
Grease Store
Store
Deck Store
Workshop Manually Operated
Call Point
Paint Store
Space Monitored by
Chemical Flame Detector
Store
Illustration 4.5a Gas Detection System

No.1 Tank IBS for Gas Dome SW2020
No.2 Tank IBS for Gas Dome Gas Sampling System Central
No.3 Tank IBS for Gas Dome
No.4 Tank IBS for Gas Dome
No.1 Tank IS for Gas Dome IAS Cabinet
No.2 Tank IS for Gas Dome
Salwico GS3000
POWER ON
GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION
001 005 TEST......
PUMP ROOM ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
DELAY OFF.....

SYSTEM FAULT..
ALARM LEVEl 1
ALARM MUTE
ALARM LEVEl 2 ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
CONTROL
M MUTE
IBI
ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET

ALARM LEVEl 2
IN QUEUE 0 ON OFF TIMER LIST
No.1 Vent Mast Wall Mounted

No.2 Vent Mast
No.3 Vent Mast
No.4 Vent Mast
Side Passage Way Forward Port
Side Passage Way Forward Starboard
Side Passage Way Mid Port
Side Passage Way Mid Starboard
Side Passage Way AFT Port Fire Control Station
Side Passage Way AFT Starboard
No.1 Tank IBS for Liquid Dome Repeater Panels
No.2 Tank IBS for Liquid Dome IBI
No.3 Tank IBS for Liquid Dome Wall Mounted
No.4 Tank IBS for Liquid Dome
Cargo Compressor Room Port Cargo Machinery Trip System and
Cargo Compresser Room Starboard Engine Room System
Gas Vent Drain Tank
No.3 Tank IBS for Liquid Dome Main 220VAC Input
No.4 Tank IBS for Liquid Dome Emergency 220VAC Input
Cargo Compressor Room Port Relay Outputs etc
Cargo Compresser Room Starboard CS3000
Gas Vent Drain Tank GS3000 Fire Detection System Central
No.4 Tank IBS for Liquid Dome Gas Detection System Central
No.4 Tank IBS for Liquid Dome Salwico CS3000
FIRE
FIRE SEC 6 DET 13 1 (1)
POWER ON
DISCONNECTION
Cargo Compressor Room Port

6 13 CREW CABIN 754 TEST......
ALARM TRANSFER
MENU DELAY OFF.....
Salwico GS3000 SYSTEM FAULT..
POWER ON
GAS
ALARM MUTE
GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION
FAULT
001 005 TEST...... ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL
ALARM
Cargo Compresser Room Starboard

DELAY OFF.....
CONTROL
M MUTE
SYSTEM FAULT.. EXTERNAL CONTROL

F1 F2 F3 F4 ABNORMAL COND. ACTIVATED
ALARM RESET
1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
ALARM LEVEl 1
ALARM MUTE SECTION / DETECTOR
ALARM LEVEl 2 ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT NOT RESET 0 ON OFF TIMER LIST
ALARM
CONTROL
M MUTE
Gas Vent Drain Tank

ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET
ALARM LEVEl 2
Measuring Gas Outlet
Stop Valve Box Dry Instrument Air Inlet 5-16 kg/cm2

Fresh AIr Inlet
Water Filter Outlet to Floor
IR Gas Detector EEx lad Intrinsically Safe Cargo Machinery Trip System and
Engine Room System
Hazardous Area Safe Area Hazardous Area Safe Area
No.1 of Engine Gas Valve Hood Room Main 220VAC Input
No.1 of Engine Gas Duct ISOL SM-13/11 Emergency 220VAC Input
No.2 of Engine Gas Duct No.1 Main Diesel Generator Room Supply Fan Relay Outputs etc
No.1 Main Diesel Generator Room No.2 Main Diesel Generator Room Supply Fan ISOL SM-13/11
No.2 of Engine Gas Valve Hood Room
No.3 of Engine Gas Duct No.1 Machinery Space Supply Fan Main 220VAC Input
No.4 of Engine Gas Duct No.3 Main Diesel Generator Room Supply Fan
No.2 Main Diesel Generator Room No.4 Main Diesel Generator Room Supply Fan GS3000
No.1 GCU Gas Valve Hood Room No.2 Machinery Space Supply Fan ISOL SM-13/11
ISOL SM-13/11 Inert Gas Line Gas Detection System Central Emergency 220VAC Input
No.2 GCU Gas Valve Hood Room
Salwico GS3000
Relay Outputs etc
POWER ON
GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION
001 005 TEST......
DELAY OFF.....
CC Type Gas Detectors EEx 4 ST800EX

SYSTEM FAULT..
ALARM LEVEl 1
ALARM MUTE
ALARM
CONTROL
M MUTE
ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET
ALARM LEVEl 2
CC Type Detectors EEx 4 ST800EX

Hazardous Area Safe Area Hazardous Area Safe Area
Accommodation Navigation Locker Wheel House (Starboard) Safe Area Hazardous Area
Wheel House (Port) ISOL SM-13/11 Passageway (Port) ISOL SM-13/11
Passageway (Port) General Office Lobby (Port)
SM-13/11 ISOL Crew’s Message Room
Cargo Control Room Passageway (Starboard) Safe Area Hazardous Area
Accommodation Passageway (Port) Air Intake Passageway (Port)
Accommodation Air Intake 2nd Muster Station Cargo Machinery Trip System Emergency Generator Room Galley
SM-13/11 ISOL Cargo Motor Room Officers TV Room
Hospital Passageway (Starboard) and Engine Room System
Bosun Store Lobby (Port)
Passageway (Port) Officers Lounge Air Condition Room (Starboard)
Crews Room Lounge ISOL SM-13/11 Lobby (Starboard) ISOL SM-13/11 Main 220VAC Input Bow Thruster Room
Crew T.V Room Officers Dining Room Emergency 220VAC Input SM-13/11 ISOL Cargo Motor Room SM-13/11 ISOL Air Condition Room (Port)
Lift Machinary Room Lobby (Starboard)
Relay Outputs etc
4.5 Gas SAMPLING and gas detection Gas Sampling Panel Operation of the Fixed Gas Sampling System
Systems Fixed Gas Sampling System Control Panel
The system consists of a transportation pump, which sucks from each of the The control Panel of the SW2020 Gas Sampling System is divided into two
Maker: Consilium Marine AB
sampling points individually via a suction filter and discharges into the gas separate parts.
System: Salwico sampling unit via a flame screen. An analyser pump sucks the sample and
Model: Gas sampling system - SW2020 discharges it into the infrared gas analyser and finally out to the atmosphere. The left-hand side consists of only three pushbuttons: ALARM MUTE,
There are two gas analysers, both of which are in constant use, with one
Gas alarm system - GS3000 ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE
measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The
Type: Sample Draw - continuous 21 min cycle LCD panel on the front of the main control panel displays both the LEL and % pushbutton is used to find a gas alarm in the gas alarm list and the two other
volume readings for the point being sampled. pushbuttons to either mute or to reset an alarm. The gas level is measured again
Gas Detectors to see if the alarm condition has disappeared.
There are 31 external sampling points and one internal sampling point which is
Type Location Number
located inside the analyser unit at the top of the cabinet. This internal sampling The right-hand side is used for operation of the system. Press one of the six
Infrared Cargo area 31 point is positioned to detect any gas due to leaking pipework within the cabinet. LIST and SET UP pushbuttons to operate and monitor the system. All six
Infrared Cargo machinery trip system 17 It will alarm and shut down the system at 30% LEL. pushbuttons will open a list of items (sampling points, alarms etc.).
Infrared Engine room 7
If a sample from any of the 31 sampling points reaches 30% LEL a high gas Use the four arrow pushbuttons to find the item required and use the function
Catalytic Accommodation 30 alarm will be activated on the IAS. A high high gas alarm is activated if the
keys to select an action to perform.
Catalytic Emergency generator room 1 gas reading rises to 60% LEL. A complete sampling cycle takes approximately
Catalytic Cargo motor room 2 21 minutes.
For example, it is possible to make a manual measurement on sampling point
Catalytic Bosun’s store 1 There are two vacuum switches fitted within the system, one is used for an No. 5 (SP5) by first pressing the list SAMPLING POINTS pushbutton, then
Catalytic Bow thruster room 1 internal leakage test and the other for a flow failure on the transportation pump. choose SP5 with the arrow pushbuttons and finally press F3 (Measure) to start
Catalytic Lift machinery room 1 The internal leakage test is carried out every 24 hours and consists of closing measuring on SP5. The sampling point details will be shown on the display.
all the sampling solenoid valves and running the analyser pump. If the vacuum
switch is activated, it proves the integrity of all the pipework, valves, pump Some menus require a numerical input; manual measurement is one of them.
Sampling range: 0-100% LEL (0-5% vol.) methane + 100% and the also the vacuum switch. An alarm sounds in the event of the vacuum Enter a new value with the numerical keyboard. Press the Enter pushbutton to
Start-up time: <60 seconds switch not being activated. change the new value into the current value and press F1 to start measuring.
Self test: Continuous
The transportation pump vacuum switch is activated by a sampling pipeline
Both systems are calibrated on 100% methane becoming blocked. This will cause the pump to stop and the automatic pipeline Standby
cleaning function will be started. This consists of purging the sampling line
back to the sampling point with dry compressed air for 15 seconds in order to The control unit is in standby mode most of the time. The display shows that
Introduction clear the blockage. The pump will then restart and try to obtain another sample. the measurement sequence is running. The system always displays the last
If the vacuum switch is again activated the Flow Failure alarm is activated. measurement.
There are two completely separate gas monitoring/trip systems fitted on board.
One is the fixed Gas Sampling System which monitors from sampling points in There are also two pressure switches fitted within the system, for monitoring The standby menu displays the system status. The standby mode can be
the hazardous gas zone and the other is the fixed Gas Detection System which the discharge pressures of the transportation pump and the analyser pump. identified by the clock in the upper right corner and can be reached by pressing
monitors from the non-hazardous gas zone. The analysing/control panels for They are activated in the event of a low discharge pressure from either pump the HOME key. The control unit will automatically return to standby mode 30
both systems are located in the electrical equipment room on C deck. There and will stop the pump and the sampling sequence, resulting in a flow failure minutes after the last keyboard entry.
are repeater panels for both systems installed in the fire control station which alarm.
enable the active alarms to be viewed.
There are three calibration gas bottles located inside the analyser cabinet, one Lists
of 50% LEL, one of 100% by volume and one of 100% N2. These are used for
In the event of a gas being detected, alarms are activated simultaneously on All manipulations required by the average user can be performed from the four
calibrating the two Simrad GD10 infrared gas analysers.
the IAS stations on the bridge, cargo control room and engine control room lists in the system.
and on the repeater panels in the fire control station located on the port side
upper deck. The alarms which sound in the engine room, motor room and cargo
Alarm List
machinery room are two tone high pitched sirens and flashing lights to indicate
that the gas alarm has been activated. The left hand side of the control unit always displays the sampling point in
alarm and the alarm level (high or low).
Both systems are calibrated on 100% methane.
Illustration 4.5b Gas Detection System Control Panel
Control Panel
Salwico GS3000
POWER ON..............
GAS GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE DISCONNECTION....
001 005 TEST..........................
PUMP ROOM ALARM TRANSFER..
SECTION DETECTOR EXTERNAL ALARM...
DELAY OFF................
SYSTEM FAULT.........
F1 F2 F3 F4 ABNORMAL COND....
ALARM LEVEl 1
ALARM MUTE
ALARM
CONTROL
M MUTE
ALARM RESET
1 2 3 AD
ALARM
DELAY R RESET
ALARM LEVEl 2
Repeater Panel
On Line
GAS ALARM List
More alarms List
Local mute
Lamp test
Mute any gas alarms by pressing the ALARM MUTE pushbutton and reset Disconnections List leakage of the pump or a fault of the pressure switch itself.
gas alarms by pressing the ALARM RESET pushbutton. Press the ALARM IN Service is needed if the fault cannot be reset.
Press the LIST DISCONNECTIONS pushbutton to open the disconnection
QUEUE pushbutton to display the next gas alarm (if any).
list.
2) A bypass pump fault is caused by a pressure switch. The
When more detailed information about an alarm is required, press the LIST Disconnected sampling points are displayed one by one by using the arrow scanning cycle continues. The bypass pump stops. The cause for
ALARMS pushbutton on the right hand side of the control unit. pushbuttons. Reconnect a sampling point by pressing the Fl (Reconnect) this fault is the same as described for the analysing pump.
This list is opened automatically when a new gas alarm is detected. Use the pushbutton.
arrow pushbuttons to display the next and previous alarms. 3) Internal leakage in the analysing unit is indicated when the
automatic leakage control fails. This control is automatically
Set up - General Settings initiated every 24 hours by closing all the sampling valves,
Fault List
The system changes the access level and enters Configuration Mode when the running the analysing pump and checking that the vacuum
Press the LIST FAULTS pushbutton, on the right hand side of the control unit, correct access code for level 2, 3 or 4 is entered. The system will not start until switch is activated. If the vacuum switch is not activated the
to display the faults in the system. This list is automatically opened when the the user chooses to start the system again (the access level is automatically cause is a leakage at the vacuum side of the pump from pipes,
system detects a fault. changed back to 1) or the user time-out expires after 30 minutes. solenoid valves, a pipe coupling or the vacuum switch itself.
Mute the faults by pressing the MUTE (M) pushbutton and reset the faults by Choose a menu with the arrow pushbuttons. The menu numbers in this 4) Calibration: This fault indicates that zero or span calibration is
pressing the fault RESET (R) pushbutton. document are shown between brackets in each header. not completed due to a value that is out of range, either due to a
gas sampler fault or a test gas fault. The bottle might be empty
Sampling Point List or the test gas mixture is not corresponding to the value that is
Actions in the Event of an Alarms set for span calibration.
Press the LIST SAMPLING POINTS pushbutton to enter the sampling point
Gas Alarm
list. 5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
1) When the ALARM MUTE pushbutton is pressed, the audible sampler that is in use. There might be a loss of power, a dirty
Select a sampling point with the arrow pushbuttons and use the function alarm stops and all alarm outputs with mute functionality are mirror in an internal radiation sampler or a sensor failure etc.
pushbuttons to perform an action. deactivated. The scanning cycle continues and will give new
alarms for each sampling point exceeding the alarm level. The 9) Moisture fault (Option). Indicates that water is sucked into the
The following actions can be performed on a sampling point: alarms are stored in the alarm list and the sampling point of the pipe system of the analysing unit.
• Value: Display the value of the last gas measurement. last occurred alarm is shown as well as the alarm level low or
high. 10) High temperature in the analysing unit (Option).
• Measure: Start measuring the gas concentration. With this
function it is possible to make a prompt check of the actual 2) Activation of the ALARM RESET pushbutton starts a revaluation
11) Power fault (Option). As indicated if there are two independent
gas concentration of the selected sampling point. The sampling of the sampling point in alarm. An alarm reset request will stop
power supplies and one fails.
time can be set in minutes though never below the set up the sampling sequence and make a new measurement. This re-
time. The gas value is updated and continuously shown in the evaluation is to be able to accept an alarm reset on the sampling
12) Flow fault on sample point #. Indicates a flow fault on the sample
display. The possible alarm (low or high) will be decided when point if the level is now below the alarm level. If the ALARM
point listed. Before indication of a flow fault the automatic pipe
the gas reading is stable. The remaining measurement time is IN QUEUE pushbutton is pushed and the ALARM RESET
cleaning function first attempts to remove the cause of the flow
continuously shown. pushbutton is pressed for all sampling points in alarm, the
fault by flushing the sampling pipe for 15 seconds and then
system will start re-evaluating these sampling points one by
• Purge: Clean the pipe for that particular sampling point for 30 tries to obtain a new sample. If the flow fault still remains the
one. It may therefore take a while to complete alarm reset for
seconds. Before connection to the analysing flow an automatic sampling point is automatically disconnected and a flow fault
several sampling points.
decompression is made through the internal sampling point for alarm is generated and listed in the fault list. The scanning cycle
10 seconds in order to protect the pressure switch and pump continues to the next sampling point. As long as the flow fault
The re-evaluation sequence can be interrupted by manual measurement or
membrane. for a certain sampling point is listed in the fault list the fault
purge. (See the Sampling Point List).
remains.
Actions such as ‘purge’ and ‘manual measure’ cannot be performed on
disconnected sampling points. The only allowed action on a disconnected Fault Alarm Other fault alarms monitor the internal condition of the gas sampling system.
sampling point is Reconnect. 1) An analysing pump fault is caused by a pressure switch and stops
the pump and scanning sequence if the system does not have the
After a measure or purge manoeuvre, the normal measurement sequence starts pump redundancy option. The pressure switch is detecting that
at the sampling point that was interrupted. the pump pressure is too low. The cause is probably a membrane
Illustration 4.5c Gas Detection System Machinery Trip Cause and Effect
Cause
L)
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LE
L)
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L)
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0%
L)
LE
LE
LE
-6
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0%
L)
LE
0%
0%
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LE
LE
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0%
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(6
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te
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1 No.1 Engine Shutdown
5 No.1 Engine Gas to Diesel Oil Mode Changeover
9 Gas Valve CG-616 Close for No.1 and No.2 Engine
10 Gas Valve CG-617 Close for No.3 and No.4 Engine
11 Main Diesel Generator Room (No.1 and No.2 Engine)
Normal Lighting Power Cut-Off
Engine Control Panel Power Cut-Off and
Motor Starter Power Cut-Off
Normal Lighting Power Cut-Off
Engine Control Panel Power Cut-Off and
Motor Starter Power Cut-Off
15 Gas Combustion Unit Starter 1 Shut Down
17 Gas Valve CG-614 Close for Gas Combustion Unit
18 Gas Valve CG-615 Close for Gas Combustion Unit
19 I.A.S Field Station (FS03) Power Cut-Off
20 I.A.S Field Station (FS05) Power Cut-Off
21 Emergency Switchboard Power Cut-Off for Dist. Board
22 LSC Power Cut-Off for Main Generator Room (Port)
23 LSC Power Cut-Off for Main Generator Room (Starboard)
Repeater Unit - Located in the Fire Control Station Authors note: The following to be confirmed on board during the verification The ship carries two dew point meters to measure the moisture in air or gas
visit samples with positive pressure. The battery powered hygrometer indicates both
Gas alarms are shown on the mini repeater. dew point temperatures and water vapour to less than one part per million, on
Maker: GMI - Multi Gas MR the large meter dial. As the reading is specific to water vapour, calibration is
The previous and next alarms (if any) can be listed with the arrow pushbuttons. Gases detected: Flammable gases 0 to 100% LEL in air accurate for different gases. One of the dew point meters should be sent ashore
Faults are shown when there are no non-muted gas alarms in the system. every twelve months for reconditioning and recalibration.
0 to 100% by volume
The previous and next faults (if any) can be listed with the arrow in air or nitrogen
U Tube Pressure Gauge
pushbuttons. CO2 0 to 5% by volume
O2 0 to 25% by volume No. of sets: 3 - all mercury filled
The clock is shown when there are no alarms or faults in the system. CO 1 to 1000 ppm Application: To check the accuracy of mechanical pressure
gauges, such as on insulation barrier spaces
Model: Gasurveyor 487R
Units: +50 to -800 mb
Fixed Gas Detection System No. of sets: 3
The fixed gas detection system consists of 53 fixed gas detectors located within Battery life: 8 hours minimum duration - Rechargeable, 1.5 hours Gas Proof Lamps
the accommodation, engine room, emergency generator room, bosun’s store, to recharge Maker: Wolf
bow thruster room and cargo motor room. Calibrator: 2 No. of sets: 2
Note: The GMI gas meter cannot be used in LEL mode to test for CH4 in the Type: Safety handlamp H-4DCE
There are 36 detectors of the catalytic type inside the accommodation at
IBS and IS spaces; the VOL mode must be used.
various locations, including the emergency generator room, bosun’s store, bow
thruster room and cargo motor room, which will activate a gas alarm if the
LEL reading reaches 30%. A high high alarm will be activated if the reading Maker: DRAGER - Hand Pump
increases to 60% LEL. No. of sets: 2
Type: Bellows hand pump worked with single handed
There are 17 detectors of the infrared type located in the generator engines and operation
GCU gas hoods, main generator engine rooms, supply fan ducts and the inert
No. of strokes: 1 - 50 and higher
gas line. These will activate a gas alarm if the LEL reading reaches 30% and if
the reading reaches 60%, a high high trip will be activated which will activate Stroke volume: 100 ml
the trips as shown in illustration 4.5c. Gases detected: CO 10 to 3000 ppm
CO2 1 to 20% by volume
Note: When testing the motor room trip system, shut off the steam supply to CO2 0.1 to 6% by volume
the glycol heater. CO2 0.01 to 0.3% by vol
SO2 20 to 200 ppm
CH4 0.1 to 2%
Portable Gas Analysers and Detectors
Automatic Dew Point Meter/Analyser
The portable gas detection equipment on board is both comprehensive and
This instrument measures the dew point during the drying process of a tank or
well proven. Each instrument is certificated and comes with manufacturer’s
hold.
operating instructions and recommended spares and test kits. The certificates
are to be suitably filed and the monthly tests recorded.
Maker: Shaw
No. of sets: 2
WARNING
The batteries must never be replaced in a hazardous area due to the Power supply: 9 V DC (6C type cells) internal
potential for an electrical discharge. Sampling: Atmospheric with a flow rate of 6 - 10 litres/min
Accuracy: +/- 1 ppm or +/- 3 or 4°C dewpoint
These instruments measure the level and volume of O2, CO2, CO and CH4 Range for dew point: -80 to 0°C
(methane) present in a tank when the tank is being inerted or gassed up.
Illustration 4.6a Quick-Closing Valves and Fire Dampers System
To Fire Damper Air Cylinder for Engine Room Ventilation

Fire
Control S
S No.1 Starboard Main
Station PS
PS
No.1 Port Main Generator Generator Room Supply
IAS
Room Supply Fan Damper Fan Damper
PI S No.2 Starboard Main
Starboard Main Generator Engines Group S
No.2 Port Main Generator Generator Room Supply
Room Supply Fan Damper Fan Damper
Air Bottle for S
Emergency Starboard Main Generator
Shut-Off Port Main Generator Engines Group S Room Exhaust Fan Damper
Valve Port Main Generator Room
Exhaust Fan Damper
Starboard Machinery Space
Supply Fan Damper
Port Machinery Space
Key Supply Fan Damper
Other Groups S
Air Purifier Room
Fuel Oil/Gas Oil Exhaust Fan Damper
S
Lubricating Oil Purifier Room Supply
From General Service Duct Damper
Air System (2.9.3a) Marine Diesel Oil
S S Switchboard and
Sludge/Waste Oil Switchboard and
Transformer Room (Port) Transformer Room (Starboard)
Electrical Signal Ventilation Damper Ventilation Damper
S Switchboard and
Instrumentation S Transformer Room (Starboard)
Switchboard and
Transformer Room (Port) Ventilation Damper
F-311V F-317V F-7V F-40V Ventilation Damper S Switchboard and
S Transformer Room (Starboard)
Switchboard and Supply Duct Damper
Incinerator Incinerator Gas Combustion Gas Combustion
Transformer Room (Port) S
Marine Diesel Waste Oil Unit Marine Diesel Unit Ignitor Gas Gas Valve Unit Room
Supply Duct Damper
Oil Tank Service Tank Oil Service Tank Oil Service Tank (Starboard) Exhaust Fan
S Damper
Upper Deck Incinerator Room S
Gas Valve Unit Room
Ventilation Damper
(Starboard) Exhaust Fan
Damper
S S
Incinerator Room Gas Valve Unit Room
Supply Duct Damper (Starboard) Air Intake Damper
F-5V F-6V S
S Gas Combustion Unit
Gas Combustion Unit Room Exhaust Fan Damper
Inert Gas Room Air Inlet Damper
Generator Gas Oil S
Service Tank L-243V L-14V L-15V Gas Combustion Unit
S Gas Valve Unit Room Room Exhaust Fan Damper
306V
2nd Deck (Port) Exhaust Fan
Gear Box Generator Engine Generator Engine Damper Gas Combustion Unit
Lubricating Oil Lubricating Oil Lubricating Oil
S 307V Fan Room Damper
Gravity Tank Setting Tank (Port) Setting Tank (Starboard) Gas Valve Unit Room
(Port) Exhaust Fan
3rd Deck Damper Gas Combustion Unit
308V Fan Room Damper
S
Gas Valve Unit Room Gas Combustion Unit
270V (Port) Air Intake Damper 309V Fan Room Damper
F-102V F-301V F-3V F-10V F-201V F-202V F-1V F-104V F-302V F-4V F-103V F-203V F-204V F-2V
Gas Combustion Unit
Funnel Ventilation 281V Fan Room Damper
Marine Diesel Marine Diesel Marine Diesel Marine Diesel 271V Damper
Marine Diesel Marine Diesel
Oil Setting Tank Oil Bunker Tank Oil Setting Tank Oil Setting Tank
Oil Service Tank (Port) Oil Service Tank (Starboard) Funnel Ventilation Damper
(Port) (Port) (Starboard) (Starboard) 282V
Funnel Ventilation
4th Deck Damper
Funnel Ventilation Damper
4.6 Quick-Closing valves, fire dampers and Tank Valve Description Valve Tank Valve Description Valve
emergency stops Marine diesel oil bunker Marine diesel oil transfer pump F1V Incinerator marine diesel oil Incinerator ignition pump suction F311V
tank (port) suction tank
Introduction Marine diesel oil bunker Marine diesel oil transfer pump F2V
tank (starboard) suction
Fire Dampers
To ensure a fast and effective ability to respond to a fire situation the ship is Marine diesel oil service Marine diesel oil transfer pump F3V
provided with means to shut off tanks containing flammable liquids that would tank (port) suction Remote Operation
normally be open; to shut down the pumps and other equipment that could Marine diesel oil service Marine diesel oil transfer pump F4V Fire dampers operate to close the ventilation openings in the event of a fire
cause or maintain a fire and to shut off the air supply to a fire. tank (starboard) suction in the engine room spaces. The dampers are kept open by a counter weight,
Incinerator waste oil service Mill pump suction F317V attached to the damper linkage and closed by air pressure acting on the
Oil Tank Quick-Closing Valves tank pneumatic cylinder. When the cock is turned 90° compressed air from the 250
Marine diesel oil service To auxiliary boiler and separator F101V litre storage cylinder is applied to the damper pneumatic cylinders, via the
tank (port) supply valve which is locked open.
CAUTION
Some tanks such as lubricating oil tanks do not have quick-closing valves Marine diesel oil settling To separator F102V
tank (port) There are 35 fire dampers which are activated from the fire control station, of
fitted. This is because they are normally closed and only opened for short which 25 are activated by the emergency stop system:
periods of time when required. It is therefore important to ensure that Marine diesel oil service To auxiliary boiler and separator F103V
these valves are always closed when not in use. tank (starboard)
Marine diesel oil settling To separator F104V Mushroom type engine room ventilators and engine room vent fan dampers are
All of the outlet valves from the fuel oil and lubricating oil tanks from which tank (starboard) manually opened and closed by means of manually operated levers. These are
oil could flow to feed a fire are equipped with pneumatically operated quick- situated at the ventilators
Marine diesel oil service To No.1 generator engine F201V
closing valves. These valves are operated from the fire control station located tank (port)
on the upper deck on the port side of the accommodation block. Marine diesel oil service To No.2 generator engine F202V Emergency Stops
tank (port)
The valves are supplied with compressed air at 7 bar from a 250 litre storage The emergency stop switches are at the following locations:
Marine diesel oil service To No.3 generator engine F203V
cylinder located in a cabinet in the fire control station. The cylinder is fitted
tank (starboard)
with an alarm to warn of low pressure and is fed from the engine room general
service air main. Marine diesel oil service To No.4 generator engine F204V Wheelhouse Panel, Fire Control Station and Engine Room Entrance
tank (starboard)
Marine diesel oil settling To auxiliary boiler F301V Authors Note: further text to be added, regarding which pushbuttons operate
A non-return valve is fitted on the inlet line which is normally in the open
tank (port) which systems, when information is available.
position to ensure that a full charge of air is always available.
Marine diesel oil settling To auxiliary boiler F302V
The oil tanks are grouped into three systems as shown in illustration 4.6a, with tank (starboard)
one three-way cock operating each system. In normal operation the supply line Generator engine lubricating Outlet valve L14V
to each group of tank valves is vented to atmosphere, but when the cock is oil settling tank (port)
turned 90°, compressed air is directed to the pistons, which collapse the bridge
Generator engine lubricating Outlet valve L15V
of each valve in that group, thus causing the valves to close.
oil settling tank (starboard)
The valves are reset by venting the air supply and operating the valve Reduction gear lubricating Outlet valve L243V
handwheel in a closed direction to reset the bridge mechanism and then by oil gravity tank
opening the valve in the normal way. Inert gas generator gas oil Outlet to gas oil transfer pump F6V
service tank
The valves listed in the following table all relate to the illustration 4.6a shown Inert gas generator gas oil Outlet to inert gas generator gas oil F5V
above. service tank service pump
Gas combustion unit marine Outlet to gas combustion unit F7V
diesel oil service tank marine diesel oil service pump
Gas combustion unit igniter Outlet to gas combustion unit gas F40V
gas oil service tank oil ignition pump
4.7 Fire Fighting Equipment Plans

Illustration 4.7a Fire Fighting Equipment - Floor Level
W
P
W
12

Engine Room (Port)
Up
No.1
Tank Top
No.2
P
Lubricating Oil Sump Tank 12
P
12
No.1
Dn No.2
No.3
P
12
Key

Lubricating Oil Sump Tank P Fire, Bilge and
W 12 GS Pumps
P P Fire Extinguisher
P (12kg Dry Powder)
12 12 12
Sludge Tank
Up
Fire Hose With Reel
W
and Nozzle
W
W
Water Ballast Tank In Fire Hydrant
W
Illustration 4.7b Fire Fighting Equipment - 4th Deck Level

W W CO2 M WL
P P P CO2
12 12 12 6.8
LOCAL
No.2 No.1
P
12
No.1 No.1
P
12 No.2 No.2
No.2 No.1
P
No.1 Generator Engine 12
P Key
12
No.1 Generator CO2
6.8 CO2 Fire Extinguisher (6.8kg CO2)
P 6.8
12 No.2 Generator Engine
P
12 Hose Box with Spray/
P No.2 Generator Jet Fire Nozzle
12
CO2 W
6.8 Fire Hydrant
M Fire Damper for

P No.3 Generator Machinery Spaces
12
CO2
6.8 CO2
Remote Control for
P No.4 Generator Engine
12 WL Fuel Oil Valves
No.4 Generator LOCAL Local Control Panel for Fixed

WL
P Water Based Local Fire
12 CO2 LOCAL Fighting System
6.8
Purifier Room M P Fire Extinguisher

12 (12kg Dry Powder)
A-Class Fire Door
WL Space Protected by Fixed

CO2 Water Based Local Fire
6.8
Fighting System
W CO2 Space Protected by

Fire Extinguishing
System (CO2)
M WL CO2 WL CO2
P P W P P
CO2
P
12 12 12 12 12
LOCAL
Illustration 4.7c Fire Fighting Equipment - 3rd Deck Level

P
W WL F W
P P 12
12 12 IG 135
Key
P
12
CO2 Fire Extinguisher (6.8kg CO2)
6.8
P
12
Hose Box with Spray/
CO2 Jet Fire Nozzle
CO2
6.8
W
Fire Hydrant
CO2
6.8
M Fire Damper for
W Machinery Spaces
CO2
CO2
Remote Control for
No.1
Fuel Oil Valves
M
No.2
02 P Fire Extinguisher
CO2 12 (12kg Dry Powder)
CO2
A-Class Fire Door

CO2
6.8
Water Based Local Fire
P Fighting System
WL 12
CO2 Space Protected by
Fire Extinguishing
CO2
6.8 System (CO2)
P F Wheeled Fire Extinguisher

CO2
12 No.1 135 (135 Litre Foam)
CO2 No.2
Portable Foam Applicator
No.3 No.1 No.1
02 CO2 IG Inert Gas Installation

6.8
No.4 No.2 No.2
W Emergency Fire Pump
CO2 Fuel Oil Room Exhaust

P 01
12 6.8
CO2 Gas Valve Hood Room and

GVU Hood Exhaust
02
W M WL CO2 M
P P
12 12
01
Illustration 4.7d Fire Fighting Equipment - 2nd Deck Level and Steering Gear Room
W F P W P P M
P P
135 25 12 12 12 12
04
Key
Water Ballast Tank In CO2 Fire Extinguisher (6.8kg CO2)

6.8
Engine Room (Port)
N2 Generator Inert Gas Hose Box with Spray/

Space After Marine Diesel Oil Jet Fire Nozzle
Generator Gas Oil
Bunker Tank (Port) P
Service Tank
12
W
Cofferdam Fire Hydrant
W
M Fire Damper for

Machinery Spaces
Fresh
Aft Peak Water Water
Ballast Tank Tank Fire Extinguisher
P
A-Class fire door

Water Based Local Fire
Fighting System
Space Protected by
WL CO2
Fire Extinguishing
System (CO2)
WL
F Wheeled Fire Extinguisher
135 (135 Litre Foam)
LOCAL
Portable Foam Applicator Unit

CO2
6.8
P Fire Extinguisher
P
Aft Peak Water Fresh Welding 12
Ballast Tank Water Area Fire Pump
Tank Workshop
03
Engine Room Toilet Exhaust
03
Store
No.1 and 2 Main Diesel
After Marine Diesel Oil Generator Exhaust
Bunker Tank (Starboard) W 04
Water Ballast Tank In Welding Space Exhaust

Engine Room (Starboard) P 05
12 WL Local Control Panel for Fixed
Water Based Local Fighting
P LOCAL System
P M W M
P P P P P 12
12 12 12 12 12 12
05 04
Illustration 4.7e Fire Fighting Equipment - Upper Deck and A Deck Level
CO2
CO2 C C
25
CO2 CO2 Room Waste Waste

CO2
21 6.8 6.8 Manage Bin
Room Space
C Key
W CO2
CO2
6.8 WL CO2 Fire Extinguisher (6.8kg CO2)
6.8
CO2 Incinerator
F Emergency Diesel Generator Room Room
Hose Box with Spray/
45 C
F Jet Fire Nozzle
135
Cofferdam W
CO2 Fire Hydrant
WL Fire Extinguisher
W P
P
LOCAL 12
WL
A-Class Fire Door
WL
LOCAL
P Space Protected by Fixed
12 WL
P Water Based Local Fire
CO2 Fighting System
12
CO2 Space Protected by
Free Fire Extinguishing
Space System (CO2)
CO2
F Wheeled Fire Extinguisher
135 (135 Litre Foam)
CO2
P Portable Foam Applicator Unit

12
P Oil/Grease Store Exhaust F Wheeled Fire Extinguisher

12 (45 Litre Foam)
17 45
CO2
Chemical Store Exhaust P Fire Extinguisher
18 25 (25kg Dry Powder)
C
Cofferdam Oil General
CO2
Store Emergency Generator Room CO2 Fixed Fire Extinguisher
Grease
Paint Store Exhaust Installation (CO2 Cylinder Bank)
Store 21 x581
C
Waste Management Room WL Local Control Panel for Fixed
Deck Store Water Based Local Fighting
Exhaust
C Workshop 25 System
LOCAL
C
CO2
CO2 Remote Release Emergency Generator
Station Switchboard
C
Chemical
W 17
Store Closing Device for Ventilation Emergency Generator
P
12 C Inlet or Outlet (Cargo Spaces)
CO2 CO2
18
4.8 lifesaving Equipment Plans
Illustration 4.8a Lifesaving Equipment and Escape Routes - Floor Level

Engine Room (Port)
Up
No.1
Tank Top
No.2
No.1
Down No.2
Escape Tunnel
No.3
Key
Lubricating Oil Sump Tank No.2 No.1
Emergency Exit
(Primary Escape
Route)
Emergency Exit
(Secondary Escape
Sludge Tank
Route)
Up
Emergency Escape
Breathing Device

Engine Room (Starboard) Emergency Telephone
Illustration 4.8b Lifesaving Equipment and Escape Routes - 4th Deck Level
No.2 No.1
No.1 No.1
No.2 No.2
No.2 No.1
No.1 Generator Engine No.1 Generator
Key
No.2 No.1 No.3 No.2 No.1 Emergency Exit

(Primary Escape
Route)
Emergency Exit
(Secondary Escape
No.5 No.3 No.1 Route)
No.8 No.7 No.6 No.4 No.2
Emergency Escape
Breathing Device
Illustration 4.8c Lifesaving Equipment and Escape Routes- 3rd Deck Level
No.1
No.2
No.1
No.2
Key
No.3 No.1 No.1 Emergency Exit
(Prmary Escape
No.4 No.2 No.2
Route)
Emergency Exit
(Secondary Escape
Route)
Emergency Escape
Breathing Device
Illustration 4.8d Lifesaving Equipment and Escape Routes - 2nd Deck Level and Steering Gear Room

Engine Room (Port)
Inert Gas
N2 Generator Generator Gas Oil Bunker Tank (Port)
Space Service Tank
Fresh
Water
Tank
Cofferdam
Aft Peak Water

Ballast Tank
L.J.B
Steering Engine Room Up
Key
Up Emergency Exit
(Primary Escape
Route)
Up
Emergency Exit
(Secondary Escape
Route)
Emergency Escape
Aft Peak Water Fresh Welding Area Breathing Device
Ballast Tank Water
Tank
Life Jacket
Workshop
Store Immersion Suit

L.J.B Life Jacket Box
Illustration 4.8e Lifesaving Equipment and Escape Routes- Upper Deck and A Deck Level
A Deck Level
Upper Deck Level
Waste
Waste Bin
Management Space
CO2 Room
Room
Emergency
Diesel Generator
Room Incinerator
Room
Cofferdam
Cofferdam
Free
Space
Cofferdam Oil General

Grease Store
Store
Deck Store
Workshop
Key
Emergency Exit
Paint Store (Primary Escape
Route)
Chemical
Store
SECTION 5: Emergency Procedures
5.1 Flooding in the Engine Room
5.2 Emergency Steering
5.3 Fire in the Engine Room
Illustrations
5.1a Engine Room Bilge System

Illustration 5.1a Engine Room Bilge System Oil Content

(P) (S) IAS
Detector
LS
Heli-Sep (5m3/h) B55V To Accommodation
BV7 SV1
Separator DSP PI5
Vessel Forward
BV2 MV1 (Port)
GV4
To Sea Water
PI1 Spir - o From Lubricating Oil Spray Pump
CV1 BV11 - lator Transfer Pump B12V
Array B37V B35V MS
BV8 BV4
PR2 GV2 B9V
CV9 BV13
B30V B32V
PI2 BV12 CV5
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
(10m3/hx4.5kg/cm2) (5m3/hx4.5kg/cm2) (245/150m3/hx3.0/11.5kg/cm2)
CI CI B5V
B39V
B36V From
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
GCU Room
Main Tank

Aft Peak B42V
Tank
Key
B43V B64V
IAS IAS
Lubricating Oil
B24V Transfer Pump
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
B49V
Bilge Well
5.1 Flooding in THE Engine Room Initial Response Pumping Bilges using the Bilge, Fire and GS Pumps
• Operate the Call all Engineers alarm
Flooding in the engine room may occur due to a defect in the hull structure, Although the bilge, fire and GS pumps can be used to pump bilges, they can
possibly due to grounding, berthing or collision damage, or more likely, due to • Advise the bridge (or if in port the CCR) of the problem only discharge directly overboard. For this reason, they must only be used to
a defect in the sea water pipeline system. • If possible, stem the water flow with whatever materials are pump bilges in emergency situations.
readily available
Measures to Prevent or Alleviate Flooding WARNING
• Determine the source of the water ingress and identify the
means of isolation The bilge, fire and GS pumps also discharge to the fire main. Under no
• Maintain pipelines externally, tighten slack supports and replace circumstances should oily bilge water be pumped in to the fire main.
broken ‘U’ bolts on pipe brackets to minimise fretting in way of • Determine the effect of the isolation on the ships operations
supports.
• Commence pumping bilges to the bilge holding tank WARNING
• Operate all ship’s side valves regularly, so that they can be Direct discharge of untreated bilge water is prohibited. Any contravention
operated easily when required. Valves such as fire, bilge and • Shut down the leaking water system
of these laws may result in personal fines or even imprisonment in some
general service pump suction valves, which are normally open, • Determine if it is necessary to pump out of the machinery parts of the world.
should be closed and opened regularly to prevent a build up of space using the large capacity pumps, bypassing the oily water
marine growth. separator. This should only be done in an extreme emergency
• Before opening sea water filters for cleaning, make sure the and after consultation with the ship’s Master Procedure for Pumping Engine Room Bilges Overboard using
isolation valves are tight by opening the vent in the cover. In any the Engine Room Bilge, Fire and General Service Pumps and
case break the cover joint before removing all cover bolts. The Pumps Available for Bilge Pumping Duties the Bilge System
same applies when opening coolers and pipelines anywhere in
the system. Care must always be taken when removing covers No.1 and No.2 Bilge, Fire and GS Pumps
The following procedure assumes suction using No.2 bilge, fire and GS pump
or opening any part of the sea water pipe system as valves which from the aft bilge well via the bilge main. If other bilge spaces are to be
are indicated as being closed my not be fully closed. pumped the appropriate valves must be opened.
These pumps can take suction from the engine room bilge main system and a) Set the valves as per the following table:
Note: It cannot be assumed that the vent will be clear. Test the vent for No.1 has a direct suction from the port forward bilge well.
operation prior to use. Vents may block if not operated and therefore not give
an indication of passing isolation valves. Position Description Valve
No.3 Water Ballast Pump (Emergency Bilge Suction) Open Aft bilge well suction valve B22V
Open No.2 bilge, fire and GS pump bilge main suction B1V
• Ensure personnel are familiar with the position of bilge suctions Capacity: 3,000m3/h at 30mth
valve
and the pumps that can be utilised for bilge pumping duties.
Ensure they are also familiar with the position of main sea Closed No.2 bilge, fire and GS pump sea main suction B3V
Takes suction from its own emergency bilge suction valve B44V, located on valve
suction and overboard valves and know which main suction is
the starboard side of the engine room and is manually operated by an extended
currently in use. Open No.2 bilge, fire and GS pump discharge to overboard B6V
spindle from above the floor plate level.
valve
• Operate the emergency bilge suction valve on a regular basis.
Closed No.2 bilge, fire and GS pump fire main discharge B8V
• Secure the double bottom sounding pipe cocks and caps after Engine Room Bilge Pump valve
use. Open Overboard discharge valve B12V
• Bilge suction strainers should be checked and cleaned whenever
the opportunity arises. Frequent checking and cleaning will WARNING
Takes suction from the bilge main and from the bilge holding tank.
reduce the risk of a strainer becoming blocked and difficult to When using the bilge, fire and GS pumps for bilge pumping duties it is
clear due to subsequent flooding. imperative that the discharge valves B9V and B8V, from the pumps to
Note: Under normal circumstances the oily water separator will be used
for pumping engine room bilges overboard. However, in the event of large the fire main, are securely closed. This ensures that no oily water can
quantities of water present in the engine room that may affect the safety of enter the fire main system which could subsequently be directed onto a
the vessel and personnel on board, the bilge, fire and GS pumps may be fire. The bilge suction valve and discharge valve to the fire main on each
used. pump are interlocked to prevent such an occurrence.
Illustration 5.1a Engine Room Bilge System Oil Content

(P) (S) IAS
Detector
LS
Heli-Sep (5m3/h) B55V To Accommodation
BV7 SV1
Separator DSP PI5
Vessel Forward
BV2 MV1 (Port)
GV4
To Sea Water
PI1 Spir - o From Lubricating Oil Spray Pump
CV1 BV11 - lator Transfer Pump B12V
Array B37V B35V MS
BV8 BV4
PR2 GV2 B9V
CV9 BV13
B30V B32V
PI2 BV12 CV5
B4V Air
PSL TS PI3 GV1
SV4 BV1
PI PI B2V S
(10m3/hx4.5kg/cm2) (5m3/hx4.5kg/cm2) (245/150m3/hx3.0/11.5kg/cm2)
CI CI B5V
B39V
B36V From
SW
Room B6V PI No.2 CI
B3V Air Main
Emergency B1V S
Fire Pump
Space From Port
GCU Room
Main Tank

Aft Peak B42V
Tank
Key
B43V B64V
IAS IAS
Lubricating Oil
B24V Transfer Pump
B23V LS LS LS
Water Tank B25V IAS
B26V B53V B27V B65V
LAH
LS
B49V
Bilge Well
b) Start the No.2 bilge, fire GS pump. Use sea water priming if running until the flooding threat has been eliminated and the bilge water levels
necessary to pick up suction. are under control.
If the level of flooding decreases, the discharge valve of the pump should be Note: As soon as the pumping of bilges, or the other compartments served by
throttled to ensure that the pump does not lose suction until the cause of the the bilge, fire and GS pumps is complete, the pump valves MUST be reset
flooding has been identified and eliminated. for the fire main.
If water levels continue to increase: If water levels continue to rise:
c) Open the system valves as required as per the following table: Emergency Bilge Suction
The emergency bilge suction is provided on No.3 sea water ballast pump,
Description Valve which is self priming, to deal with serious flooding of the machinery spaces.
Reduction gearing recess B53V
Void space (port and starboard) B26V In the event of a flood, the officer should make an assessment whether the
B27V flooding risk is severe enough to start using the emergency bilge suction
immediately, before the bilge, fire and GS pumps are used as this is a larger
Forward bilge well port B21V
pump.
Forward bilge well starboard B20V
Echo sounder compartment B65V It must be borne in mind that this pump may be operating to supply the sea
water ballast system.
If water levels continue to increase:
To use the emergency bilge suction, set the valves as in the following table,
d) Set the No.1 bilge, fire and GS pump valves as in the following bearing in mind that the valves are fitted with hydraulic actuators and can be
table: operated from the IAS:

Open No.1 bilge, fire and GS pump bilge main suction B36V Open No.3 water ballast pump discharge valve BA35V
valve Open No.3 water ballast pump discharge valve to BA48V
Closed No.1 bilge, fire and GS pump sea main suction B4V overboard line
valve Open Overboard discharge valve (either port or starboard, BA49V
Open No.1 bilge, fire and GS pump discharge to overboard B7V as required) BA50V
valve Open Sea water suction valve BA36V
Closed No.1 bilge, fire and GS pump fire main discharge B9V
valve a) Start the No.3 water ballast pump.
Open Overboard discharge valve B12V
Open Direct suction from port forward bilge well B5V b) Slowly open the emergency bilge suction valve B44V. Ensure
that the pump picks up suction.
e) Once one of these valves has been opened, start the No.1 bilge,
fire and GS pump. Use sea water priming if necessary to pick c) Once the pump has suction, fully open the emergency bilge
up suction. suction valve and shut in the pump sea water suction valve
BA36V. The water level should be managed as described
If the water levels decrease, the discharge valve of one of the pumps should previously to prevent the pump losing suction.
be throttled to ensure that the pumps do not lose suction until the cause of the
flooding has been identified and eliminated. The emergency and direct bilge suction valves are part of the ship’s safety
equipment and must be maintained in an operable condition with at least
Should this action not bring the flooding under control, the emergency bilge weekly testing and greasing.
suction described below should be used. The pump/pumps should be left
5.2 Emergency Steering Operation of the Steering Gear on Loss of Bridge Control Procedure for Isolation in the Event of a Loss of Hydraulic
Fluid
a) On loss of steering gear control from the bridge, establish
Introduction communication between the bridge and steering gear The system is automatic and should need no intervention however it may be
compartment via the telephone system. A telephone is located manually operated by depressing one of the solenoid valves IV-1 and IV2 as
The steering gear consists of a tiller turned by a 4 cylinder hydraulic ram
in the steering gear compartment for this purpose and is per the following table:
system. Hydraulic power is produced by two electric motor driven variable
equipped with a headset. There is also a rudder angle indicator
displacement hydraulic pumps and in accordance with IMO regulations the
and compass repeater in the steering gear compartment. OPERATING INSTRUCTIONS
hydraulic power circuits and rams can operate as two isolated systems. Section
2.10 provides more detailed information on the steering gear system. ISOLATING VALVE
Using the trick wheel: MODE OF WORKING WORKING
SOLENOID BUTTON
OPERATION PUMP CYLINDERS
Two separate conditions have to be considered with respect to emergency No.1 No.2 No.1 No.2
b) Start one of the hydraulic pump units.
steering, The first is loss of control from the wheelhouse and the other is a No.1
serious loss of hydraulic fluid from the system. NORMAL ALL OFF FREE
c) Remove the connection pin A from its stowage point. Place No. 2
the connection pin in the connection hole between the trick 2 PUMPS IN
No.1 and No.2 ALL OFF FREE
Loss of Control from the Wheelhouse wheel linkage and the pump control lever (this is marked ‘For USE
In the event of failure of the control system from the wheelhouse the steering Emergency’; it may be necessary to rotate the trick wheel EMERGENCY No.1 No.1 and No.2 ON OFF
slightly to align the holes. FREE
gear must be operated manually from the steering gear room. Rudder angle (AUTOMATIC) No. 2 No.3 and No.4 OFF ON
or course requirements are passed to the steering gear room by means of a EMERGENCY No.1 No.1 and No.2 PUSH FREE
telephone and the operator in the steering gear room manually controls the d) Operate the steering gear by rotating the trick wheel in the FREE
(MANUAL) No. 2 No.3 and No.4 FREE PUSH
steering gear by one of two methods. desired direction until the desired rudder angle is reached.
Ensure that the rudder has moved to the desired angle by
First a selector switch in the steering gear room may be selected to the visually checking the rudder angle indicator adjacent to the trick
emergency position. Two pushbuttons marked port and starboard are then used wheel.
to send a signal to a hydraulic servomotor which turns the rudder accordingly.
There is a heading indicator in the steering gear room so steering may be made Using the selector switch
by rudder position commands or heading command.
e) Select the switch to position 2 EMERGENCY.
Secondly a manual wheel called a trick wheel may be engaged by screwing a
pin into a yoke, which is connected to a screwed rod and the trick wheel and so f) Use the PORT and STARBOARD pushbuttons to steer.
to the pump stroke linkage, which is turned to port or starboard again to rudder
position commands or heading command. Note: When in trick wheel operation, the hard over rudder angle is 34.5°,
port or starboard.
AUTHORS NOTE To be confirmed on board during verification visit
Loss of Hydraulic Fluid
Shaft Stopper The steering gear is fitted with an automatic safety system which is used to
isolate the hydraulic power circuits in the event of hydraulic oil loss from the
A shaft stopper device is supplied to prevent the propeller shaft turning when
oil tanks or from a damaged part of the hydraulic system.
the vessel is being towed. The stopper is to be fitted between the reduction gear
box seat and the reduction gear shaft flange using M48 bolts and nuts.
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
In normal circumstances the shaft stopper device is stowed in the unlock
power failure from the main switchboard No.1 pump can be supplied from the
position.
emergency switchboard.
WARNING
To prevent accidents in the event that the ship has to be towed at some
time in the future, the shaft stopper is to be fitted. The stopper is designed
for a maximum safe towing speed of 5 knots with a safety factor of 3.3.
5.3 Fire in the Engine Room Entering the engine room with hoses would normally be associated with Battening Down the Engine Room
personnel rescue and evacuation rather that fire fighting.
WARNING a) Stop the main engines and shut down the boiler.
If there is fuel or other flammable liquids on tank tops or other flat surfaces the
Under no circumstances should anybody attempt to tackle an engine
water spray system may not be effective as the burning liquid will float on top b) Sound the evacuation alarm.
room fire alone. It is essential that the fire alarm be raised as soon as an
of the water. Where possible hoses should be used with spray rather than jet,
outbreak of fire is detected.
to maximize the cooling effect of the water. c) Stop all the ventilation fans.
General The water mist system, section 4.2, is automatic and will operate when two d) Start the emergency generator and put on load.
sensors sense fire and smoke and it can also be operated manually. The use of
Fire in the Engine Room the water mist system can be highly effective but it is limited to the areas of e) Trip the quick-closing valves and the engine room auxiliary
the engine room that the system covers. machinery from the fire control centre.
a) Sound the fire alarm and muster the crew.
In general the water mist system would be most likely to be used as a first f) Count all personnel and ensure that none are in the engine
b) Assess the seriousness and condition of the fire and make an resort. The system automatically protects those areas within the engine room room.
attempt to extinguish the fire with a portable fire extinguisher. that are at highest risk, that is, that have the highest likelihood of fire and
sustaining a fire that has started. g) Close all fire flaps and funnel doors.
c) Where possible identify the seat of the fire. This will be
confirmed by the fire alarm panel indicator. Each fire will have to be assessed individually and little time will be available h) Close all doors to the inert gas plant and the engine room.
for the assessment so the possible scenarios must be investigated on board as
d) Shut the fire flaps. an integral part of safety training. i) Start the emergency fire pump and pressurise the fire main.
e) Trigger the closing of the quick-closing valves. When it is judged that re-entry should be attempted based on outside j) Operate the CO2 system depending upon the location and extent
temperature monitoring and time: of the fire.
f) Shut all external doors.
k) Treat re-entry as if it were still a live fire situation. Engine Room Fire Prevention
g) Establish and maintain communications with the cargo control
room and wheelhouse. l) Only enter the engine room wearing SCBA as there will be The best way of dealing with an engine room fire is to prevent one. Oil spills
oxygen depletion. Have fire hoses available. Stay in close must be cleaned up as soon as they occur and oily waste or rags must not be left
h) Conduct a crew muster to establish whether any personnel could contact with other team members and proceed cautiously. Use a lying around. Any leakage from oil pipes must be rectified as soon as possible.
be in the engine room. line to be able to retrace steps without becoming disorientated. Rags, oily waste and similar combustible material must not be stored in the
Be aware of the effect of heat and do not exceed physical engine room and plastic containers must not be used for storing such material
i) Assess the situation and consider the evacuation of non-essential capabilities. If necessary retrace steps and allow a new team to or used as drip trays.
personnel to a safe position away from the area of the fire. make further progress.
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil
j) Direct the Emergency Response Team to tackle the fire. m) Work towards the seat of the fire. Be aware that there could be onto hot manifolds, even when lagged, must be prevented.
hot material capable of falling on to members of the team.
The response team will have to know whether there are any personnel in the
Fire detection equipment must be checked frequently and fire extinguishing
engine room, the location of the seat of the fire, which can be taken from the n) Make an assessment of the situation and evacuate to plan the appliances must be in an operable state at all times.
alarm panel, proximity of flammable liquids, location of hydrants and escape recovery. Do not attempt to re-establish power in the engine
routes before tackling the fire. room until it is certain that doing so would not re-ignite the
fire.
As the vessel is equipped with a hydrant system, a water mist system and a CO2
system, a decision must be made on the most appropriate fire fighting medium o) Develop a recovery plan based on the extent of the damage.
to use; this depends upon the location of the fire.
If the CO2 fire extinguishing system is to be used, see section 4.3, take the
Only if the fire is in its very early stages would personnel make an attack on it following action:
with water hoses or other suitable media. Even with good housekeeping, there
are combustible materials around such as paint, that will begin to burn within
two minutes.

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Document Title: Machinery Operating Manual

Revision: Final Draft

4.4 Fire Detection System

4.5 Gas Detection System

Issue and Updates This manual was produced by:

Machinery Symbols and Colour Scheme

Sounding Head with Centrifugal Fan

Sounding Head with Self-

Sea Water A Air Trap / Deaerating Valve

Suction Bellmouth Needle Valve and V-Port Valve Simplex Auto-Back

Condensate Diaphragm Operated Valve Simplex Water Strainer

Cylinder Operated Valve with

Electrical and Instrumentation Symbols

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Secure Main Plant for Dry Dock

1b Engine Room Arrangement - 4th Deck Level

1c Engine Room Arrangement - 3rd Deck Level

1e Engine Room Arrangement - Upper Deck and A Deck Levels

1g Engine Room Arrangement - Elevation Looking to Port

1.1 To Bring Vessel Into a Live Condition

Dead Ship Condition

Put the starting and instrument air systems into

Start up the main diesel generator locally and connect

Supply main and emergency lighting throughout

On one of the main generator engines, start the jacket

Plant is now in a ‘Live’ Condition

1.2 To Prepare Main Plant for Operation

Plant is now in a ‘Live’ Condition

Prepare the auxiliary boiler, feed water and steam

Start the exhaust gas economiser boiler water

Start the reduction gearbox lubricating oil pumps

Prepare the gas combustion unit for operation and

Plant is in 'In Port' Condition

Change the generator engine to operate on gas

Plant is in 'In Port' Condition

Inform the bridge that the main propulsion is ready

Start a second diesel generator, parallel it with the

Plant is in ‘Manoeuvring Condition’

Two diesel generators in use and operating in fuel

1.4 To Change Main Plant From Manoeuvring To Full Away

Plant is in ‘Manoeuvring Condition’

Ensure the economiser steam dump system is

Two diesel generators in use and operating in fuel

Stop one of the steering gear pump units. 2.10

Ensure the auxiliary boiler regulates correctly as 2.6.2

1.5 To Prepare for UMS Operation

Plant 'Manned' Condition

All ventilation fans are running.

Ensure that the fire detection system is operational. 4.4

Watchkeeper control is switched to the duty

2.7.3 All loose items are secured.

1.6 To Change From UMS To Manned Operation

Plant in 'UMS' Condition

Activate the patrol man alarm on entry into the

Notify the bridge of manned condition.

Inform the bridge why the engine room is manned

Switch watchkeeping control to the ECR. 3.2.3