Ramsey Machinery Diesel Super Power

Maersk Ramsey
1: Machinery Operating Manual

List of Contents:
Issues and Updates Machinery Symbols Electrical and Instrumentation Symbols Maersk Machinery Colour Scheme Introduction 2.4 Sea Water Systems 2.4 1 Main and Auxiliary Sea Water Systems 2.4.2 Sea Water Service System 2.4.3 Engine Room Ballast System 2.4.4 Evaporator 2.4.5 Distilled Water Transfer and Distribution System Fresh Water Cooling Systems 2.5.1 Main Engine Jacket Cooling Fresh Water System (High Temperature Cooling Water System) 2.5.2 Central Fresh Water Cooling System (Low Temperature Fresh Water Cooling System) Fuel Oil and Diesel Oil Service Systems 2.6.1 Main Engine Fuel Oil Service System 2.6.2 Auxiliary Engine Fuel Oil Service System 2.6.3 Auxiliary Boiler Fuel Oil Service System 2.6.4 Incinerator Fuel Oil Service System 2.15 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2 Fuel Oil and Diesel Oil Purifying System Lubricating Oil Systems 2 8.1 Main Engine Lubricating Oil System 2.8.2 Stern Tube Lubricating Oil System 2.8.3 Lubricating Oil Purifying System 2.8.4 Lubricating Oil Filling and Transfer System Bilge Systems 2.9.1 Engine Room Bilge System and Bilge Separator 2.9.2 Pump Room Bilge System 2.9.3 Bosun Store and Chain Locker Bilge System Air Systems 2.10.1 2.10.2 2.10.3 Steering Gear Electrical Power Generators 2.12.1 Diesel Generators 2.12.2 Emergency Diesel Generator 2.13
Machinery Operating Manual

Electrical Power Distribution 2.13.1 Distribution and Loading 2.13.2 Shore Power 2.13.3 Main Alternators 2.13.4 Emergency Alternator 2.13.5 Preferential Tripping and Sequential Restart 2.13.6 Uninterruptible Power Supplies (UPS) 2.13.7 Batteries, Transformers, Rectifiers and Chargers 2.13.8 Impressed Current Cathodic Protection 2.13.9 Thrusters Accommodation Systems 2.14.1 Domestic Fresh Water System 2.14.2 Domestic Refrigeration System 2.14.3 Accommodation Air Conditioning Plant 2.14.4 Miscellaneous Air Conditioning Units 2.14.5 Sewage Treatment System Inert Gas (Top-up System) Generator 2.15.1 Inert Gas Generator 2.15.2 Operation 2.15.3 Maintenance
2.5
Part 1: Operational Overview

1.1 1.2 1.3 1.4 15 1.6 1.7 1.8 1.9 To Bring Vessel into Live Condition To Prepare Main Plant for In Port Condition To Prepare Main Plant for Manoeuvring in Port To Change Main Plant from Manoeuvring to Full Away To Prepare for UMS Operation To Change from UMS to Manned Operation To Change Main Plant from Full Away to Manoeuvring Condition To Secure Main Plant at Finished with Engines To Secure Main Plant for Dry Dock 2.8 2.6
2.14
Illustrations 1.1a Location Plan of Engine Room - Top of Tank and Floor 1.1b Location Plan of Engine Room - Upper and Lower Platforms
Part 2: Main Engine and Auxiliary Systems

2.1 Main Engine and Propulsion Systems 2.1.1 Main Engine Specification 2.1.2 Main Engine Manoeuvring Control 2.1.3 Main Engine Safety System Boilers and Steam Systems 2.2.1 General Description 2.2.2 Boiler Control Systems 2.2.3 Sootblowers 2.2.4 7kg/cm2 Pressure Steam System 2.2.5 Exhaust Gas Boiler Condensate and Feed Systems 2.3.1 Condensate System 2.3.2 Heating Drains Systems 2.3.3 Boiler Feed System 2.3.4 Water Sampling and Treatment System
2.9
2.10
2.2
Starting Air System General Service Air System Control Air System
2.11 2.12
2.3
Illustrations 2.1.1a 2.1.1b 2.1.2a 2.1.2b 2.1.3a 2.2.1a 2.2.2a 2.2.3a 2.2.4a 2.2.5a 2.3.2a 2.3.3a 2.3.4a 2.4.1a 2.4.3a 2.4.4a 2.4.5a 2.5.2a 2.6a 2.6.1a 2.6.2a 2.6.3a 2.6.4a 2.7.1a
Main Engine Oil Mist Detector Main Engine Manoeuvring Control Panel Indication Panels Engine Safety System Panel AQ18 Auxiliary Boiler Boiler Control Panel Sootblowing 7kg/cm2 Steam System Exhaust Gas Boiler Heating Drains System Boiler Feed Water System Water Sampling and Treatment System Main and Auxiliary Sea Water Cooling Systems Engine Room Ballast System Evaporator Distilled Water Transfer and Distribution System Central Fresh Water Cooling System Viscosity - Temperature Graph Main Engine Fuel Oil Service System Auxiliary Engine Fuel Oil Service System Auxiliary Boiler Fuel Oil Service System Incinerator Fuel Oil Service System Fuel Oil and Diesel Oil Bunkering and Transfer System
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Maersk Ramsey
2.7.2a 2.8.1a 2.8.2a 2.8.3a 2.8.4a 2.9.1a 2.9.3a 2.10.1a 2.10.2a 2.10.3a 2.11a 2.11b 2.12.1a 2.12.2a 2.13.1a 2.13.2a 2.13.4a 2.13.7a 2.13.8a 2.13.5b 2.13.9a 2.14.1a 2.14.2a 2.14.3a 2.14.5a 2.15.1a Fuel Oil and Diesel Oil Purifying System Main Engine Lubricating Oil System Stern Tube Lubricating Oil System Lubricating Oil Purifying System Lubricating Oil Filling and Transfer System Engine Room Bilge System Bosun Store and Chain Locker Bilge System Starting Air System General Service Air System Control Air System Steering Gear Emergency Steering Diesel Generator - General Arrangement Emergency Diesel Generator - General Arrangement Distribution and Loading Shore Power Emergency Alternator-Electrical / Automation Emergency Battery Charging and 24V Distribution Impressed Sequential Current Starting Cathodic Protection Thrusters Control Domestic Fresh Water System Domestic Refrigeration Plant System Accommodation Air Conditioning Plant Sewage Treatment System Inert Gas Generator in Engine Room

Part 3: Main Machinery Control
3.1 Integrated Management System (IMS) System 3.1.1 System Overview 3.1.2 Operator Stations 3.1.3 Screen Displays 3.1.4 Alarms Display 3.1.5 Trending Display 3.1.6 UMS - Manned Hand Over Engine Control Room, Console and Panels Integrated Management System (IMS) Layout Operator Stations Screen Displays Alarm Display Trending Display UMS System Layout Engine Control Room Console Illustrations 5.2a 5.3a 5.4a 5.5a 5.6a 5.7a
6.1
Emergency Operation of Main Engine Emergency Steering Emergency Fire Pump Fire Control Station Escape System and Fire Doors in Engine Room Fire Alarm System in Engine Room
3.2
Illustrations 3.1.1a 3.1.2a 3.1.3a 3.1.4a 3.1.5a 3.1.6a 3.2a
Communication Systems 6.1.1 UMS 2100 System 6.1.2 Sound Powered Telephones 6.1.3 Exchange Telephones 6.1.4 Public Address and Talk-back System 6.1.5 Shipboard Management System
Illustrations 6.1.1a 6.1.1b 6.1.2a 6.1.3a
UMS 2100 System Layout UMS 2100 Operator Panel Sound Powered Telephones Exchange Telephones
Part 4: Emergency Systems

4.1 4.2 4.3 4.4 Fire Hydrant System CO 2 Flooding System Quick Closing and Remote Closing Valve System Fresh Water Spray Extinguishing System
Illustrations 4.1a 4.2a 4.3a 4.4a
Engine Room Fire Hydrant System CO2 Flooding System Quick Closing and Remote Closing Valve System Fresh Water Spray Extinguishing System
Part 5: Emergency Procedures

5.1 5.2 5.3 5.4 5.5 5.6 5.7 Flooding in Engine Room Emergency Operation of the Main Engine Emergency Steering Emergency Fire Pump Fire in Engine Room Fire Escape System and Fire Doors Fire Alarms System
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Maersk Ramsey
Issue and Update Control This manual is provided with a system of issue and update control. Controlling documents ensures that: Documents conform to a standard format; For any new issue or update contact: Amendments are carried out by relevant personnel; Each document or update to a document is approved before issue; A history of updates is maintained; Updates are issued to all registered holders of documents; Sections are removed from circulation when obsolete. The Technical Director WMT Technical Office The Court House 15 Glynne Way Hawarden Deeside, Flintshire CH5 3NS, UK E-Mail: manuals@wmtmarine.com This manual was produced by: Issue 1 January 2000 January 2000 January 2000 January 2000 January 2000 January 2000

Issue 2 Issue 3 Issue 4
WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents
Issues and Updates Machinery Symbols Electrical and Instrument Symbols Colour Scheme Introduction Text 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 Illustrations 1.1a 1.1b Text 2.1 2.1.1 2.1.2 2.1.3 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.5 2.5.1 2.5.2
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 title followed by the 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 Maersk Technical Operations Office.
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Issue 1 Text 2.6 2.6.1 2.6.2 2.6.3 2.6.4 2.7 2.7.1 2.7.2 2.8 2.8.1 2.8.2 2.8.3 2.8.4 2.9 2.9.1 2.9.2 2.9.3 2.10 2.10.1 2.10.2 2.10.3 2.11 2.12 2.12.1 2.12.2 2.13 2.13.1 2.13.2 2.13.3 2.13.4 2.13.5 2.13.6 2.13.7 2.13.8 2.13.9 2.14 2.14.1 2.14.2 2.14.3 2.14.4 2.14.5 2.15 2.15.1 2.15.2 2.15.3 Issue 2 Issue 3 Issue 4 Illustrations 2.1.1a 2.1.1b 2.1.2a 2.1.2b 2.1.3a 2.2.1a 2.2.2a 2.2.3a 2.2.4a 2.2.5a 2.3.2a 2.3.3a 2.3.4a 2.4.1a 2.4.3a 2.4.4a 2.4.5a 2.5.2a 2.6a 2.6.1a 2.6.2a 2.6.3a 2.6.4a 2.7.1a 2.7.2a 2.8.1a 2.8.2a 2.8.3a 2.8.4a 2.9.1a 2.9.3a 2.10.1a 2.10.2a 2.10.3a 2.11a 2.11b 2.12.1a 2.12.2a 2.13.1a 2.13.2a 2.13.4a 2.13.7a 2.13.8a 2.13.9a 2.14.1a 2.14.2a Issue 1

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Maersk Ramsey
Issue 1 Illustrations 2.14.3a 2.14.5a 2.14.6a 2.15.1a Text 3.1 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.2 Illustrations 3.1.1a 3.1.2a 3.1.3a 3.1.4a 3.1.5a 3.1.6a 3.2a Text 4.1 4.2 4.3 4.4 Illustrations 4.1a 4.2a 4.3a 4.4a Text 5.1 5.2 5.3 5.4 5.5 5.6 5.7 Issue 2 Issue 3 Issue 4 Illustrations 5.2a 5.3a 5.4a 5.5a 5.6a 5.7a Text 6.1 6.2 6.3 6.4 6.5 Illustrations 6.1a 6.1b Issue 1

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January 2000 January 2000
January 2000 January 2000 January 2000 January 2000 January 2000 January 2000 January 2000
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Maersk Ramsey
Machinery Symbols
Stop Valve
Storm Valve With Hand Wheel
Flexible Hose
Observation Glass
Overboard Discharge
Screw Down Non-Return Valve

P1 P2
Flow Control Valve
Expansion Bend Pipe
Water Separator
Spool Piece
Angle Stop Valve
Pressure Reducing Valve
Hopper Without Cover
Air Trap / Deaerating Valve
Discharge/Drain Normally Open or Normally Closed Tank Penetration
Angle Screw Down NonReturn Valve
Solenoid Valve
Orifice
Gear or Screw Type Pump
N.O or N.C
Lift Check Non-Return Valve
Air Control Valve Temperature Control Valve (With Hand Wheel) 3-Way Temperature Control Valve (With Hand Wheel) Wax Expansion Temperature Control Valve 3-Way Wax Expansion Temperature Control Valve
Blind (Blank) Flange
Centrifugal Pump
Swing Check Non-Return Valve
Spectacle Flange ( Open, Shut) Sounding Head with Filling Cap Sounding Head with Self Closing Cap and Sampling Cock (Self Closing) Suction Bell Mouth
Mono Screw Pump
Air Horn
Gate Valve
Eductor (Ejector)
Dresser Type Expansion Joint Not Connected Crossing Pipe
Butterfly Valve
Hand Pump
Ball Valve
Liquid Level Gauge
Connected Crossing Pipe
2-Way Cock
Water Transducer
Vent Pipe
Cylinder Piston Actuator
T Pipe
3-Way Cock (L-Type)
Butterfly Valve With Air Actuator
Vent Pipe with Flame Screen
Hose Valve
Filter Regulating Valve With Strainer
3-Way Cock (T-Type)
Suction Non-Return Valve
Simplex Strainer
Flow Meter
Non-Return Ball Valve
Safety / Relief Valve
Float Valve
Duplex Strainer
Reciprocating Type Pump
Hydraulic Operated Valve (Open/Shut)
Angle Safety / Relief Valve
Deck Stand (Manual)
Mud Box
Manometer
Regulating Valve
Spark Arrester
Rose Box
Filter
Self Closing Valve
Valve Locked Closed
Y-Type Strainer
HB
Fire Hose Box
Quick-Closing Valve (Pneumatic Operated) Quick-Closing Valve (Wire Operated)
Valve Locked Open
Steam Trap Without Strainer
FB
Foam Box
Bellows Type Expansion Joint
Steam Trap With Strainer
Accumulator
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Maersk Ramsey
Electrical and Instrumentation Symbols
Trip
Automatic Trip
Interlock
XX
Locally Mounted Instrument (2 letters)
XXX
Locally Mounted Instrument (3 letters) Remotely Mounted Instrument

Letters outside the circle of an instrument symbol HH indicate whether high (H), high-high (HH), low (L) or low-low (LL) function is involved O = Open C = Closed
XXX
XXXX
XXX
XXXX
CP DPI DPS DPT FD FS FT IL LAH LAL LI LIC LS LT PAH PAL PI PIC PIAH PIAL PIAHL PS PT SAH TAH TAL TI TIC TIAH TIAL TIAHL TS TT VAH VAL VCA VCI VCT VI VT XS ZI ZS
Compound Gauge Differential Pressure Indicator Differential Pressure Switch Differential Pressure Transmitter Flow Detector Flow Switch Flow Transmitter Indication Lamps Level Alarm High Level Alarm Low Level Indicator Level Indicating Controller Level Switch Level Transmitter Pressure Alarm High Pressure Alarm Low Pressure Indicator Pressure Indicating Controller Pressure Indicator Alarm High Pressure Indicator Alarm Low Pressure Indicator Alarm High Low Pressure Switch Pressure Transmitter Salinity Alarm High Temperature Alarm High Temperature Alarm Low Temperature Indicator Temperature Indicating Controller Temperature Indicator Alarm High Temperature Indicator Alarm Low Temperature Indicator Alarm High Low Temperature Switch Temperature Transmitter Viscosity Alarm High Viscosity Alarm Low Vacuum Alarm Vacuum Indicator Vacuum Transmitter Viscosity Indicator Viscosity Transmitter Auxillary Unspecified Switch Position Indicator Limit Switch
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Maersk Ramsey
Illustration Maersk Colour Scheme
Machinery Systems
Dom. Fresh Water H.T. Cooling Water L.T. Cooling Water Sea Water
Hydraulic Oil Lubricating Oil
Saturated Steam
Condensate Feed Water
Fire/Deck Water CO2 Fuel Oil Marine Diesel Oil
Air Bilges
Electrical Signal
Instrumentation
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Maersk Ramsey
Introduction
General Although the ship is supplied with shipbuilders plans and manufacturers instruction books, there is no single handbook which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this manual is to fill some of the gaps and to provide the ships officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. Information pertinent to the operation of the Maersk Ramsey has been carefully collated in relation to the systems of the vessel and is presented in two on board volumes consisting of DECK OPERATING MANUAL and MACHINERY OPERATING MANUAL. The Deck Operating Manual is designed to complement Marpol 73/78, ISGOTT and Company Regulations. The vessel is constructed to comply with Marpol 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995. Officers should familiarise themselves with the contents of the International Convention for the Prevention of Pollution from Ships, such that they are aware of the category of the cargo being carried and the requirements for cleaning of cargo tanks and the disposal of tank washings / ballast containing residues. Particular attention is drawn to Appendix IV of Marpol 73/78, the form of Cargo Record Book. It is essential that a record of relevant cargo/ballast operations are kept in the Cargo Record Book and duly signed by the officer in charge. In many cases the best operating practice can only be learned by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent to the Maersk Technical Operations Office so that revisions may be made to manuals of other ships of the same class. Safe Operation The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times. 1. Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2. Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to work. 3. Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. 4. Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. 5. Never start a machine remotely from the control room without checking visually if the machine is operating satisfactorily. In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous. Description The concept of this Machinery Operating Manual is to provide information to technically competent ships officers, unfamiliar to the vessel, in a form that is readily comprehensible and thereby aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems. The manual consists of a number of parts and sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. The first part of the manuals details the machinery commissioning procedures required to bring the vessel into varying states of readiness, from bringing the vessel to a live condition through to securing plant for dry dock. The second part details ships systems, providing a technical description, system capacities and ratings, control and alarm settings and operating details. Part three provides similar details for the vessels main machinery control system. Part four details the emergency fire fighting system incorporated on the vessel, providing information on their operation and system capacities.

Part five gives operational emergency procedures for the use of essential machinery. Part six deals with the ships internal communication systems. The valves and fittings identifications used in this manual are the same as those used by the shipbuilder. Illustrations All illustrations are referred to in the text and are located either in the text when sufficiently small or above the text on a separate page, so that both the text and illustration are accessible when the manual is laid face down. When text concerning an illustration covers several pages the illustration is duplicated above each page of text. Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the following colour scheme. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages. Notices The following notices occur throughout this manual: WARNING Warnings are given to draw readers attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR. ! CAUTION Cautions are given to draw readers attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. (Note ! Notes are given to draw readers attention to points of interest or to supply supplementary information.)
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Part 1 Operational Overview

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Maersk Ramsey
Illustration 1.1a Location Plan of Engine Room - Top of Tank and Floor
Floor Top of Tank

D.O. Service Tank No.2 H.F.O. Tank (Port) L.O. Sludge Tank F.O. Sludge Tank No.1 H.F.O. Tank (Port) Purifier Room UP UP Clean Bilge Water Tank Hydraulic Oil Storage Tank Main Engine L.O Sump Tank Pump Room Ballast Pump Room Sound Tank Bilge Well Bilge Well Cofferdam No.1 H.F.O. Tank (Starboard) Diesel Oil Tank (Starboard) Low Sea Chest Bilge Well No.2 H.F.O. Tank Bilge Well Stern Thruster Diesel Oil Tank (Port) Bilge Well F.O Overflow Tank F.O. Drain Tank Sea Chest
High Sea Chest
High Sea Chest L.O. Drain Tank
Bilge Well
No.1 H.F.O Tank
Dirty Bilge Water Tank
Exit
UP
UP
No.2 H.F.O. Tank (Starboard)
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Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms
Lower Platform
Upper Platform
F.O. Settling Tank
No.2 H.F.O. Tank (Port)
Condensate Tank Inspection Oil Tank
D.O. Service Tank
Shelves Store Room Boiler Water Tank Electric Workshop No.1 H.F.O. Tank (Port) Store Room
No.2 H.F.O. Tank (Port) No.1 H.F.O. Tank (Port) F.O. Settling Tank F.O. Service Tank
Control Room
W.C DN UP
F.O. Service Tank UP
UP Hydraulic Storage Tank UP
Ballast Pump Room UP UP Exit Hydraulic Oil Store Tank Work Room DN H.F.O. Minor Tank UP
UP UP
M/E B&W 5S50MC UP
Ballast Pump Room
UP
DN
H.F.O. Minor Tank DN
DN No.1 H.F.O. Tank (Starboard) No.2 H.F.O. Tank (Starboard) M/E L.O. Settling Tank No.1 H.F.O. Tank (Starboard)
M/E L.O. Storage Tank
A/E L.O. Storage Tank
No.1 Cylinder Oil Store Tank
No.2 Cylinder Oil Store Tank
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Maersk Ramsey
Part 1: Operational Overview
1.1 To Bring Vessel Into Live Condition
DEAD SHIP CONDITION
Supply Power to 440V and 220V Switchboards.
2.13
Prepare Low Temp. F.W. Cooling Systems. 2.5.2 Start Low Temp. C.W. Pumps.
Shore Supply Available Establish Shore Supply. Check Phase Sequence, Voltage and Frequency. 2.13.3
No Shore Supply Available Ensure Emergency Generator Fuel Tank Level is adequate. 2.12..2
Start up Instrumentation Air System. 2.10.3
Disconnect Shore Supply.
2.13.2
Start Emergency Generator.
2.12.2
Place Emergency Generator on Standby.
2.13.4
Supply Power to Emergency Switchboard from MSB. Restore Emergency Switchboard Services.
Isolate Sequential Restart System. All Ancillary Equipment set to Manual to avoid Low Pressure Auto Start. Supply Emergency 440V Switchboard. Supply Emergency 220V Switchboard.
2.13.1
2.13
Prepare S.W. Cooling System. Start S.W. Cooling Water Pump. Reset Preference Trips.
2.4.2 2.13.5
Start Emergency Air Compressor and Top Up Emergency Air Reservoir if required.
2.10.1
Start Engine Room and Accommodation Ventilation Fans. Start Air Conditioning System.
2.14.3
Start a Generator Engine L.O. Priming Pump.
2.12.1
Ensure the CO2 and Water Fog Systems are Ready for Use.
4.2
Start Generator Engine D.O. Booster Pump.
2.6.2
Ensure Foam Systems are Ready for Use.
4.1
Prepare an Auxiliary Generator for Starting. Start Auxiliary Generator.
2.12 .1
Start IGS Deck Seal Supply Pump. Pressurise Fire Main.
4.1
Supply Power to High Voltage Switchboard.
2.13
Switch Fire Pumps to Standby.
4.1
Start Sewage Treatment Plant.
2.14.5
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1.1 To Bring Vessel Into Live Condition
Start Domestic Water System with Electric Heater.
2.14.1
Put Refrigeration System into Operation.
2.14.2
Put G.S. Air System into Operation.
2.10.2
Pump Bilges to Bilge Holding Tank as required.
2.9.1
Put all Ancillary Equipment on Standby. Restore Sequential Restart System. Put remaining Auxiliary Diesel Generators on Standby.
PLANT IS NOW IN LIVE CONDITION
One Diesel Generator in use with other Diesel Generators on Standby. Emergency Generator on Standby. Boiler and Steam System Shut Down. S.W. and C.F.W. Systems in use. Domestic Services in use.
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1.2 To Prepare Main Plant For 'In Port' Condition
PLANT IS IN LIVE CONDITION
One Diesel Generator in use with other Diesel Generators on Standby. Emergency Generator on Standby. Boiler and Steam System Shut Down. S.W. and C.F.W. Systems in use. Domestic Services in use.
Supply Steam to M.E. F.O. Heater. Start M.E. F.O. Supply and Circulating Pumps. . Start both Viscosity Controllers. Circulate F.O. until the D.O. has been expelled.
2.6.1
Prepare and flash up Aux Boiler, using Diesel Oil and Air Atomising.
2.2.1
Maintain Standby Generators in Warm Condition using G/E Preheating System.
Supply Steam to Low Pressure Steam System.
2.2.4 PLANT IN 'IN PORT' CONDITION
Start Feed Pump. Line up Distilled Water Make-Up System.
2.3.3 One Diesel Generator in use with other Diesel Generators on Standby. Emergency Generator on Standby. Boiler and Steam System in use. Diesel Generator running on H.F.O. M.E. JCW Systems in Warm Condition. M.E. being circulated with hot F.O.
Supply Steam to F.O. Tanks and Trace Heating. Supply Steam to Boiler Fuel Oil Heaters. Start Boiler F.O. Pump and circulate Fuel.
2.2.4
Change Boiler to operate on F.O. and Atomising Steam.
2.2.1
Put Boiler on Automatic Operation.
2.2.2
Start F.O. Purifier System.
2.7.2
Change Diesel Generator to run on H.F.O.
2.6.2
Start M.E. Jacket C.W. Pump. Supply Steam to Jacket C.W. Heaters.
2.5.1
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1.3 To Prepare Main Plant For Manoeuvring In Port PLANT IN 'IN PORT' CONDITION
One Diesel Generator in use, other Diesel Generators on Standby. Emergency Generator on Standby. Boiler and Steam System in use. Diesel Generator Running on H.F.O. M.E. JCW Systems in Warm Condition. M.E. being Circulated with hot F.O.
Start Aux. Blower and put on Auto.
2.1.1
Obtain clearance from the Bridge, turn M.E. over on Starting Air from Local Control Stand.
2.1.1
Start L.O. Purifier Systems.
2.8.3
Start M.E. L.O. Pump. Heat Sumps if required.
Close Indicator Cocks. From the Local Control Stand turn the M.E. until they fire in the Ahead direction only. Close Turbo Blower Drains.
2.3
2.8.1 Change Control to the Engine Control Room. 2.1.2
Start Camshaft L.O. Pumps.
2.8.1 Change Control to Bridge Control. 2.1.2
Ensure Cylinder Oil Measuring Tanks are full.
2.8.1
Start two further Diesel Generators and Run in Parallel.
2.12.1
Check Telegraph, Bridge / E.R. Clocks and Communications.
2.1.2
Start both Steering Motors on each Steering Gear. Carry out Steering Gear Tests.
2.11
Ensure all Standby Pumps are on Auto.
3.1.7
Obtain clearance from the Bridge and turn the Engines two or three Revolutions while manually Operating Cylinder Oil Pumps. Take out the Turning Gear.
PLANT IN 'MANOEUVRING' CONDITION 2.1.1 Three Diesel Generators in use with remaining Diesel Generator on Standby. Emergency Generator on Standby. Boiler and Steam System in use. Diesel Generators running on H.F.O. M.E. heated and ready for use on Bridge Control. M.E. being circulated with hot F.O. Both Steering Gears in use. Deck Machinery ready for use. Thrusters and CPP Systems in use.
Start up both Thruster Systems. Test Pitch Control.
2.13.9
Put Starting Air Systems into use. Supply Starting Air and Control Air to both M.E.s.
2.11.1
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1.4 To Change Main Plant From Manoeuvring To Full Away PLANT IN MANOEUVRING CONDITION
Three Diesel Generators in use with remaining Diesel Generator on Standby. Emergency Generator on Standby. Boiler and Steam System in use. Diesel Generators running on H.F.O. M.E. heated and ready for use on Bridge Control. M.E. being circulated with hot F.O. Both Steering Gear Motors in use. Thrusters and CPP in use. Deck Machinery in use. Vessel manoeuvring on Bridge Control.
Operate Turbo Blower Cleaning System if required.
2.1.1
Shut down Generators until only one is in use. Place remaining three Generators on standby.
2.13. 3
Start up Evaporator System but do not fill Fresh Water Tanks while in Coastal Waters.
2.4.4
Stop Thrusters when no longer required.
2.13.9
Transfer and Purify F.O. as required.
2.7.2
Shut Down M.E. Jacket Heating System.
2.5.1 When M.E. Sea Mode Program is complete, check that Pressures and Temperatures stabilise. 2.1.2
Operate Auxiliary Boiler Sootblowers.
2.2.3 Reduce the level in the Bilge Water Holding Tank through the O.W.S. Reduce Bilge levels through the O.W S. 2.9
Place Engines on Automatic Start Program.
2.1.2 When Bridge notifies Engine Control Room of Full Away record the following: Time. M.E. Revolution Counter. F.O. and D.O. Tank levels. F.O. and D.O. Counters. Fresh Water Tank levels.
Ensure Auxiliary Blower stop automatically.
2.1.2
Shut down Deck Machinery.
Stop one Steering Gear Motor on each System.
2.11
VESSEL IS FULL AWAY ON BRIDGE CONTROL
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1.5 To Prepare For UMS Operation
PLANT IN 'MANNED' CONDITION
All Standby Pumps and Machinery Systems are on Auto Start, Sequential Restart System Operational.
2.13.5
All F.O., L.O. and Fresh Water Tanks/Sumps are Adequately Full. All Ventilation Fans Running. Bilges are Dry and High Level Alarms are Operational.
2.9.1
Acetylene and Oxygen Cylinder and Pipeline Valves are Closed.
All Combustable Material Stored in a Safe Place.
2.14.6
Main Engine on Bridge Control.
2.1.2
Smoke and Fire Sensors are Operational.
4.1 Cargo
All Strainers and Filters of Running and Stand By Machinery are in a Clean Condition.
Data Logger is Programmed to Print Parameters at 0800hrs, 1200hrs and 1730 hrs.
3.1
All Piping Systems are Tight and not Temporary Repaired.
E.R. and Steering Gear Compartment W.T. Doors, Sky Lights and Funnel Dampers are Shut.
Control is on the Bridge and Duty Officer is informed of Commencement Time of UMS. 2.2.3 Duty Officer Should be Aware of Location of Duty Engineer.
3.1
All Alarms and Safety Cut Outs are Operational.
3.1
E.G.B. Sootblowers Set for Automatic Operation.
All Drain Tanks are Empty.
All Parameters are Within Normal Range.
3.1 Watchkeeper Control Switched to Duty Engineer's Cabin.
Compressed Air Bottles are Fully Charged.
2.10
E.C.R. Air Conditioning Operating Correctly.
2.14.4
Purifier Feed Inlets are Suitably Adjusted.
2.7.2
Loose Items are Secured.
E.R. Not to be Unmanned for More Than 8hrs.
Emergency Diesel Generator is on Standby.
2.12.2
Electric Kettle Plugs Removed in E.C.R. PLANT IN "UMS CONDITION.
Stopped Diesel Generators are on Standby.
2.12.1
Workshop Welding Machine Plug is Removed.
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1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate Patrol Man Alarm on Entry into the Engine Room.
Notify Bridge of Manned Condition.
Inform Bridge why E.R. is Manned if outside normal hours.
Switch Watchkeeping Control to the E.C.R.
Examine latest Parameter Print Out.
Handover to on coming Duty Engineer and inform him of any Abnormalities.
Discuss any Defects with the Senior Engineer, who will decide if they warrant inclusion in the Work List. The Duty Engineer should be aware of all Maintenance Work being carried out, and informed of any changes that occur during the day.
Plant in 'Manned' Condition.
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1.7 To Change Main Plant From Full Away To Manoeuvring Condition VESSEL IS FULL AWAY ON BRIDGE CONTROL Operate Turbo Charger Washing System if required.
2.1.1
Ensure that E.R. Bilges and Bilge Holding Tank are Empty.
2.9 Bridge informs Engine Control Room of E.O.P.
Prepare Sewage Treatment System for Port Operation.
2.14.5
Shut down Evaporator Plant.
2.4.4
Record the following: Time. M.E. Revolution Counter. F.O. & D.O. Tank levels. F.O. & D.O. Counters. Fresh Water Tank levels.
Test both Thrusters Start two further Diesel Generators and place in Parallel Operation. 2.13.3
2.13.9
Prepare Deck Machinery for use.

Supply Steam to J.C.W. Heater. 2.5.1
Check Bridge / E.R. Clocks and Communications. Prepare Main Starting Air Compressors for use. Check Starting Air System Drains for Water Content. 2.10.1
2.1.2
Start Thruster Units.
2.13.9
If required to manoeuvre on D.O., begin Change Over 1 hour before E.O.P.
2.6.1
PLANT IN 'MANOEUVRING' CONDITION
30 mins before E.O.P., Bridge begins to Reduce Speed.
2.1.1
Start second Steering Motor on each System. Carry out Steering Gear Tests.
Three Diesel Generators in use with remaining Diesel Generator on Standby. Emergency Generator on Standby. Boiler in use. Diesel Generators Running on H.F.O. Both Steering Gears in use. Deck Machinery ready for use. Thrusters in use.
2.11
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1.8 To Secure Main Plant At Finished With Engines
PLANT IN 'MANOEUVRING' CONDITION
Three Diesel Generators in use with remaining Diesel Generator on Standby. Emergency Generator on Standby. Boiler in use. Diesel Generators running on H.F.O. Both Steering Gear in use. Thrusters in use Deck Machinery ready for use.
Maintain J.C.W Temperature for Normal Port stay.
2.5.1
After a minimum of 15 mins stop Main L.O. Pump. Stop Camshaft L.O. Pump. Maintain L.O. Sump temp. using L.O. Purifier.
2.1.1
Bridge notifies Engine Control Room of F.W.E. If M.E. was Manoeuvred on D.O., stop F.O. Pumps. 2.6.1
Switch over to Engine Room Control.
2.1.2
Three Diesel Generators will remain in use if Cargo Pumps or Thrusters are required.
2.12.1
Stop Auxiliary Blower.
2.1.1
Prepare Plant for I.G.S. Operations if required.
2.15
Isolate Starting Air System. Engage Turning Gear. Open Indicator Cocks. Open Turbo Blower Drains. Vent M.E. Starting Air and Control Air Systems.
2.1.1
PLANT IN 'IN PORT' CONDITION
Stop Steering Gears.
2.11
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1.9 To Secure Main Plant For Dry Dock PLANT IN 'IN PORT' CONDITION Shut down Auxiliary Boiler. Allow to Cool Naturally, Drain if required for Maintenance OR put into a Wet Lay Up Condition.
Shut down Diesel Generators until only one is in use.
2.2.1
Stop Diesel Generator.
2.13.3
2.12.1
Ensure all Tanks are at the required Levels to give the Vessel the necessary Trim, Draft and Stability for entering Dry Dock.
Shut down Feed Pumps and Condensate System. Isolate Distilled Water Tanks.
2.3
Connect Shore Supply to Emergency Switchboard. Connect Shore Supply to Main Switchboard. 2.13 Establish Lighting and Ventilation and any other essential Services.
Shut Steam off the J.C.W. Heaters. Allow J.C.W. Pumps to run until M.E. have Cooled.
2.5.1
Circulate Boiler F.O. System with D.O. Shut down Boiler F.O. Pumps.
2.6.3
Shut down Sea Water Cooling Systems.
2.4.1
Transfer L.O. Sump of one M.E to L.O. Settling Tank via Purifier.
2.8.4 Shut down Stern Tube L.O. Systems. 2.8.2 Shut Down Control and G.S. Air Systems. 2.10.2
Shut down L.O. Purifier.
2.8.3 Change Domestic Water Heating to Electric. 2.14.1 Restart F.W. Cooling Pump and circulate Diesel Generator until Cool. 2.5.2
Shut down F.O. Purifier.
2.7.2 Shut down Air Conditioning and Refrigeration Plants until Shore side C.W. Supply is established. 2.14.2 2.14.3 Secure CO2 System. 2.1.1 Shut down Fire Pumps. Pressurise Fire Main from Shore side C.W. Supply. 4.1 4.2
M.E. should have been Manoeuvred on D.O. If not, change over to D.O. and circulate F.O. back to H.F.O. Tank, until the Pipeline has been flushed with D.O. Stop M.E.F.O. Pumps and Viscosity Controllers.
Isolate Sequential Restart System. Shut down Deck Machinery System. Establish Shore Power. Check Phase Sequence, Voltage and Frequency. Change Diesel Generator to run on D.O. 2.6.2
2.13.5
The Dry Dock can now be Emptied.
2.13.2
PLANT SECURED FOR DRY DOCK
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Part 2 Main Engine and Auxiliary Systems

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Illustration 2.1.1a MAN B & W 5S 50MC
Exhaust Manifold Hydraulic Exhaust Valve Actuator Exhaust Valve Housing Exhaust
Piston Cooling L.O. Supply
Cylinder Cover
Scavenge Port
Camshaft
Piston Rod Stuffing Box Crosshead Guide Shoe

Enlarged View of Piston Crown L.O. Cooling Arrangement
Air Cooler Electric Auxiliary Scavenge Air Blower
Crosshead Guide Jacket H/T Cooling Inlet Crankcase Relief Valve Fuel Oil Connecting Rod Main Bearing L.O.Supply Stay Bolts Fresh Water
Lubricating Oil
Scavenge Air
Combustion Gas
Holding Down Bolts
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2.1 Main Engine and Propulsion Systems
2.1.1 Main Engine Specification
Main Engine Maker: Model: No. of sets: Type: cross head Turning Gear and Turning Wheel The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate. The turning gear is driven by an electric motor with built-in gear and chain drive with brake. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. Engagement and disengagement of the turning gear is effected manually by an axial moment of the pinion. Frame Box The frame box is of welded design, and is divided into 7 sections. On the exhaust side, relief valves are provided for each cylinder while, on the camshaft side, it is provided with a large hinged door for each cylinder. The crosshead guides are welded to the frame box. Turbocharger Maker: No. of sets: Type: Description Cylinder Frame, Cylinder Liner and Stuffing Box Bedplate and Main Bearing The bedplate is divided into 8 sections. It consists of welded, longitudinal girders and welded cross girders with cast steel bearing supports. Long elastic holding down bolts tightened by hydraulic tools are used to fit the bedplate to the engine seating on resin chocks. The oil pan, which is made of steel plate and is integrated in the bedplate, collects the return oil from the forced lubricating and cooling oil system. It is provided with drains with gratings. The main bearings consist of thick walled steel shells lined with white metal. The bottom shell can, by means of special tools, be rotated out and in. The shells are kept in position by a bearing cap and are fixed by long elastic studs, with nuts tightened by hydraulic tools. The chain drive is integrated with the thrust bearing in the after end of the engine. Thrust Bearing The thrust bearing is of the B&W-Michell type, and consists, primarily, of a thrust collar on the crankshaft, bearing supports, and segments of cast iron with white metal. The thrust shaft is an integrated part of the crankshaft. The propeller thrust is transferred through the thrust collar, the segments, and the bedplate, to the engine seating and end chocks. The cylinder frame units are of cast iron and are mutually assembled with bolts. At the chain drive the cylinder frame is also bolted to the upper part of the chain wheel frame. The cylinder frame together with the cylinder liners form the scavenge air space and the cooling water space. On the camshaft side of the engine, the cylinder frame units are provided with access covers for cleaning the scavenge air space and for inspection through the scavenge ports. The roller guide housings, the lubricators, and the gallery brackets are bolted onto the cylinder frame units. A telescopic pipe is fitted for the supply of piston cooling oil and lubricating oil. A piston rod stuffing box is fitted for each cylinder unit at the bottom of the cylinder frame. The stuffing box is provided with sealing rings for scavenge air and with oil scraper rings to prevent oil from entering the scavenge air space. The cylinder liner is made of alloyed cast iron and is suspended in the cylinder frame, with a low-situated flange. The upper part of the liner is surrounded by a cooling jacket. The cylinder liner has scavenge ports and drilled holes for cylinder lubrication. Mitsubishi Heavy Industries 1/engine MET53SE A slotted pipe for collecting part of the cooling oil outlet from the piston for visual control is bolted in the frame box. The stay bolts, which are tightened hydraulically, connect the bedplate, frame box and cylinder frame to form a unit. To prevent transversal oscillations, each stay bolt is braced. Cylinder Cover
Guangzhou - Man B&W 5S50MC (Mark-6) 1 Two stroke, single acting direct reversible, diesel engine with one constant pressure turbocharger and air coolers. Number of cylinders: 5 Cylinder bore: 500mm Stroke: 1,910mm Output (M.C.R.): 7150 kW at 127 rpm Specific fuel oil consumption: 123.4 g/bhp per hour
The cylinder cover is of forged steel, made in one piece, and has bores for cooling water. It has a central bore for the exhaust valve and bores for fuel valves, safety valve, air start valve and indicator valve. The cylinder cover is attached to the cylinder frame with studs and nuts tightened by a permanently fitted hydraulically tightened ring covering all the studs. Exhaust Valve and Valve Gear The exhaust valve consists of a valve housing with gas channel, spindle guide, and a valve spindle. The valve housing is water cooled and made of cast iron. Between the cylinder cover and the valve housing there is a bottom piece. The bottom piece is made of steel with a hardened face for the spindle seat, and is water cooled on its outer surface. The valve spindle is made of heat resistant steel and is provided with a small vane wheel on which the exhaust gas acts during operation, thus making the spindle rotate slightly. The hydraulic system consists of an actuator, activated by a cam on the camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve spindle, mounted on top of the valve housing. The hydraulic system opens the exhaust valve, while the closing of the exhaust valve is damped by means of an oil cushion on top of the spindle. Air sealing of the exhaust valve spindle guide is provided.
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Fuel Valves, Starting Valve, Safety Valve and Indicator Valve Each cylinder cover is equipped with two non-cooled fuel oil valves, one air start valve, one safety valve and one indicator valve. The opening of the fuel valve is controlled by the fuel oil pressure created by the fuel pump and the valve is closed by a spring. An automatic vent slide allows circulation of fuel oil through the fuel valve and high pressure pipes. This vent slide prevents the compression chamber from being filled up with fuel oil in the event that the valve spindle sticks when the engine is stopped. Oil from the vent slide and other drains are led away in a closed system. The air start valve is opened by pilot control air from the starting air distributor and is closed by a spring. The safety valve is spring-loaded. The indicator valve allows cylinder pressure readings to be taken in service. During engine shut down when the engine is being turned on the turning gear, inspection is made at the indicator valve for any water in the cylinder. One indicator drive is fitted for each cylinder. The indicator drive consists of a cam fitted on the camshaft and a spring loaded spindle with roller, which is able to move up and down, corresponding to the movement of the piston. At the top of the spindle there is an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator valve. Crankshaft Fuel Pump and Fuel Oil High-pressure Pipes The crankshaft is of the semi-built type, made from forged or cast steel throws, and made in one part. At the aft end, the crankshaft is provided with a flange for the turning wheel. Axial Vibration Damper The engine is fitted with an axial vibration damper, which is mounted on the fore end of the crankshaft. The damper consists of a piston and a split-type housing located forward of the foremost main bearing. The piston is made as an integrated collar on the main journal, and the housing is fixed to the main bearing support. A mechanical device for checking the function of the vibration damper is fitted. The engine is provided with one fuel pump for each cylinder. The fuel pump consists of a pump housing, a centrally placed pump barrel, a plunger and a shock absorber. To prevent fuel oil from mixing with the separate camshaft lubrication system, the pump is provided with a sealing device arrangement. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger by means of a toothed rack connected to the regulating mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for optimum fuel economy at part load. The VIT principle uses the fuel regulating shaft position controlling parameter. Adjustment of the pump lead is effected by a threaded connection, operated by a toothed rack. The fuel oil pump is provided with a puncture valve for each cylinder, which quickly prevents high pressure from building up during normal stopping and shut down. The fuel oil high-pressure pipes are equipped with protective hoses, and are neither heated nor insulated. Any leakage from the protective hoses is led to a collecting tank with alarm. Connecting Rod The connecting rod is made of forged steel and provided with bearing caps for crosshead and crankpin bearings. The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts which are tightened by hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel shells, lined with white metal. The crosshead bearing cap is one piece, with an angular cut-out for the piston rod.The crankpin bearing is provided with thinwalled steel shells, lined with white metal. Lubricating oil is supplied through ducts in the crosshead and connecting rod. Piston, Piston Rod and Crosshead Chain Drive The piston consists of a piston crown and a piston skirt. The piston crown is made of heat resistant steel and has four ring grooves which are hard-chrome plated on both the upper and lower surface of the grooves. The piston skirt is of cast iron and provided with bronze wear bands. Camshaft and Cam
The camshaft consists of a number of sections. Each individual section consists of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator cams. The exhaust cams and fuel cams are of steel, with a hardened roller race, and are shrunk on to the shaft. They can be adjusted and dismantled hydraulically. The cam for the indicator drive can be adjusted mechanically. The coupling parts are shrunk on to the shaft and can be adjusted and dismantled hydraulically. The camshaft bearings consist of one lower half shell mounted in a bearing support which is attached to the roller guide housing by means of hydraulically tightened studs.
The camshaft is driven from the crankshaft by a chain drive. The engine is equipped with a hydraulic chain tensioner, with the long free lengths of chain supported by guide bars. The cylinder oil lubricators are driven by a separate chain from the camshaft.
The piston rod is of forged steel and is surface-hardened on the running surface for the stuffing box. The piston rod has a central bore which, in conjunction with a cooling oil pipe, forms the inlet and outlet for cooling oil. The crosshead is of forged steel and is provided with cast steel guide shoes with white metal on the running surface. A bracket for the oil inlet from the telescopic pipe and another for the oil outlet to a slotted pipe are mounted on the crosshead.
Governor The engine is provided with an electronic governor. The speed setting of the actuator is determined by an electric signal from the electronic governor based on the position of the main engine regulating handle. The actuator shaft is connected to the fuel regulating shaft by means of a mechanical linkage. Cylinder Lubricators The cylinder lubricators, one per cylinder, are M.E.P dependent and load change dependent. They are controlled by the engine revolution in conjunction with engine load, and are mounted on the roller guide housing, and interconnected with shaft pieces. The lubricators have a built-in capability of adjusting the oil quantity. They are of the Sight Feed Lubricator type and are provided with a sight glass for each lubricating point. The oil is led to the lubricator through a pipe system from an elevated tank. Once adjusted, the lubricators will basically have a cylinder oil feed rate proportional to the engine revolutions and engine load. In addition the engine is equipped with a load change dependant function by linking the lubricator to the fuel rack, such that the oil feed rate is automatically increased in case of a sudden increase of engine load, such as rough sea conditions
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Manoeuvring System The engine is provided with a pneumatic, electric manoeuvring and fuel oil regulating system. The system transmits orders from the separate manoeuvring console to the engine. The regulating system makes it possible to start and stop the engine and to control the engine speed. The speed control handle on the manoeuvring console gives a speed setting signal to the governor, dependent on the desired number of revolutions. A shut down function will stop the fuel injection by activating the puncture valves placed in the high pressure fuel system, independent of the speed control handle position. The engine is provided with a side mounted control console and instrument panel, for emergency running. Gallery Arrangement The engine is provided with gallery brackets, gratings, stanchions and rails. The brackets are placed at such a height that the best possible overhauling and inspection conditions are achieved. Some main pipes of the engine are suspended from the gallery brackets. The upper gallery brackets on the camshaft side are provided with overhauling holes for stowing pistons. The engine is prepared for mechanical top bracing on the exhaust side. Scavenge Air System The air intake to the turbocharger takes place direct from the Engine Room through the intake silencer of the turbocharger. From the turbocharger, the air is led via the charging air pipe, air cooler and scavenge air receiver to the scavenge ports of the cylinder liners. The charging air pipe between the turbocharger and the air cooler is provided with a compensator and is heat insulated on the outside. Air Cooler The engine is fitted with one air cooler of the mono block element type with cleaning nozzles for the air side of the cooler. A separate tank and circulating pump are supplied for chemically cleaning the air side. A water mist catcher of the through-flow type is located in the air chamber below the air cooler. Issue: 1 The engine is provided with two electrically-driven blowers. The suction side of the blowers is connected to the scavenge air space after the air cooler. Between the air cooler and the scavenge air receiver, non-return valves are fitted, which automatically close when the auxiliary blowers supply the air. The auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air to obtain a safe start. During operation of the engine, the auxiliary blowers will start automatically each time the engine load is reduced to about 30-40%, and they will continue operating until the load again exceeds approximately 40-50%. Exhaust Turbocharger The turbocharger bearing casings are cooled by fresh water with the bearings lubrication fed from the M.E. L.O. cooling circuit. An observation glass is provided on the lubrication oil outlet from the turbocharger. A dry cleaning system (compressed air 7kg/cm2) is supplied for the turbine side and a fresh water washing system for the compressor side. The turbocharger is equipped with an electronic tacho system with pick-ups, converter and indicator for mounting in the engine control room. Exhaust Gas System From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalised, the total volume of gas is led to the turbochargers at a constant pressure. After the turbochargers, the gas is led to the external pipe system. Compensators are fitted between the exhaust valves and the receiver, and between the receiver and the turbocharger. For quick assembling and disassembling of the joints between the exhaust gas receiver and the exhaust valves, clamping bands are used. The exhaust gas receiver and exhaust pipes are provided with insulation, covered by galvanised steel sheeting. There is a protective grating between the exhaust gas receiver and the turbocharger. Auxiliary Blower

Forced Lubrication and Oil Cooling (Section 2.8.1) The pipes for the forced lubrication and cooling oil system are made of steel. The main forced lubrication is led to each main bearing through branches from the main lubrication pipe located along the engine. Cooling oil is led to the telescopic pipe through branches from the cooling oil main pipe, located alongside the cooling jackets on the exhaust side of the engine, through which the oil is led to the crossheads. From there some of the oil is branched off for lubrication of the crosshead shoes and crosshead bearings and is led through the bored connecting rod to the crank pin bearing. Some of the oil is led through a pipe in the bore of the piston rod for cooling of the piston crown. The oil returns from here through the piston rod and let out through a duct in the crosshead. Cooling oil returns from the pistons via sight glasses to the main engine sump. The camshaft bearings and hydraulically operated exhaust valves are supplied with oil from a separate lubrication system. The cylinders are each lubricated by six cylinder oil injection pumps which supply oil to injectors spaced around the cylinder liners. Fuel Oil Supply System (Section 2.6.1) The fuel oil is led from the main inlet pipe through branches to the fuel injection pump of each cylinder. In order to keep the fuel oil inlet pressure to fuel injection pump constant, regardless of the fuel oil consumption during engine running, a spring loaded overflow valve is provided on the fuel oil inlet line. The fuel oil is heated to the temperature required to achieve the optimum atomising viscosity. However, prior to prolonged shut down, and after starting up from cold, the engine will be run on diesel oil in order that the high pressure lines between the fuel injection pumps and fuel injectors do not become clogged with cold fuel oil.
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Cooling Water System (Section 2.5.1) The engine is fresh water cooled, supplied by jacket cooling water pumps. The fresh water is led from the cylinder frame of each cylinder to the cylinder cover and through the exhaust valve up to a main outlet pipe through which it is carried back to the fresh water cooler. The cooling water is also led to the exhaust turbocharger from the main inlet pipe. The inlet pipes to the cylinder are provided with shut-off valves. The outlet pipes are provided with regulation valves, a pocket for a thermometer, and a deaeration cock. The deaeration pipe is fitted to the outlet manifold and led to the fresh water expansion tank. The fresh water pipes are covered with phosphatic film, Parkerising instead of galvanisation in order to avoid reaction with corrosion inhibitors. Starting Air System (Section 2.10.1) The starting air system contains a main starting valve, a non return valve, a bursting disc for the branch pipe to each cylinder, a starting air distributor, and a starting valve on each cylinder. The main starting valve is connected to the manoeuvring system, which controls the start of the engine. The starting air distributor regulates the supply of pilot control air to the starting valves so that these supply the engine cylinders with starting air in the correct firing order. The starting air distributor has one set of starting cams for Ahead and one set for Astern, as well as one control valve for each cylinder. Operation of Main Engine Slow-Turning the Engine Preparations for Starting Air Systems a) Drain water, if any, from the starting air system. b) Drain water, if any, from the control air system at the receivers. c) Pressurise the air systems. d) Check the pressures. e) Pressurise the air system to the pneumatic exhaust valves. This must be carried out to prevent damage caused by fluid in any of the cylinders. Before beginning the slow-turning, obtain permission from the bridge. (Note ! Always carry out the slow-turning operation at the latest possible moment and, under all circumstances, within the last 30 minutes before starting.) (Note ! Air pressure must be applied before the camshaft lubricating oil pump is started. This is to prevent the exhaust valves from opening too much.) f) Engage the lifting/rotation check rod mounted on each exhaust valve, and check that the exhaust valves are closed. Lubricating Oil Systems Start the lubricating oil pumps for:1.Engine. 2.Camshaft.

Slow-Turn with Special Slow-Turning Device a) Disengage the turning gear. b) Check that it is locked in the OUT position. c) Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes. d) Lift the locking plate of the main starting valve to the SERVICE position. e) Check the indicator lamp. The locking plate must remain in the upper position during running. The locking plate must remain in the lower position during repairs. f) Open the indicator valves. g) Turn the slow-turning switch to SLOW-TURNING position. h) Move the regulating handle to START position. i) Check to see if fluid flows out of any of the indicator valves. j) Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the outer position. k) When the engine has moved one revolution, move the handle back to STOP position. l) Turn the slow-turning switch back to NORMAL position. m) Close the indicator valves. Slow-Turn with Turning Gear a) Open the indicator valves. b) Give REVERSING order by moving the reversing handle to the opposite direction of rotation. c) Turn the engine one revolution with the turning gear in the direction indicated by the reversing handle. d) Check to see if fluid flows out of any of the indicator valves. e) Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the outer position.
a) Check the oil pressures.

b) Check the oil flow, through the sight-glasses, for piston cooling oil. c) Check that the cylinder lubricators are filled with the correct type of oil. d) Operate the cylinder lubricators manually. e) Check that oil is emitted. Cooling Water Systems (Note ! The engine must not be started if the jacket cooling water temperature is below 20C.) Preheat to minimum 20C or, preferably, to 50C. a) Start the cooling water pumps. b) Check the pressures.
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f) Repeat the previous points in the opposite direction of rotation. g) Close the indicator valves. h) Disengage the turning gear. i) Check that it is locked in the OUT position. j) Check that the indicator lamp for 'TURNING GEAR ENGAGED' extinguishes. k) Lift the locking plate of the main starting valve to the SERVICE position. l) Check the indicator lamp. m) The locking plate must remain in the upper position during running. n) The locking plate must remain in the lower position during repairs. Fuel Oil System a) Start the fuel oil supply pump and circulating pump. If the engine was running on heavy fuel oil until stop, the circulating pump will be running. b) Check pressures and temperatures. 3. A watch is kept on the bridge. Checking the Fuel Regulating Gear The following modes of starting are available: a) Close the shut-off valve of the starting air distributor to prevent the engine from turning. b) Check the indicator lamp. Emergency Control c) Switch over to control from the engine side control console. See description of the procedure Emergency Operation (Section 2.1.3) Checks During Starting d) Turn the regulating handwheel to increase the fuel pump index, and check that all the fuel pumps follow to the 'FUEL SUPPLY' position. e) With the regulating handwheel back in STOP position, check that all the fuel pumps show zero-index. Make the following checks immediately after starting: Direction of Rotation. Ensure that the direction of propeller rotation corresponds to the telegraph order. Stop, start and speed setting orders are given manually by moving the regulating handle, corresponding to the order from the bridge. Remote control from Control Room Remote control from Bridge Cylinder Lubricators f) Switch back to NORMAL control. g) Open the shut-off valve of the starting air distributor. h) Check that the indicator lamp extinguishes. Miscellaneous a) Lubricate the bearings and rod connections in the regulating gear, etc, every 4,000 hours. b) Switch on the electrical equipment in the control console. c) Set the switch for the auxiliary blowers in 'AUTO' position. d) The blowers will start at intervals of 6 seconds. The engine is now ready to start. Starting-Up Procedure Starting ! CAUTION If the engine has been out of service for some time, starting-up is usually performed as a quay-trial. Prior to this, it must be ascertained that: 1. The harbour authorities permit quay-trial. 2. The moorings are sufficient. Exhaust Valves
See that all exhaust valves are operating correctly. Disengage the lifting/rotation indicators after checking that they are functioning correctly. Turbochargers Ensure that the turbocharger is running and sufficient oil is in circulation. Circulating Oil Check that the pressure and discharge are in order Cylinders Check that all cylinders are firing. Starting valves on Cylinder Covers Feel over the pipes. A hot pipe indicates a leaking starting valve. Pressures and temperatures See that everything is normal for the engine speed. In particular, the circulating oil (bearing lubrication and piston cooling), camshaft lubricating oil, fuel oil, cooling water, scavenge air, and control and safety air.
Make sure that the lubricators are working with an even 'drop height' level in all the sight glasses. Check the actuators on the load change dependent lubricators are in the position for increased cylinder lub. oil dosage during starting and manoeuvring. Check the oil level in the feeder tank.
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Procedure For Loading the Engine If there are no restrictions such as running in after repairs, proceed to increase the load on the engine. The cooling water should be preheated, but if the temperature is below 50C allow the temperature to reach this point before increasing load. Increase the load gradually to maximum speed over a period of 30 minutes. Checks During Loading Feel-over sequence. If the condition of the machinery is uncertain (e.g. after repairs or alterations), the feel-over sequence should always be followed, i.e: 1. After 15-30 minutes running on Slow. 2. Again after 1 hours running. At sea, after 1 hours running at service speed, stop the engine, open the crankcase, and feel-over the moving parts listed below (by hand or with a Thermo-feel) on sliding surfaces where friction may have caused undue heating. During feeling-over, the turning gear must be engaged, and the main starting valve and the starting air distributor must be blocked. The starting air distributor is blocked by closing the cross-over valve. Feel sequence points Main, crankpin and crosshead bearings Piston rods and stuffing boxes Crosshead shoes Telescopic pipes Chains and bearings in the chain casing Camshaft bearing housings Thrust bearing / guide bearing Axial vibration damper Torsional vibration damper Change over should be carried out one hour before the first manoeuvres are expected. Start additional auxiliary engine to ensure sufficient power reserve for the manoeuvre. Drain off any condensed water from the starting air and control air systems just before the manoeuvre. Decide whether the harbour manoeuvre should be carried out on diesel oil or on heavy fuel oil. The vessel is designed to run on heavy fuel at all times. In order to prevent fuel pump and injector sticking/scuffing, poor combustion or fouling of the gas ways, it is very important to carefully follow the change over procedures. Change Over from Diesel Oil to Heavy Fuel During Running See section 2.7.1 Preparations Prior to Arrival in Port Running-in For a new engine, or after repair or renewal of the large bearings, renewal or reconditioning of cylinder liners and piston rings, allowance must be made for a running-in period. Regarding bearings: increase the load slowly, and apply the feel-over sequence, see Checks During Loading. Fuel Change Over The engine is equipped with non-cooled, all-symmetrical, light-weight fuel valves with built-in fuel circulation. This automatic circulation of the preheated fuel (through the high-pressure pipes and the fuel valves) during engine standstill, is the background for recommending constant operation on heavy fuel. However, change over to diesel oil can become necessary if, for instance,the vessel is expected to have a prolonged inactive period with cold engine, i.e. due to: A major repair of the fuel oil system etc A dry-docking More than 5 days period stop Environmental legislation requiring the use of low-sulphur fuels

Stopping Stop the engine by setting the regulating lever to stop. Operations After Arrival in Port When the FINISHED WITH ENGINES order is received in the control room: a) Switch over to control room control. b) Switch off the auxiliary blowers. c) Test the starting valves for leakage. d) Obtain confirmation from the bridge that the stern is clear and the ship is secure on its berth. e) Check that the turning gear is disengaged as a leaky valve can cause the crankshaft to rotate. f) Close the valve to the starting air distributor. g) Open the indicator valves. h) Change over to emergency control. i) Activate the START button. This admits starting air, but not control air, to the starting valves. Change over can be performed at any time: During engine running During engine standstill j) Check to see if air blows out from any of the indicator valves. If air issues out of a cylinder, the starting valve concerned is leaking. k) Replace or overhaul any defective starting valves. Lock the main starting valve in its lowest position by means of the locking plate. l) Stop the camshaft lubricating oil pump. m) Close and vent the control air and safety air systems. n) Wait a minimum of 15 minutes after stopping the engine, then stop the lubricating oil pumps. This prevents overheating of cooled surfaces in the combustion chambers, and counteracts the formation of carbon deposits in piston crowns. If the engine was run on heavy fuel oil until STOP, keep the F.O. circulating pumps running and the fuel oil preheated. The temperature may be reduced during the port stay. If the engine was run on D.O. until STOP, stop the fuel oil pumps.
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Freshwater Preheating During Standstill Keep the engine preheated to minimum 50C, unless harbour stay exceeds 5 days. This counteracts corrosive attack on the cylinder liners during startingup. Use the preheater for preheating of the engine. Switch off other equipment which need not operate during engine standstill. WARNING Special Dangers Keep clear of spaces below loaded cranes. The opening of cocks may cause discharge of hot liquids or gases. The dismantling of parts may cause the release of springs. The removal of fuel valves or other valves in the cylinder cover may cause oil to run onto the piston crown. If the piston is hot an explosion may blow out the valve. When testing fuel valves do not touch the spray holes as the jets may pierce the skin. Beware of high pressure oil leaks when using hydraulic equipment, wear protective clothing. Arrange indicator cocks with pressure relief holes directed away from personnel. Wear goggles when taking indicator cards. Do not weld in the engine room if the crankcase is opened before fully cooled. Turning gear must be engaged before working on or inside the engine as the wake from other ships in port or waves at sea may cause the propeller to turn. Also isolate the starting air supply. Use gloves when removing O-rings and other rubber/plastic based sealing materials which have been subjected to abnormally high working temperatures as they may have a caustic effect. Blow-back through the scavenge air ports, owing to an incorrectly adjusted exhaust cam disc or a large resistance in the exhaust system (back pressure) To keep the exhaust resistance low, heavy deposits must not be allowed to collect on protective gratings, nozzle rings and turbine blades. The back pressure after the turbocharger must not exceed 350mm w.g. Slow combustion in the cylinder, owing to incorrect atomisation, incorrect type of fuel valve nozzle, or misaligned fuel jets Fire in Scavenge Air Box Cause If flakes of burning or glowing carbon deposits drop into the oil sludge at the bottom of the scavenge air box, this sludge can be ignited and, if very combustible material is found here, serious damage can be done to the piston rod and the scavenge air box walls. The latter could possibly cause a reduction in the tension of the stay bolts. Ignition of carbon deposits in the scavenge air box can be caused by: Prolonged blow-by Warnings of Fire

A fire in the scavenge box is indicated by: 1. An increase in the exhaust temperature of the affected cylinder 2. The scavenge air box being noticeably hotter If the fire is violent, smoky exhaust and decreasing engine revolutions will occur. Violent blow-by will cause smoke, sparks, and even flames, to be blown out when the respective scavenge box drain cock is opened, therefore keep clear of the line of ejection. Monitoring devices, in the scavenge air space will give an alarm and operate the main engine slow-down function at an abnormal temperature increase. Measures to be taken Due to the possible risk of a crankcase explosion, do not stand near the relief valves, flames can suddenly be violently emitted. a) Reduce speed to SLOW, if not already carried out automatically, (see above) and ask bridge for permission to stop. b) When the engine STOP order is received, stop the engine and switch off the auxiliary blower. c) Stop the fuel oil supply. d) Stop the lubricating oil supply. e) Apply boundary cooling. f) Engage the turning gear and turn the engine into a position where the affected unit exhaust valve is closed and the scavenge ports are shut off. This will assist in allowing the fire to burn itself out. g) If the fire is serious, put the scavenge air box fire extinguishing equipment into operation. (Note! Be aware of possible thermal shock and loss of extinguishing medium through the exhaust. Do not open the scavenge air box or crankcase before the site of the fire has cooled down to under 100C. When opening, keep clear of possible fresh spurts of flame.) h) Remove dry deposits and sludge from all the scavenge air boxes. i) Clean the respective piston rods and cylinder liners. Inspect their surface condition, alignment and whether they are distorted. If in order, coat with oil.
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j) Repeat the checking procedure and concentrate on piston crown and skirt, while the engine is being turned (cooling oil and water on). k) Inspect the stuffing box and bottom of scavenge box for possible cracks. If a piston caused the fire, and this piston cannot be overhauled at once, follow the precautions referred to in the Makers Manual. If heating of the scavenge air box walls has been considerable, the stay bolts should be checked and re-tightened at the first opportunity. Before re-tightening, normal temperature of all engine parts must be reestablished. To ensure proper draining of oil sludge from the scavenge air boxes, (thereby reducing the risk of fire in the scavenge air boxes), it is recommended to check (on a daily basis) that the drain lines from the scavenge spaces are clear. Ignition in the Crank Case Cause When the engine is running, the atmosphere in the crankcase contains the same types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air, however, there is also a heavy shower of coarse oil droplets present. If abnormal friction occurs between the sliding surfaces, or heat is otherwise transmitted to the crankcase (for instance from a scavenge air fire via the piston rod/stuffing box) or, for some engine types, through the hot uncooled intermediate bottom, 'hot spots' on the heated surfaces can occur. The 'hot spots' will cause the oil falling on them to evaporate. When the oil vapour condenses again, countless minute droplets are formed which are suspended in the air. This appears as milky-white oil mist, which is able to feed and propagate a flame if ignition occurs. The ignition can be caused by the same 'hot spot' which caused the oil mist. If a large amount of oil mist has developed before ignition, the burning can cause a tremendous rise of pressure in the crankcase (explosion), which forces a momentary opening of the crankcase relief valves. In isolated cases, when the entire crankcase has presumably been full of oil mist, the consequential explosion has blown off the crankcase doors and set fire to the engine room. (Note ! Similar explosions can also occur in the chain casing and scavenge air box.) Every precaution should therefore be taken to: 1. Avoid hot spots 2. Detect the oil mist in time Hot Spots in Crankcase Well-maintained bearings only overheat if the oil supply fails, or if the bearing journal surfaces become too rough (due to the lubricating oil becoming corrosive, or being polluted by abrasive particles). For these reasons, it is very important to: 1. Purify the lubricating oil correctly 2. Make frequent control analysis 3. Ensure that the filter gauze is always intact Due to the high frictional speed of the thrust bearing, special care has been taken to ensure the oil supply to this bearing. Monitoring equipment is arranged to give an alarm in cases of low circulating oil pressure and/or high temperature of thrust bearing segments. Keep this equipment in tiptop condition. Feel over moving parts (by hand or with a thermo-feel) at suitable intervals (15-30 minutes) after starting and again at full load. If in doubt, stop and feel over. Oil Mist in the Crankcase In order to ensure a reliable, and quick warning of oil mist formation in the crankcase, constant monitoring is obtained with an Oil Mist Detector, which successively samples air from each crankcase compartment. The detector will give alarm and slow-down command at a mist concentration which is only a fraction of the lower explosion limit (LEL), in order to gain time to stop the engine before ignition of the oil mist can take place. Measures to be taken when oil mist has occurred: a) Do not stand near crankcase doors, or relief valves, corridors or near doors to the engine room casing. b) Reduce speed to slow-down level, if not already carried out automatically (see above.) c) Ask the bridge for permission to stop.

d) When the engine STOP order is received, stop the engine and close the fuel oil supply. e) Switch-off the auxiliary blowers. f) Open the skylight(s) and/or 'stores hatch'. g) Leave the engine room. h) Lock the casing doors and keep away from them. i) Prepare the fire-fighting equipment. j) Do not open the crankcase until at least 20 minutes after stopping the engine. k) When opening up the crankcase, keep clear of possible spurts of flame. Do not use naked lights and do not smoke. l) Stop the lubricating oil pump. m) Take off/open all the lowest doors on one side of the crankcase. n) Shut off the starting air, and engage the turning gear. o) Locate the hot spot. p) Feel over, by hand or with a thermo-feel, all the sliding surfaces (bearings thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes, chains, vibration dampers, moment compensators, etc.). Look for squeezed-out bearing metal, and discolouration caused by heat (blistered paint, burnt oil, oxidised steel). Keep any bearing metal found at bottom of oil tray for later analysing. q) Prevent further hot spots by preferably making a permanent repair. r) Ensure that the respective sliding surfaces are in good condition. Take special care to check that the circulating oil supply is in order. s) Start the circulating oil pump and turn the engine by means of the turning gear. t) Check the oil flow from all bearings, spray pipes and spray nozzles in the crankcase, chaincase and thrust bearing. u) Check for possible leakages from pistons or piston rods.
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Start the engine. After: 5 minutes, 30 minutes, one hour and then when full load is reached carry out the following: 1. Stop and feel over 2. Look for oil mist Especially feel over (by hand or with a thermo-feel) the sliding surfaces, which caused the overheating. There is a possibility that the oil mist is due to 'atomisation' of the circulating oil, caused by a jet of air/gas, e.g. by combination of the following: 1. Stuffing box leakages (not air tight). 2. Blow-by through a cracked piston crown or piston rod (with direct connection to crankcase via the cooling oil outlet pipe). An oil mist can also develop as a result of heat from a scavenge fire being transmitted down the piston rod or via the stuffing box. Hot air jets or flames could also have passed through the stuffing box into the crankcase. Alarms and Trips Automatic Shut Down Functions L.O. to Bearings and Thrust Bearing Pressure Low/low Thrust Bearing Temperature High/high L.O. to Camshaft Pressure Low/low Engine Over-speed Trip Manual Shutdown Emergency Stop Button Slow Down Functions Piston Cooling Oil Outlet/Cylinder Temperature High Piston Cooling Oil Outlet/Cylinder No Flow Jacket Cooling Water Inlet Pressure Low Jacket Cooling Water Outlet/Cylinder Temperature High Scavenge Air Box/Cylinder Temperature High Exhaust Gas Outlet/Cylinder Temperature High Oil Mist in Crankcase Cylinder L.O. No Flow Stern Tube Bearing Temp High Issue: 1 Alarms Leakage From High Pressure Fuel Pipes Fuel Oil Temperature High Fuel Oil Temperature Low Fuel Oil Viscosity High Fuel Oil Viscosity Low Fuel Oil Inlet Pressure Low L.O. Inlet Temperature High Piston Cooling Oil Outlet/Cylinder Temperature High Piston Cooling Oil Outlet/Cylinder No Flow Piston Cooling Oil Inlet Pressure Low L.O. to Bearings and Thrust Bearing Pressure Low Thrust Bearing Temperature High L.O. to Camshaft Inlet Temperature High L.O. Inlet to Camshaft Pressure Low Turbo Charger L.O. Inlet Pressure Low Turbo Charger L.O. Inlet Temperature High Turbo Charger L.O. Outlet Temperature High Cylinder Lubricators No Flow Jacket Cooling Water Inlet Pressure Low Jacket Cooling Water Outlet/Cylinder Temperature High Starting Air Pressure Low Control Air Pressure Low Safety Air Pressure Low Air Supply to Exhaust Valve Air Cylinder Pressure Low Scavenge Air Manifold Temperature High Scavenge Air Inlet Pressure Low Scavenge Air Box/Cylinder Temperature High Air Cooler Cooling F.W. Inlet Pressure Low Exhaust Gas/Cylinder Temperature High Exhaust Gas After Turbocharger High Oil Mist in Crankcase
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Illustration 2.1.1b Oil Mist Detector
SELECT SYSTEM ON A VERAGE ALARM DEVIA TION ALARM FLOW F AUL T PERCENT AGE OF ALARM LEVEL
20
40
80
60
100
TEST
SIMULA TION MODE
1
TEST MODE OPTIC F AUL T
2 3 4 5 6
70 8 1 9
RESET
SAMPLE NUMBER
Enlarged View of Oil Mist Detector Panel
Oil Mist Detector Mark 5 Made in England
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Oil Mist Detector
Introduction Oil mist detection is now widely accepted as a means of providing early warning of incipient bearing failure in diesel engines. The Graviner Mark 5 Oil Mist Detector embodies electronic and electrical means of carrying out fast and accurate sampling of the crankcase oil mist, without the use of rotational mechanical parts. Principle of Operation At high temperatures the oil used for lubricating engines generates vapours. When these come into contact with the colder atmosphere in the crankcase at temperatures around 700C, they condense into an oil mist. This situation represents the condition associated with the excess temperatures, such as those caused by main crankshaft, big end or connecting rod small end bearing defects. The Oil Mist Detector works on the principle that oil mist density is proportional to optical obscurity. It samples the oil mist in the crankcase at a regular repetitive sequence. The sample is measured by passing it through a measuring chamber which has a light source at one end and a photo cell at the opposite end. The output signal from the photo-cell represents oil mist and is compared with threshold levels set during commissioning. If the thresholds are exceeded an alarm indicates the need for an engine slowdown and an immediate investigation of engine condition. Preparation for the Operation of the Oil Mist Detector a) Supply power to the oil mist detector. The detector will now begin scanning. After each crankcase has been sampled the first scan is completed. No alarms will be given during the first scan, as the system is forming the microprocessor memory stores. Test Functions The test switch may be pressed at any time after the first complete cycle. This initiates the microprocessor programme for testing the oil mist detector and is indicated by the test mode lamp being lit. The programme will commence by the deviation alarm indicator being lit, and will continue by simulating a gradually increasing average oil mist density, resulting in the display building up to 100 per cent of the alarm level, at this point, the average alarm indicator will light and the main alarm relay contacts will change state. The programme now simulates a flow fault which lights the flow fault indicator. The microprocessor memory circuit is then checked and a test is conducted on the engine slow down relay coil without actually operating it. Satisfactory completion of all tests results in the 'optical fault' indicator being lit and the fault alarm relay contacts will change state. Should the tests not be completed correctly the fault relay will not operate. If the facility to operate the test from a remote position is used, the test programme remains the same, but should it not be completed correctly it is not possible to reset from this remote position. This ensures that the oil mist detector is examined to define the fault condition. Therefore, at the end of a satisfactory test of the oil mist detector the following should be seen: Deviation alarm indicator lit Average alarm indicator lit Flow fault indicator lit Optical fault indicator lit Main alarm relay contacts change state Fault alarm Relay contacts change state Test Routines
The oil mist detector incorporates self-checking routines, which operate whenever the detector is switched on. The only necessary routine maintenance consists of running a brief additional self-test prior to engine starting, and at least at four-weekly intervals. Provided the detector is switched on, the test is commenced by first operating the local test switch and then operating the reset switch on the detector. a) Inspect/clean air line filter at least at a minimum of four-weekly intervals. Remote testing and indications A test of the oil mist detector from the remote position should be carried out daily as follows: a) Pressing the remote test switch for a minimum of 20 seconds initiates the same test programme as the test switch on the oil mist detector. Passing of the test is indicated at the remote position by the remote main alarm and fault alarm enunciator being lit. b) The remote reset button is pressed on completion.
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Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
DMS 2100
BRIDGE MANOEUVRING SYSTEM
Lyngso Marine
ALARM
FAULT
AUTO BRIDGE
START AIR 29.8 BAR
ALARM LIST
STOP HORN
ALARM ACKN.
ORD: 0.0
SET: 40.0
ACT: 35.0
STATUS LIST
MAINTENANCE
EDIT
MENU
S1
S2
S3
S4
DIMMER
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
BRIDGE CTRL.
ECR CTRL.
EMERG CTRL.
ORDER ADJUST
SLOWD. ACTIVE
SLOWD. CANCEL
SLOWD. RESET
ESC
ENT
7 STU
8 VWX
9 YZ
0 space
+/- #
SEA MODE
STAND BY
F.W.E.
CANCEL LIMITS
SHUTD. ACTIVE
SHUTD. CANCEL
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2.1.2 Main Engine Manoeuvring Control Maker: Lyngso Marine Type: 2100 The main engine manoeuvring control system can be divided into two parts: 1. The DMS 2100 Bridge Manoeuvring System 2. The DPS 2100 Engine Safety System DMS 2100 Bridge Manoeuvring System Button The DMS system is designed to control the ships engine directly from the bridge. Automatic operation is also possible from the ECR. The normal operating condition of the DMS is with the lever of the bridge telegraph unit but the ECR position may be used for additional monitoring/control etc. DMS controls the following functions: Starting, stopping and reversing the propulsion plant Acceleration and deceleration of main engine speed Engine speed sensing Quick progress through critical speed ranges Monitoring manoeuvring sequences Self monitoring Control of auxiliary systems Selection of control and operation modes Automatic limitations The DMS system is serial connected to both the DPS engine safety system and the UMS/UCS alarm, monitoring and control system. The requested orders from the telegraph system are internally processed and routed as a set speed value to the electronic governor (EGS 2000). The hardware consists of 4 main groups: Bridge and ECR operating panels ECR Indication Panel Propulsion control cabinet (PCC) Electronic governor (EGS 2000) Main air start valve is blocked If in manoeuvre mode: Sea mode active if LED on, speed set value released to SEA FULL AHEAD. Pressing the key again extinguishes the LED, manoeuvre mode is activated and therefore speed set value is limited. Stand by: F.W.E.: Technical crew order for stand by conditions in engine room Pressing this key gives Finished with Engines order, an alarm is activated and the LED will flash until the following conditions are met: Sea mode: If not in manoeuvre mode then the button is for indication only. Dimmer: This order indicates, by LED illumination: No need to man the engine room. Edit, Esc, Ent.: Arrow keys: Cancel limits: Order adjust: RPM limit: Alarm ackn: Stop horn: Alarm list: Bridge Control: ECR Control: Emergency control: Action Indication or request/acknowledgement of Automatic bridge control Indication or request/acknowledgement of ECR control (manual or automatic) Indication or acknowledgement of emergency (local) control Bridge and ECR DMS Operating Panels The operating panels enable communication with the the DMS system. The display is able to show operating state information. All nominal and actual values, operating data and list contents can be read and adjustments made to the operating state. Any faults or alarms within the system are shown and accompanied by a warning buzzer. The following table shows the facilities and operations available from the bridge and ECR operating panels. Slowdown: Slowd. cancel: Slowd. reset: Shutd. active: Shutd. cancel:

Indicates activation of automatic slowdown Pressing key cancels slowdown signal, pressing again reactivates slowdown Resets system when slowdown condition removed, speed returns to normal Indicates an automatic shutdown signal activated Cancels shutdown signal, until key pressed again
(Note ! A shutdown will be reset by moving the bridge telegraph lever to the stop position.) Menu: Status list: Maintenance: Displays 6 sub menus accessed by S function keys Displays critical engine condition and limits Displays date/time, lamp test facility, display controls etc Adjust display brightness For changing parameters Moving cursor around display positions Overrides limitations, acceleration and decel eration set points Automatic bridge mode only, for fine setting of engine speed Automatic bridge mode only, ECR activated function to limit available RPM Optical alarm acknowledgment Audible acknowledgment Displays every current alarm state, with new alarms at the top of the list
Main Engine Indication Panel Start air distributor is blocked Control air is off Safety air is off F.W.E. order acknowledged from ECR The indication panel in the ECR consists of warning lights, push buttons and a manual/auto selector switch. The lights indicate control modes, engine direction, turning gear position, engine direction and start valve/air/blocking status. There are also illuminated pushbuttons for control of the auxiliary blowers.
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Illustration 2.1.2b Indication Panels
Emergency Indication Panel ECR Indication Panel
Lyngso Marine Lyngso Marine

MANUAL ECR LOCAL ER START VALVE IN SERVICE AUX BLOWER 1 RUN AUX BLOWER 2 RUN
TURNING GEAR DISENG.
TURNING GEAR ENGAGED
START VALVE BLOCKED
START AIR DISTRIB. BLOCKED
AUX BLOWER 1 STOP
AUX BLOWER 2 STOP
SHUT DOWN
AHEAD ASTERN EMERGENCY CONTROL ECR CONTROL
AHEAD
ASTERN
WRONG WAY
AUX BLOWER WARNING
AUTO
OFF
MAN
TURNING GEAR ENGAGED WRONG WAY
SLOW TURNING (MANUAL)
SUPPLY
AUX. BLOWER RUNNING
BRIDGE CONTROL
CANCEL SHUT DOWN
LAMP TEST
EMERGENCY STOP
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The auxiliary blower stop/start facility is only available when the main engine control is in manual. A warning light is fitted to indicate the auxiliary blowers are not in automatic mode, if the blowers are OFF, main engine start is not possible. The manual/auto selector switch controls the operating mode of the blowers. The indication light START VALVE IN SERVICE means that starting of the main engine is now possible. There is also a warning light and alarm for engine direction. If the engine direction is opposite to the ordered direction in manual and local modes, this alarm is activated. There is a pushbutton for the main engine slow turn facility. Activation of this pushbutton carries out the slow turning procedure. The pushbutton CANCEL LIMITER cancels Woodward scavenging air limitation (manual control of the Woodward governor only). This would provide a faster run up time for the main engine in case of emergency, therefore this button is protected by a cover to guard against accidental operation. The pushbutton marked SUPPLY indicates the status of the supply voltage and also functions as a lamp test facility. Propulsion Control Cabinet (PCC) The propulsion control cabinet has no user accessible functions. These cabinets house the electronic modules that make up the system. These include the interface extension modules, central memory, speed relay module, input/output and control modules, relays and interconnections for the serial bus which links the various systems. The EGS2000 electronic governor directly connects to the speed relay module, the DZM 401, which is the central module in the DMS system containing the process control software. The Electronic Governor System (EGS2000) The electronic governor system consists of two main parts: 1. The electronic governor 2. The electrical actuator The electronic components are housed in the governor cabinet in the ECR. It is connected to the propulsion control cabinet where the DMS dictates the RPM setpoint. The governor sends the electronic signal to the electrical actuator which moves the fuel rack accordingly. Control and Operating Modes There are different operating modes to operate the propulsion plant: Automatic control from the bridge Manual control from the ECR Issue: 1 The main engine is generally operated by the engine order telegraph unit on the bridge central console. If either bridge wing is selected for control, the wing controller remotely moves the central controller by a selsyn electric shaft arrangement. This central controller sends the signal to the DMS for processing. Pressing the bridge control button again before an acknowledgement cancels the request. Following a successful acknowledgement, the LEDs now flash green in colour. The manually operated MANUAL to AUTOMATIC BRIDGE valve in the ECR is now switched to the bridge and the flashing green LEDs turn to a steady green light. The display text shows AUTOMATIC BRIDGE. If a change over is requested without prior request, the bridge control button LEDs flash yellow turning steady green when acknowledged. Manual control from the local control station (emergency control) Automatic control from the ECR The operating modes are changed from: The local control station: NORMAL or REMOTE The ECR: ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO The DMS only has control when in BRIDGE-AUTO mode. Change of Control Modes The local control station is the operating station with the highest priority. Change over from LOCAL to REMOTE is carried out by means of a manually operated pneumatic valve at the main engine local control position. Change over from MANUAL REMOTE to AUTOMATIC is normally carried from the ECR console. Pressure switches in the main engine pneumatic system provide feedback of the control mode status. The control mode changes immediately on operation of the selector switch. The selected operating station cannot ignore its selection. Any change in control mode is shown on the bridge and ECR panels which will alarm at any change. The change from MANUAL ECR to BRIDGE CONTROL can be initiated from either location. The bridge control button has to be pressed at the bridge or ECR control panels. The yellow LEDs in the bridge control buttons, at the bridge and ECR, will flash and an alarm will sound at the control panels. The request is then acknowledged by pressing the bridge control button: At the bridge panel, if the request came from the ECR At the ECR panel, if the request came from the bridge

Change of Control Mode Restrictions Any DMS equipment malfunction which affects any control mode change over will result in the alarm CONTROL SELECT. FAULT and a change will not be accepted. If the main engine is stopped but the telegraph/control lever is not in the stop position, the text display shows the request message PUT BRIDGE TELEG. TO STOP. No control mode changes are possible until this request is fulfilled. If the main engine is running but the telegraph/control lever is put in the opposite direction, the text display shows the request message BRIDGE TELEG. WRONG WAY. The lever must be moved to stop or the correct direction. No control mode changes are possible until this request is fulfilled. Before changing over control modes the ECR and bridge control levers must be matched or a rough change of engine speed will occur. The set points must be the same value, i.e.: a LEVER MATCH. When a lever match is completed the the change over from AUTOMATIC BRIDGE to MANUAL ECR is carried out with the manual two position valve in the ECR. Emergency Control The selection of EMERGENCY CONTROL is always done directly without any previous request. The change over from REMOTE to LOCAL is by means of a manually operated pneumatic valve at the engine. The valve is installed at the main engine local control station. The selection of EMERGENCY CONTROL switches off the previously selected control mode of AUTOMATIC BRIDGE and MANUAL ECR respectively because of the two-position valve in the ECR. There are two different methods of indication and acknowledgement following the change over to EMERGENCY CONTROL : Change over from AUTOMATIC BRIDGE to Emergency Control The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR panels flash yellow to indicate the change of control mode. Additionally the change of control mode is audibly signalled at the bridge panel. The display shows the text EMERG. CONTROL. To acknowledge the selection of emergency control, the button EMERG. CTRL. on the bridge panel has to be pressed. Following the acknowledgement, the LEDs implemented in the buttons EMERG. CTRL in both panels turn to steady green to indicate the new control mode.
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Change Over from MANUAL ECR to Emergency Control The LED set within the EMERG. CTRL. button in the bridge panel turn to steady green to indicate the new control mode. The LED within the EMERG. CTRL. button in the ECR panel is flashing yellow to indicate the change of control mode. Additionally the change of control mode is audibly signalled at the ECR panel. The display in both panels show the text EMERG. CONTROL . To acknowledge the selection of emergency control, the button EMERG. CTRL. on the ECR panel has to be pressed. Following the acknowledgement, the LED in the button EMERG. CTRL in the ECR panel turns to steady green to indicate the new control mode. Operating Modes The DMS has 3 different operating modes, selection is from the bridge operating panel: Sea Mode The engine is able to accelerate through all speed ranges up to the end of the upper sea range. Manoeuvring Mode The engine is only able to accelerate through all speed ranges up to the end of the upper manoeuvring range, if the lever is set to full ahead. Modes under CANCEL LIMITS operation All limits are overridden. Acceleration and deceleration set points are changed to faster values. CANCEL LIMITS should only be used for emergency manoeuvring. Ranges Acceleration and deceleration ramps are preset into the DMS to ensure the most efficient operation of the main engine. The total range between minimum and rated range is divided into four individual ranges: 1. Lower manoeuvring range 2. Upper manoeuvring range 3. Lower sea range 4. Upper sea range approx. 25 - 65% load approx. 65 - 75% load approx. 75 - 90% load 40 - 60 seconds 60 seconds 10 minutes According to the rules of the classification societies the system has, in the case of a control system fault, to maintain (freeze) the momentary operating condition. Therefore, in a frozen condition, the operator has to transfer control mode to a MANUAL mode. This is the only mode in which a reset can be performed. In bad weather conditions, if the main engine speed reaches 105% three times in less than two minutes, the speed setpoint will be limited to 85%. The limitation will remain active until manually reset. There is also a manual limitation function available only from the ECR panel. The pushbutton RPM LIMIT will give access to a menu where the measuring value (the speed), can be adjusted. System Supervision and Fault Indication The total hardware of the DMS, as well as the peripheral components, are constantly monitored by the DMS. Because of this, it is possible to avoid dangerous situations and damage to the main engine. The telegraphs, speed sensing circuits, electronic governor, solenoid valves, internal analogue/digital and digital/analogue converters and the computer cycle (watch dog) are all monitored. If a fault becomes apparent it will be sensed by the DMS, the result of this is an audible and optical alarm indication. Faults are indicated at the operating panels on the Bridge and ECR. The alarms are also routed as individual alarms via the serial interface, or as common alarms via contact interface to the alarm, monitoring and control system (UMS/UCS). An optical alarm is always indicated at the Bridge and in the ECR An audible alarm is only indicated at the station in control. Optical acknowledgement can be done only from the ECR. Barred Ranges Due to certain physical principles rotary, oscillation occurs at specific speeds inside the main engines range. DMS takes these speeds into account and if selected will automatically convert the request to the nearest safe position. (Note ! The speed setpoint is not adjustable within a barred range.) Limitations The DPS system, under certain fault conditions, may request a slow down of the main engine. This is achieved via the serial interface to the DMS system. The limitation will remain active until manually reset.

The only exception to this is in the case of a bridge or ECR telegraph potentiometer fault, whereby the system will change over from the faulty station to the functional station and remain in automatic mode at that station. System Parameters and Passwords On pressing the S3 key, the parameter list is displayed. By operating the cursor keys the number of the parameter required can be incremented or decremented. The parameters to be displayed can also be accessed by numerical setting of the number by first entering 0. Pressing ENTER, then the required parameters are displayed. To release a selected parameter for resetting, the EDIT key must be pressed and then according to its security level, the adjustment is released or the password is requested. Parameters are blocked for unauthorised personnel with three password levels protecting the system: The service password The expert password The user password The SERVICE PASSWORD is required for changing critical parameter values such as engine speed. The service password releases the parameters for the USER and EXPERT passwords, as such this password should only be known by the commissioning personnel. The EXPERT PASSWORD is required for changing critical parameter values. The expert password releases the parameters to the USER password. The USER PASSWORD is required to change non-critical parameter values To complete the password input the password must be followed up with ENTER. Passwords must always be four digits. After accessing the required parameter by password entry, the EDIT key must be pressed again. There are two ways to change values: 1. By operating the up/down cursor keys the value of the parameter can be incremented or decremented. 2. By numerical setting of the value by first entering 0. Pressing ENTER completes the operation.
approx. 90 - 100% load 30 - 60 minutes
The astern speed has only one range which has an adjustable upper limit. More detailed information is available in the manufacturers DMS2100 user manual.
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! CAUTION Because the program uses RAM for its set values, the entered value takes immediate effect. Therefore changes should only be made on a stopped engine or, if on a running engine, the values should be made step by step in small increments to avoid greatly affecting the running of the engine. PARAMETER CHANGES MAY ONLY BE DONE BY AUTHORISED PERSONNEL Simulation Mode This mode is used to test signals to the start valve, reversing valve, start air distributor and electronic governor. The overspeed may also be tested using this facility. The following conditions have to be fulfiled for the selection of simulation mode: Engine at standstill Main start valve blocked Start air distributor blocked Control mode in AUTOMATIC BRIDGE Access is by activation of the menu key then S4, followed by S1 for simulation mode. To simulate the engine running the telegraph must be moved ahead or astern. The simulated speed, acceleration and deceleration correspond to the normal orders. Because the engine is not actually running, several other alarms will appear, such as start failure, reversing failure etc. Main Engine Automatic Start Sequence Automatic mode selected, control lever in stop position System checks: no start interlocks, no active relevant alarms, auxiliary blowers in auto, voltage on Control lever moves to ahead direction, speed value initiated Reverse sequence activated (see section: Reversing of the Main Engine), ahead valve energised If more than 30 minutes since last start, DMS initiates a slow turn, if not, DMS activates start On completion of slow turn all injection pumps moved to ahead or astern position, engine starts Governor stop signal is de-energised as start valve energises. Stop valve remains energised On reaching ignition speed the stop and start valves are de-energised Fuel is injected Main air start valve de-energised one second after fuel injection, engine accelerates to required speed If the engine fails to start or complete a slow turn, the control lever must be moved back to zero to reset the system before another start attempt is made. (Note ! The reversing function always takes place prior to start regardless of the ordered direction.) The following conditions will cause a start interlock to block the starting of the main engine: 1. Control air pressure low 2. Line break of valves 3. Speed sensing system fault 4. Emergency stop/shutdown condition 5. Loss of automatic, manual or sensor supply Slow Turning 6. Blocked actuator 7. Electronic governor fault 8. Serial interface to governor lost 9. Start air pressure low 10. Start valve closed/not open 11. Start air distributor blocked 12. Input start blocked (auxiliary blowers) 13. Turning gear engaged 14. Emergency control is engaged

Three start attempts are possible. If a failure occurs during the starting sequence the following measures are activated: If no engine rotation is sensed within the maximum starting time, the start air valve is de-energised and the START FAILURE alarm is activated. If the engine starts to crank but does not reach ignition speed or falls below the ignition speed,the REPEATED START alarm is activated. If a further two starts also fail then the alarm START FAILURE is activated. If the engine exceeds ignition speed but stops within 20 seconds a further start takes place, up to a maximum of 3 attempts. If the engine stops outside of this 20 second time the alarm ENGINE STOPPED is activated. At the second and third start attempts, or in the case of a CANCEL LIMITS start operation, the ignition speed is increased to enable a longer duration of applied starting air. The DMS also cancels the governors normal start fuel limitations during these attempts.
The slow turning is carried out automatically when the engine has been standing still for 30 minutes or more. When a slow turn is requested, the engine must then complete one and a half turns within 30 seconds. The DMS system counts the number of flywheel teeth passing the speed sensors to determine the number of revolutions achieved during this time. If the engine fails to achieve this, the slow turn failure alarm is activated. In this case, the control lever must be reset to zero and another start attempt made. The slow turn procedure may be omitted, if a quick start is required, by pressing the CANCEL LIMITS button on the operating panel. Reversing the Main Engine
Items 1.) and 11.) may be overridden by operation of the CANCEL LIMITS push button, although 11.) can only be overridden when in bridge automatic mode. A start interlock is alarmed and indicated on the bridge and ECR operating panels.
Depending on the requested direction of the main engine and before carrying out a slow turn or engine start, the DMS controls the positioning of the reversing mechanism for the start air distributor and the fuel pumps by energising the respective directional solenoid valve (even if they are still in the correct direction from previous manoeuvre). One symmetrical cam for each fuel pump is mounted on the camshaft. Selection of injection point, ahead or astern, is achieved by moving the fuel pump roller guide relative to the cam axis by a pneumatic cylinder.
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Illustration 2.1.3a Engine Safety System Panel
DPS 2100
ALARM
ALARM LIST STOP HORN
ENGINE SAFETY SYSTEM

FAULT
Engine Safety System System OK ALARM ACKN ACTUAL SPEED : 90.0 RPM
Lyngso Marine
EDIT
MENU
S1
S2
S3
S4
DIMMER
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
SLWD. ACTIVE
SLOWD. CANCEL
SLOWD. RESET
ESC
ENT
STU
8 VWX
9 YZ
0 Space
+/-
SHUTD. ACTIVE
SHUTD. CANCEL
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Each fuel pump has its own reversing mechanism including a pneumatic cylinder. However, the power of the cylinder is not powerful enough to reverse the roller guides at standstill, they can only support the movement. The roller guides will change their position during the start sequence because of the camshaft rotation, so it follows that the engine has to be started without respect to the reversing mechanism position. The roller guides mechanically maintain their position and the solenoid valves are de-energised at the end of the start settling time. Restarting an Engine Already Turning in the Correct Direction If the engine is already turning in the required direction, due to drag acting on the propeller, the speed is above ignition speed and the control lever is moved in that direction, DMS will de-energise the stop valve and the governor stop signal. This will enable the fuel to be supplied to the engine. If the drag effect is too low and the engine speed is below ignition speed and the control lever is moved in that direction, DMS will initiate a normal automatic start. Restarting an Engine Turning in the Wrong Direction If a start is requested in the opposite direction to that which the engine is already turning, a normal stop is carried out by energising the stop valve. After passing through the brake air level the reversing sequence is initiated. The engine is retarded automatically and subsequently restarted in the reverse direction. Stopping the Main Engine A normal stop comprises of moving the control lever to zero. This will cause the DMS to energise the stop solenoid valve (a pneumatic stop signal to the fuel pump puncture valves) and set the engine governor to stop. There are also a number of hard stops. These are hard wired emergency stop pushbuttons which stop the engine directly via the DPS engine safety system. The DMS via serial interface also stops the engine using the DMS normal stop methods. After an emergency stop the engine can only be restarted by moving the main control lever to the stop position to reset the system. Telegraph Order Printer TOP2100 The TOP2100 is a sub-system of the DMS system. Internal calculations from the DMS and the DPS systems are transmitted to the printer module and output to the telegraph order printer. There are parameters to control the information output to the printer within DMS and a printer test facility in the MAINTENANCE menu within DMS. The DPS 2100 operates in parallel with the DMS system but monitors, controls and protects the main engine independently from the DMS system. The system protects the engine from inadmissible operating states, in that an alarm is not created until one of its limits is exceeded. All limits are set to values that in no way endanger the engine. Any limits exceeded are optically and audibly indicated in the ECR. Specific limits such as low lub. oil pressure, high H.T. water temperature are additionally protected by shutdown and slowdown facilities. Shutd. active: Shutd. cancel: The following items are recorded from the DMS: Date and time Bridge, ECR and emergency telegraph orders Engine speed Control mode Sub-telegraph orders Limitations Cancel limits/cancel limits (wings) RPM load program Frozen conditions Electronic governor fault Electric shaft or telegraph fault Serial interface to governor lost fault The following items are recorded from the DMS: Automatic slowdown Automatic shutdown Emergency stop with position of activation Cancel slowdown (slowdown override activated) Cancel shutdown (slowdown override activated) Common abbreviations used on the printer: OBR: Order bridge REC: Response Engine Room telegraph OBL: Order bridge with limitations ACT: Actual speed Dimmer: Edit, Esc, Ent.: Arrow keys: Menu: Slowd. active: Slowd. cancel: Alarm ackn: Stop horn: Maintenance:

The system consists of an SEM interface extension module, speed relay DZM module (DPS limit values, delay times and actions/consequences are stored in software within the DZM module), input/output modules (all mounted within the propulsion control cabinets) and illuminated emergency stops mounted on bridge wings, bridge, ECR and engine local control station. The emergency stops are wired with two circuits. One is wired directly to the stop solenoid on the engine. The other is wired to the electronic modules as an input and the stop solenoid as an output. This provides the correct alarms and printout etc. The location of the emergency stop activation will also be displayed. The operators panel is mounted in the ECR Operator Panel Functions Alarm light: Fault light: Key Functions Alarm list: Displays every current alarm state, new alarms at the top of the list Optical alarm acknowledgment Audible acknowledgment Displays date/time, lamp test facility, display controls etc. Adjust display brightness For changing parameters Moving cursor around display positions Displays 3 sub menus accessed by S function keys Indicates activation of automatic slowdown Pressing key cancels slowdown signal, pressing again reactivates slowdown Resets system when slowdown condition removed, speed returns to normal Indicates an automatic shutdown signal activated Cancels shutdown signal, until key pressed again Illuminated if a set value is exceeded Illuminated if an internal hardware or interface failure occurs
2.1.3 Main Engine Safety System

DPS 2100 Engine Safety System Slowd. reset:
The DPS system receives its engine speed signal from two proximity switches mounted close to the flywheel. These switches count the flywheel teeth passing by and input the signal to the DZM module. This module calculates the engine speed for indication and protection functions etc. The two sensors enable cross-monitoring, plausibility and redundancy in case of breakdown.
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The DPS provides the following functions: Slowdown Shutdown Slowdown with subsequent shutdown The inputs on the central module DZM 401/402 for the speed measurement from the proximity switches are fixed, also the outputs for speed indication and emergency stop on overspeed are fixed. The inputs on the IOM 402 modules are freely configurable for slowdown and shutdown via parameters. On occurrence of a slowdown or a shutdown criterion, the particular function becomes active, taking the parameter setting for the input into account. Operation and indication are effected via the Operating Panel in the ECR with illuminated pushbuttons and LED displays in the engine room. The optical alarms as well as system conditions are simultaneously displayed at all places of indication (bridge, ECR, engine room). The audible alarms are given only at the place of indication from which the ship is operated (e.g. operation from the bridge). This also applies to the acknowledgement of alarm signals as well as to control functions Cancel and Reset. Automatic Slowdown The automatic slowdown serves to relieve stress on the engine by reducing speed . Delayed Slowdown If a slowdown criterion occurs then a pre-alarm is activated immediately. On activation the optical and audible alarms sound and the delay time starts to count down to actual slowdown. This countdown time and the cause of the slowdown (eg: cam shaft lub. oil press. low) are displayed on the operating panel. The delay time is adjustable via parameters. After expiry of the slowdown time the slowdown signal is transmitted to the DMS system. If the fault, which activated the slowdown, clears during the countdown time, the slowdown is cancelled. In the case of an emergency, the slowdown can be overridden by activation of the SLOWD. CANCEL button. Specific faults can exclude or include the slowdown cancel facility (available via parameters). On clearing the fault which caused the slowdown, the system can be reset by moving the telegraph lever below the slowdown speed and activating the SLOWD. RESET button. Automatic Shutdown In case of an automatic shutdown, the engine is stopped immediately. The signal acts directly on the shutdown system of the main engine. Delayed Shutdown If a shutdown criterion occurs a pre-alarm is activated. On activation the optical and audible alarms sound and the delay time starts to count down to actual shutdown. This countdown time and the cause of the shutdown (eg: Lub. oil press. low) are displayed on the operating panels.The delay time for the prealarm can be adjusted via parameters. The horn signal is reset on the Operating Panel by actuating the stop horn key, optical acknowledgement is possible in the alarm list only. By actuating the key for alarm acknowledgement the alarm is optically acknowledged and the ALARM LED changes to a steady light. After expiry of the shutdown delay time, the shutdown process is started and optically indicated on the bridge panel, on the ECR panel and in the engine room. Restart of the engine is now only possible after elimination of the the fault causing the shutdown and must be reset by moving the telegraph lever to stop and activation of the RESET SHUTDOWN button. If the fault which activated the shutdown clears during the countdown time, the shutdown is cancelled. The display will continue to indicate an unacknowledged alarm. In the case of an emergency, the shutdown can be overridden by activation of the SHUTD. CANCEL button. Specific faults can exclude or include the shutdown cancel facility (available via parameters). If this button is activated after the engine has stopped a shutdown reset is necessary. If the button is activated during the countdown time the engine will keep running. On clearing the fault which caused the shutdown, the system can be reset by moving the telegraph lever to stop and activating the SHUTD. RESET button. This also applies to an emergency stop push button activated shutdown. Automatic Slowdown Followed by Shutdown The functional sequences for a slowdown followed by a shutdown are practically identical to the procedures described above (selection and adjustment available through parameters). The only difference being that one follows another.

Alarm Indication and Acknowledgement The alarms are divided into two groups: 1. Engine faults - leading to a slowdown or shutdown 2. System faults - monitoring equipment / module failure, line breaks All alarms are indicated audibly as a common alarm at: Bridge ECR Engine room space All alarms are indicated optically as a common alarm at: Bridge, via DMS panel ECR, alarm on DPS panel Engine room space, at LED indicators All locations with UCS/UMS general operator stations and basic alarm panels All alarms are indicated optically as a single alarm at: Bridge, via DMS and alarm list ECR, via display and alarm list All locations with UCS/UMS general operator stations and basic alarm panels Parameters, Suppressions and Operating Values To display parameters, suppressions and operating values, first press the MENU key. This will indicate a sub menu, selection is by keys S1 to S3: S1 This key opens a list of inputs to the DPS and allows each one to be switched on or off S2 This key displays actual operating values S3 This key opens the parameter list, as recorded in the central DZM module, for display or changes To leave a menu or sub menu, the ESC key must be pressed.
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Adjustment of System Parameters and Passwords On pressing the S3 key, the parameter list is displayed. By operating the cursor keys the number of the parameter required can be incremented or decremented. The parameters to be displayed can also be accessed by numerical setting of the number by first entering 0. Pressing ENTER then displays the required parameter. To release a selected parameter for resetting, the EDIT key must be pressed and then according to its security level, the adjustment is released or the password is requested. Parameters are blocked for unauthorised personnel by principle. Three password levels protect the system. The parameters for the EXPERT PASSWORD and USER PASSWORD are hidden, the display showing the immediate parameters above or below. The SERVICE PASSWORD is required for changing critical parameter values such as engine speed. The service password releases the parameters for the USER and EXPERT passwords.This password should only be known by the commissioning personnel. The EXPERT PASSWORD is required for changing critical parameter values. The expert password releases the parameters to the USER password. The USER PASSWORD is required to change non-critical parameter values. To complete the password input, the password must be followed up with ENTER. Passwords must always be four digits. After accessing the required parameter, after password entry, the EDIT key must be pressed again. There are two ways to change the actual values: By operating the up/down cursor keys the value of the parameter can be incremented or decremented. By numerical setting of the value by first entering 0. Pressing ENTER completes the operation. As the old stored parameter value is continuously on display during this operation, the operator is kept aware of the adjustment/change required. Pressing ESC completes the parameter adjustment session. All new parameters are now stored in the system EEPROM. If the session is not terminated with the ESC key, the system will do this automatically after a timed period. Suppressions The operator has the option to suppress shutdown and slowdown activation by individual sensor inputs, except emergency stop pushbuttons, with this facility. If suppressed however, the input will still activate an alarm at the operating panel. The suppression list is available after pressing the MENU key followed by the S1 key. By pressing the up/down cursor keys the operator can view the sensor inputs one after another. When the required sensor appears on line two of the display, the operator can suppress the slowdown or shutdown activation by pressing the S1 key. Alternatively the slowdown or shutdown activation can be re-enabled by pressing the S2 key. These suppressed or enabled states are stored in the system EEPROM. There is a suppression count table shown in the display showing the amount of sensors currently suppressed. Operating Values The operating value list is available after pressing the MENU key followed by the S2 key. By pressing the up/down cursor keys, the operator can view the inputs one after another. For example the overspeed setting 82.9 RPM will be shown here. Speed Indication As well as the speed indication at the ECR operating panel, the system provides two 10V analogue outputs for external speed indication. One is connected to the DPS and feeds three outputs providing speed indication at various points around the ship. If this source fails, the watchdog within the DPS will switch the three outputs to the signal available from the DMS, fed by the other signal. This system provides a high degree of redundancy and availability. Negative values at the displays indicate astern running. Speed indication is available at the following locations: ECR console Engine local control console Bridge console and front wall Port and starboard wings, port and starboard wing consoles Chief Engineers office At DZM speed module (within PCC cabinet) Tacho sensor:

DPS System Engine Slowdowns Cylinder cooling fresh water pressure low Piston coolant no-flow Oil mist in crankcase Cylinder exhaust gas high temperature Cylinder cooling fresh water high temperature Cylinder L.O. no-flow Scavenge air box fire Stern tube bearing high temperature DPS System Engine Shutdowns Engine L.O. pressure Overspeed Camshaft L.O. pressure Thrust bearing/pad temperature high Emergency stop pushbuttons EGS2000 Electronic Governor The electronic governor is serial connected to the DMS system and also to the DPS system. The basic task of the EGS system is to regulate the speed of the main engine by translating the speed signal given by the operator into movement of the engine fuel rack. The EGS2000 system consists of the following components: Power unit: Contains the electronic units to convert speed signals to actual movement and the Lyngso Marine STELLA GAMMA monitoring computer. Located in the ECR console, the operator interface. The electro-mechanical device to convert demand signals to fuel rack movement. The proximity switches sensing flywheel speed.
Control unit: Actuator:
Scavenging air A sensor to monitor the air pressure and therefore sensor: engine output power. This allows the system to restrict power to avoid low air to fuel ratios.
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The governor actuator consists of the actuator position control loop and the actuator itself. The power for the actuator motor comes from a power supply unit within the power unit cabinet. The actuator consists of a motor and gearbox with a brake, tacho-generator and position transmitter. The actuator uses very large mechanical forces and the brake is a safety feature. If the supply fails, the brake is engaged immediately, blocking the actuator in its position and activating an alarm. Using the position transmitter and the tacho-generator, the actuator can move quickly and precisely to the required position, without overshoot. The actuator has its own limit switches which will stop the actuator at its extreme limits, regardless of any further signals. The scavenge air limit function ensures that the correct amount of fuel is provided according to the amount of scavenge air available. This is especially important during acceleration when the slow turbocharger speed means there is not normally enough air available to burn all the injected fuel. This may lead to poor combustion and pollution. Restricting the fuel index during these times alleviates this problem. When a start or stop order is given to the DPS system, the governor controls the index. For a start request the governor moves the actuator to a predetermined position to ensure the correct ratios for run up. On receiving a shutdown signal, the EGS2000 immediately moves the actuator to the zero position. The governor computer contains load curves/ramps for the correct loading of the main engine. These curves are kept in the engine limits curve software module within the Gamma computer. The EGS2000 is completely self-monitoring and will activate external alarms via the UCS/UMS system for all internal and external equipment failures. The system even includes a monitor within the EGS2000 to monitor the operation of the computer hardware. Modes of Operation The EGS 2000 has four modes of normal operation: Auto select: RPM mode: Power mode: Index mode: Auto selects RPM mode or power mode depending on running conditions Keeps RPM constant Keeps power constant Fixed position of fuel rack Diag: Data: Access: The RPM mode is a fast mode of operation which will adjust the fuel rack to keep the engine at constant rpm. Optimal fuel consumption and wear of the mechanism are given low priority in this mode. The POWER mode controls fuel rack movement in response to shaft speed variations so power delivered remains constant. This mode minimises fluctuations in thermal loading and is the most fuel efficient mode. Full protection of the engine is offered and shaft speed will only vary up to preset limits. INDEX mode maintains the fuel rack at a distinct position providing speed variations are within wide preset limits. This mode is often used for engine measurements that require a fixed fuel rack position. This mode cannot be automatically selected by the computer. The EGS2000 also contains an automatic overload protection system (OPS). This uses torque measurements from a torque measuring device to provide a limit to the rpm setpoint if a high torque reading is detected. This facility is manually cancelled. Operator Panel/key Functions Blocked lamp: Index max: Load limit cancel: Auto select: RPM: Power: Index: Test: Alarm ackn: Edit, Esc, Ent.: Arrow keys: Set up: Menu: Indicates actuator blocked due to failure Adjustment of manual limitation (then using cursor keys) Cancel index limits Automatic selection of modes by computer Selects RPM mode Selects power mode Selects power mode Selects internal test procedure Acknowledges system alarms For changing parameters Moving cursor around display positions Used for adjustments (privileged user level) Displays sub menus to display alarm list and various measurements Used for diagnostics (privileged user level) For parameter adjustment Allows entering of codes to access privileged levels

The EGS2000 requires no periodical maintenance. The motor and gearbox have no serviceable items and are built to a high standard that should last the lifetime of the vessel. However, there are a number of checks that should be carried out two to three times a year. During these checks the engine should be stopped and start blocked. These checks involve checking the tightness and cleanliness of all the links, connections and securing devices etc in the complete system. Any backlash in the actuator and fuel pump linkages should be adjusted to keep the backlash below 0.3mm. Further, more in depth details, are available from the manufacturers manual.
AUTO SELECT leaves the choice of operation to the computer. This mode is dependent on prevailing weather conditions. Rough weather will normally be POWER mode and calm weather will normally be RPM mode.
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Illustration 2.2.1a AQ18 Auxilliary Boiler
Steam Atomiser Burner Main Steam Outlet Steam Dryer
Air Inlet
Steam Drum
Manhole Feed Water Inlet Generating Tube Bank
Flue Gas Outlet
Sockets for Water Washing
Furnace
Membrane Walls
Inspection Door
Access Door
Cross Sectional View Showing Gas Flow
Manhole
Water Drum
Heating Coil
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2.2 Boilers and Steam Systems
2.2.1 General Description
The steam generating plant consists of two auxiliary boilers and one exhaust gas boiler. The steam demand of the plant, in port is served by the auxiliary boilers. At sea, steam demand is met by the exhaust gas boiler. The gas boiler is arranged in the funnel to take waste heat from the main engine exhaust. An auxiliary boiler may be required at sea in low temperature areas, as well as during reduced power operation of the main engine, such as during manoeuvring or slow steaming on passage. Cargo and tank cleaning operations at sea will also require a boiler to supplement the steam supply. Auxiliary Boilers No. of Sets: Maker: Model: Type: Evaporation: Steam Condition: Fuel Oil: Safety Valve Setting: Fuel Oil Consumption: Description General Construction The boiler is of a two drum type construction, with one steam drum and one water drum. It also includes a boiler casing, fuel firing equipment, mountings, fittings and other accessories. The boiler structure is supported with the water drum acting as a supporting basis. The whole boiler construction is designed so as to be able to withstand the rolling and pitching of the ship. Careful consideration is also given to the movement by thermal expansion of the boiler. Combustion gas leaves the furnace through the deflected tubes at the bottom and passes through the generating bank before leaving the boiler. Efficient circulation in the boiler is achieved because a number of tubes in the coldest part area act as down comers Furnace Closely spaced water wall tubes are arranged in a staggered configuration and constitute the furnace side and roof, except for burner opening, rear and front wall. This arrangement increases the heat absorption in the furnace and makes it strong enough to withstand vibration etc. Issue: 1 2 Aalborg Ltd AQ18 Oil fired vertical water tube marine boiler 25,000 kg/h 16 kg/cm2 saturated steam. H.F.O up to 700 cSt at 50C 18 kg/cm2 1,880 kg/h at 100% evaporation The side water wall tubes are welded to the water and steam drums with no headers provided. The boiler is downward fired from the roof using a steam assisted pressure jet burner. Boiler Casing The furnace of the boiler is made completely gas tight by the adoption of a welded water wall construction. The welded water wall construction is also adopted in the front and rear walls of the rear evaporating tube section where tubes are exposed to the combustion gas. Insulation is provided on the outer surface of the furnace water walls. Insulation is applied to the outer surface of the water walls and the outermost surface of the furnace is covered with galvanised steel casing except for the furnace roof and floor. Steam Drum and Fittings The steam and water drums are cylindrical with two flat plates on the top and bottom. Due to the internal pressure, the flat plates are mutually connected by vertical solid stays. A steam separator is provided to completely remove the moisture. This can be dismantled for removal. The steam drum also has a feedwater internal pipe, surface blow off internal pipe and water sampling pipe. Operating Procedures The following steps should be taken before attempting to flash up the boiler: a) All foreign materials to be removed from internal pressure parts. b) Ensure all gas side-heating surfaces are clean and all refractory is in good condition. c) The furnace bottom and the burner wind box to be cleaned of oil and other debris. d) Ensure all personnel are clear. e) All manhole covers to be securely tightened. f) Inspect safety valves and see that gags have been removed and easing levers are in good condition. g) Open root valves for all instruments and controls connected to the boiler. h) Open the vent valve of the steam drum.

i) Open all pressure gauge valves and ensure that all valves on the pressure gauge piping are open. j) Check and close all blow-off valves and drain valves. k) Fill the boiler until water level appears 25 to 50 mm high in the gauge glasses. Allow for swell in level after firing. l) Check operation of gauge glasses and compare with remote reading instruments. (Note ! Remote-reading instruments may not be accurate until steam is being generated.) Raising pressure with no steam available from the other boiler. a) Set up the fuel system for diesel oil and circulate the fuel until all heavy fuel has been discharged from the fuel lines. b) Set burner for air atomising, using an air pressure of 4 kg/cm2 and fuel pressure of 3 kg/cm2. Purge the furnace with forced draught fan for one minute with vanes fully open. c) Reduce the air pressure at the windbox to between 10 and 20 mm water and close recirculating valve. d) Light the burner and adjust air and fuel pressure, to ensure stabilised combustion, using the furnace observation port and smoke indicator. e) When raising the pressure, keep the burner firing for 5 minutes and out of service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one hour. Again, repeatedly light and shut down the burner to raise pressure as recommended by the manufacturer. A guideline would be to aim for 1kg/cm2 after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5 hours firing. f) When the drum pressure has risen to about 2 kg/cm2, close the drum vent valve. g) Drain and warm through all steam supply lines to ancillary equipment before putting the boiler on load. h) Supply steam to the F.O. tank. When the tank is of sufficient temperature to be pumped by the F.O. pump, supply steam to the F.O. heater and prepare to change over from D.O to F.O. Continue circulating F.O. as before. i) At working pressure, switch to automatic operation. 2.2 Boilers and Steam Systems Page 2
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Raising Pressure with Steam Available from other Boiler. a) Start forced draught fan, open the inlet vanes and purge the furnace. b) Start the F.O. burning pump and circulate oil through the heater and burner manifold. Open the recirculating valve and discharge the cold heavy oil in the line. (At normal sea going condition, the boiler F.O. system will be continually circulating heated F.O.) c) Reduce the air pressure at the windbox to between 10 and 20 mm water gauge. d) Close the recirculating valve. e) Light the burner and adjust air and fuel pressure to ensure stabilised combustion, using the furnace observation port and smoke indicator. When raising the pressure, keep the burner firing for 5 minutes and out of service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one hour. Again, repeatedly light and shut down the burner to raise pressure as recommended by the manufacturer. A guideline would be to aim for 1kg/cm2 after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12kg/cm2 after 2.5 hours firing. f) When the drum pressure has risen to about 2 drum vent valve. kg/cm2, close the Shutting Down a) Operate sootblowers before shutting down the boiler whenever possible. b) Shut down the burner. c) Continue the operation of the forced draught fan for a short while after shutting down keeping an air pressure of 150mm water gauge at the burner inlet and purge the furnace of combustible gases. d) Maintain the water level visible at about 50mm in the gauge glass. e) Open the drum vent valve before the boiler reaches atmospheric pressure. f) Change the fuel system to diesel oil and circulate back to the tank. (If steam is available from the other boiler or economiser, the boiler F.O. system should remain in use.) g) When the fuel oil has been purged, shut down the fuel system. After the boiler has been shut down for 4 hours the forced draught fan may be used to assist cooling down, but to avoid damage to refractory allow the boiler to cool down naturally if possible. ! CAUTION Do not attempt to cool down the boiler by blowing down and then by filling with cold water. Shutting Down in an Emergency Should the boiler trip (when the burner is in use) due to the low low alarm, and the subsequent trip of the fuel oil supply, shut down steam stop valve, feed valve and forced draught fan after purging the furnace. (Note ! Never attempt to feed water until the boiler has cooled sufficiently.) Flame Failure In the event of flame failure, close the oil inlet valve and reduce the air pressure to prevent over cooling the furnace. Purge the furnace before relighting the burner. Always use the pilot burner for ignition. (Note ! Never attempt to relight the burner from the hot furnace refractory.)

Taking the Boiler Out of Service. When taking a boiler out of service, the wet lay up method is preferable, this is because it requires less preparation and can be quickly returned to service. When the boiler is in the cooling down process following shut down, inject into the drum appropriate quantities of boiler chemicals, using the boiler chemical injection device. To ensure adequate protection of the boiler, follow the guidelines given by the chemical supplier. When the pressure is approaching atmospheric pressure, open the steam drum air vent valve. When the pressure is off the boiler, supply distilled water until it issues from the vent valve, then close the vent valve. Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressure until the boiler has cooled to ambient temperature. Bleed the boiler using the vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 2 to 3.5 kg/cm2 on the boiler. Take a periodic boiler water sample and replenish any spent chemicals. Before returning the boiler to service, drain the boiler to the normal working level and return the chemical content concentration to the normal level by blowing down. Maintaining Boiler in Warm Condition At sea the stand-by boiler should be maintained in a warm condition by supplying steam to the heating element in the bottom drum. This is done by closing the heating coil drain valve and opening the inlet and outlet valves. The boiler pressure should be maintained at 0.5 kg/cm2 or above. When the heating element is not in use the inlet and outlet valves are closed and the drain left open.
g) Drain and warm through all steam supply lines to ancillary equipment before putting the boiler on load.
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Illustration 2.2.2a Boiler Control Panel
Operating Instructions For Burner
AUTOMATIC OPERATION: Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC) 1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL. 2. Please refer to Combustion Mode Instructions below for setting of Combustion Control. 3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal from the Start/Stop Pressure Switch. Stop of Burner 1. Select BURNER MODE switch to STOP. EMERGENCY OPERATION: Start of Burner Following instructions must be observed step by step during change over to Manual Operation: 1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START. 2. Select TA1 on Air/Oil Combustion Controller to position AUTO. 3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3. 4. Permit Boiler Furnace Purge to perform for minimum 60 seconds. WARNING: Insufficient Purging may cause Danger of Furnace Explosions. 5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3. 6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box. 7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the desired firing rate by TA2 and TA3 on the Combustion Controller.
WARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Water level and Flame Failure. THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S ENGINEERING PERSONNEL. Stop of Burner 1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.
Combustion Mode Instructions For Burner

Automatic Cascade Mode (steam load depending firing rate) 1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers. 2. Select TA5 in position AIR and TA4 in position AUTO. 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the Boiler steam pressure. Air and Oil ratio is automatically controlled. Oil and Air Automatic Mode (constant firing rate) 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3 2. Select TA5 in position AIR and TA4 in position AUTO. 3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3. Air and Oil ratio is automatically controlled. Oil and Air in Manual Mode 1. Select TA5 in position AIR and TA4 in position HAND. 2. Select TA5 in position OIL and TA4 in position HAND. 3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR. 4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
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45. Combustion Air Fan Run 1. Water Level 46. Stop 2. Fuel Oil Temperature Controller 47. Stop 3. Fuel Oil Pressure Controller 48. Fuel Oil Pump 1 Stop 4. Atomis ing Steam Pressure 49. Fuel Oil Pump 2 Stop 5. High Temperature In Uptake 50. Space Heating Combustion 6. Oil Valves Not In Position Air Fan 7. High Water Level 8. High Steam Pressure 9. High Oil Temperature 10. Overload Ignition Burner Pump 11. Interlock OK 12. Low Combustion Air Flow 13. Flame Failure 14. Low water Level 15. High Steam Pressure 16. Low Oil Temperature 17. Lance Not In Position 18. Sequence Failure 19. Aut. Stand By Feed Water Pump Started 20. Low Steam Pressure 21. Too Low Water Level 22. Atomising Steam Pressure Low 23. Low Oil Pressure 24. Fuel Oil Stand By Pump Started 25. High Temperature In Preheater 26. A - Meter 27. A - Meter 28. Fuel Oil Pump 1 29. Fuel Oil Pump 2 30. Combustion Air Fan 31. Hour Counter 32. Hour Counter 33. Fuel Oil Pump 1 34. Fuel Oil Pump 2 35. Combustion Air Fan 36. Feed Water Pump 1 St. By - 0 - Man 37. Feed Water Pump 2 St. By - 0 - Man 38. Fuel Oil Pump 1 Mode Selector St. By - 0 - Duty 39. Fuel Oil Pump 2 Mode Selector St. By - 0 - Duty 40. Combustion Air Fan Mode Selector Auto - Man 41. Start/Run 42. Start/Run 43. Fuel Oil Pump 1 Start/Run 44. Fuel Oil Pump 2 Start/Run
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1. Combustion Air Flow 2. Fuel Oil Flow 3. Air/Oil Controller 4. Main Steam Pressure 5. Air Flow Setting In Manual 0 - 100% 6. Air/Fuel Ratio Adjustment -50% - +50% 7. Oil Flow Setting In Manual 0 - 100% 8. Oil Flow Totaliser 9. Atomising Steam Valve 10. Ignition On 11. Oil Valve Open 12. Steam Purge Valve 13. Burner Normal Stop 14. Combustion Controller Off 15. Ignition Lance Inserted 16. Heavy Fuel Oil 17. Diesel Oil 18. Burner On 19. Chemical Dosing Unit Oil F. Boiler 20. Emergency Stop 21. Emergency Operating Mode 22. Control Voltage On 23. Reset 24. Lamp Test 25. Auto Manual Burner Mode 26. Soot Blower Start/Run 27. Stop Buzzer 28. Buzzer
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1. Steam Dump Controller 2. Water Level 3. High Water Level 4. High Steam Pressure. AQ2 5. Low Water Level 6. Low Steam Pressure. AQ2 7. Chemical Dosing Unit Exh. Gas Boiler 8. Aut. Stand By Feed Water Pump Started 9. A - Meter 10. A - Meter 11. Hour Counter 12. Hour Counter 13. Feed water Pump 1 14. Feed water Pump 2 15. Start/Run 16. Start/Run 17. Stop 18. Stop
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2.2.2 Boiler Control System
Maker: Aalborg Sunrod Atomising steam pressure To keep the pressure at the preset value, the steam flow is controlled downstream of the control valve. Main line steam pressure This is achieved by controlling the oil flow and, in accordance with this, the air flow to the burner. Procedure for the Preparation of Boiler Control System a) Turn on the power switches of the boiler control panel. b) Check the action of each pilot lamp and buzzer using the buzzer and lamp test switch on the control panel. c) Supply air to all the control devices. d) Reset the boiler interlock alarm. e) Check that all alarm lamps are out. Procedure for Operating the Burner The EMERGENCY OPERATION key switch must be in the AUTOMATIC position. (Note ! The air/oil combustion controller will automatically drive the air and oil control valves to minimum purge and ignition position according to the activated burner sequence step.) For automatic cascade mode (steam load determining firing rate) proceed as follows: a) Start the combustion air fan on START/RUN if AUTO-MAN switch is selected to MANUAL. In AUTO the air fan is automatically started and will run for a minimum of 20 minutes to avoid more than 3 starts per hour. b) Select the burner mode switch to START/RUN. The burner will automatically be started and stopped by a signal from the start/stop steam pressure switch. To stop the burner manually select the mode switch to stop. Emergency Operation Procedure a) Turn on the emergency key switch. (Note ! The set point for the air/oil combustion controller is, by default, left in minimum and must be adjusted to purge, ignite and firing position by hand operation as described here.) b) Select the combustion air fan to MANUAL and START/RUN. Issue: 1

c) Select TA1 on the air/oil combustion controller to AUTO. d) Adjust the air and oil on TA2/TA3 to the purge position, a minimum of 50% air flow. Allow boiler furnace to be purged for a minimum of 60 seconds. WARNING Insufficient purging may cause a dangerous furnace explosion. e) Adjust the air and oil flow on TA2/TA3 to an ignition position of approximately 25%. f) Replace the auto flame scanner with the emergency flame scanner. g) Press the push button for OPEN ATOMISING STEAM VALVE h) Press the IGNITION button and keep depressed. Check that the ignition burner is on. i) If ignition is successful, press the OPEN OIL VALVE button and keep depressed for approximately 5 seconds. j) Release both buttons and check the flame. If the flame fails to ignite, repeat furnace purge for 60 seconds before a new start is attempted. When the flame is established, supervision is made by the emergency flame scanner. Air/oil flow to the burner can to be adjusted by TA2/TA3 on the air/oil combustion controller to the desired flow rate. WARNING In emergency operation the safety interlocks are reduced to TOO LOW WATER LEVEL and FLAME FAILURE only. Therefore the boiler must be carefully and continually supervised by the ships engineering staff. The burner firing can be stopped by turning the EMERGENCY OPERATION switch to the AUTOMATIC position, or by pushing the OIL VALVE CLOSE / STEAM PURGE VALVE OPEN button for 15 seconds on the local emergency operation box. Boiler Cold Start This mode is selected to start from cold with the burner atomising steam and the F.O. heating steam not available. Diesel oil fuel is used along with atomising air. When the F.O.Temp Bypass switch is selected, the F.O. low temperature alarm and trip are inhibited, the burner control and A.C.C. operation reverts to manual. 2.2 Boilers and Steam Systems Page 6
This system provides operation, control and interlock devices required for the running of the boiler at a steam pressure of 7kg/cm2. It performs the automatic and manual operation of the boiler and will give an alarm to warn the operator if an abnormality occurs during operation of the following modes: Emergency / Automatic Mode By turning a key switch on the control panel allows the burner to be operated with reduced safety interlocks in emergency firing mode. The automatic sequence controller is bypassed, and the burner must be operated at the local position. Normal 7kg/cm2 Mode In this mode the boiler pressure will start to rise and will follow the actual steam load. If the steam demand decreases, and the boiler steam pressure rises to the automatic burner stop point, the burner will cut out. The burner will remain off until the steam pressure falls to the point of automatic start, which is slightly below the pressure set point. An automatic start will be performed and the boiler pressure will be brought back up to its set point. Inert Gas Mode In this mode the start/stop switch is bypassed and, when the boiler pressure equals the main steam line pressure, the burner will continue to operate, at between 30% and 100% load. Any excess steam will be dumped to the atmospheric condenser, so maintaining a satisfactory quality of inert gas for the use on deck. Control Panel The panel contains the controllers, which are electronic micro-processors, and allow automatic/manual operation of output and set point adjustment of the following systems: Fuel oil temperature This is kept at a steady predetermined value by controlling the steam flow to the fuel oil heaters. Burner fuel oil pressure This is required to keep the fuel oil pressure at the desired value and is achieved by controlling the recirculation to the suction side of the oil pumps. Boiler water level The desired liquid level in the boilers is achieved by controlling the feed water flow to the boiler.
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Illustration 2.2.3a Sootblowing
Start Soot Blowing
No. 3 Sootblower
No. 1 Sootblower
No.4 Sootblower
No.1 Sootblower
Timer
Timer
Furnace Room
No.3 Sootblower
No.2 Sootblower
Timer
Timer
No. 4 Sootblower
No. 2 Sootblower
No.2 Sootblower
No.3 Sootblower
Timer Smoke Outlet No.1 Sootblower
Timer
No.4 Sootblower
Photo
Soot Blower Nozzle
Solenoid Valves
Key
Air
Main Valve Orifice Working Air Pressure 12-15 kg/cm2
Air Supply 20-30 kg/cm2
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2.2.3 Sootblowers
Auxiliary Boiler Sootblowers Maker: No. of sets: Air supply: Working pressure: Air consumption: Blowing time/sequence: Aalborg Industries 4 fitted to each boiler 20-30 kg/cm2 12-15 kg/cm2 14.8 nm3/min 16 secs
Sootblowing has to be carried out at regular intervals to ensure that the heat transfer surfaces are kept clear of deposits, as these retard heat transfer and can constitute a fire hazard. Sootblowing should be operated daily when boilers are in use, bearing in mind the position of the vessel and any local legislation concerning pollution and clean air. They should be operated when leaving port prior to shutting down the boiler. Before operation, request permission from the bridge and notify the bridge on completion. Procedure for the Operation of the Auxiliary Boiler Sootblowers a) The boiler should be at a minimum of 50% of full load. b) Open air supply valve. c) Start sequence. The sequence is automatic and will consist of either one or two operations of the sootblowers d) At the completion of sootblowing, shut the master valve. (Note ! The main air pressure must be kept in the 20-30 kg/cm2 range to maintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the air supply line to create a pressure reduction at the nozzle.) WARNING Do not operate the auxiliary boiler sootblowers during inert gas operations.
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Illustration 2.2.4a 7 kg/cm2 Steam System
QE97 QE104 QE105 Exhaust Boiler QE98 Auxiliary Boiler Boiler Heating Coil Main Engine L.O. Settling Tank Deck Seal QE11 TIC QE55 To Drying Room QE53 QE79 QE58 QE51
Atmospheric Condenser

F.O. Settling Tank F.O. Service Tank To Crude Oil Tank Heating
Air Conditioning Unit For Accommodation
QE18 QE13
QE19 QE20 PT
TIC QE58 Pump Room Sea Chest QE12 From Compressed Air
QE21 Tank Cleaning Heater
PT
QE108
QE54
QE16
QE57 QE80
QE17
Key
Saturated Steam
QE1
QE81 QE2
QE3
QE58 QE117
Condensate
Air Electrical Signal
From Compressed Air QE22
Hot Water Tank Sludge Oil Tank For Incinerator Incinerator Inspection Oil Tank
D. O. Purifier Heater
F. O. Purifier Heater
F. O. Purifier Heater No. 2 F.O.T. (P) (402.7 m3) No. 1 F.O.T. (P) (213.3 m3)
QE93 Emergency Fire Pump S.W. Chest Main Engine Jacket Water Heater QE15
QE46
QE28 QE83 QE4 QE52 QE5 QE30
QE29
QE31 QE84 QE33
QE32
QE34 QE85 QE36
QE35
Aux. Boiler F.O. Heater
QE23 Main Engine & Auxiliary Engine F.O. Unit QE7 Floor Level QE25 QE123 QE24
L. O. Purifier Heater
L. O. Purifier Heater
L. O. Purifier Heater QE61 QE119
QE6 QE82 QE8 QE123 QE9
Main Engine & Auxiliary Engine F.O. Supply Trace F.O. Transfer Trace Incinerator Sludge Tank F.O. Trace QE37 QE86 QE39 QE26 From Compressed Air QE38 QE40 QE87 QE42 QE41 QE43 QE88 QE45 QE44
QE60
QE118
Bilge Water Separator
Bilge Water Tank From Compressed Air QE27 QE14
QE62 Main Engine QE64
QE63
QE120
Boiler F.O. Trace Purifier F.O. Trace Main Engine L.O. Sump Tank QE65 QE114 Low Sea Chest (P) QE92
QE10
QE47
QE48
QE49
QE50
QE122 QE121
F.O.T. (150.6 m3)
QE115
No. 2 F.O.T. (S) (340 m3) No.1 F.O.T. (S) (213.3 m3)
Air Cooling Clean Tank
High Sea Chest (S)
Stuffing Box Drain Tank
L. O. Drain Tank
F. O. Overflow Tank (21.3 m3)
F. O. Drain Tank (6.1 m3)
F. O. Sludge Tank (21.1 m3)
L. O. Sludge Tank (21.1 m3)
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2.2.4 7kg/cm2 Pressure Steam System
General Description Saturated steam is supplied by the boiler at a normal pressure of 7 and a maximum rate of 25 t/h. At sea, sufficient steam for normal operation of the plant is supplied by the exhaust gas boiler. Excess steam pressure is taken care of by dumping steam to the atmospheric condenser. The steam system supplies all the necessary heating and general purpose services throughout the vessel. The services supplied by the steam system are listed below: Tank cleaning heater Boiler sootblower Cargo tank heating Slop tank heating H.F.O. and L.O. storage and settling tanks Deck water seal Steam tracing Air conditioning plant Bilge separator M.E. F.O. heaters F.O. drain tank L.O. sump tank Auxiliary boiler F.O. heaters H.F.O. purifier heaters L.O. purifier heaters F.O. overflow tank Bilge holding tank M.E. jacket F.W. preheater Waste oil tanks Sludge tanks M.E. air cooler chemical cleaning tank M.E. L.O. settling tank g) Supply steam to services as required. d) Ensure that the drain traps are open. e) The whole system is warmed through by slightly opening the boiler warming through valve QE106. When the system is up to pressure the main boiler stop valve QE104 can be opened and the warming through valve closed. f) Before putting the exhaust gas boiler into service open the dump control inlet valve QE3 and outlet valve QE1. Check the pressure setting of the dump valve so that it does not open when the main boiler is firing. kg/cm2 Auxiliary engine L.O. settling tank Incinerator waste oil tank Calorifier F.W. generator Accommodation air conditioning Auxiliary boiler burner cleaning Accommodation services Sea chest clearing Cascade tank Procedure for the Operation of the 7kg/cm2 Steam System a) The system would normally be warmed through when raising steam after a boiler shut down. b) Line drain valves to the bilge should be open when the system is shut down and closed before warming through. c) All services should be shut down when not required. All systems are supplied through a common supply line with no intermediate section shut off valves.
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Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2
Gas Flow Steam Outlet
Manhole
Blowdown Connection
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Maersk Ramsey
2.2.5 Exhaust Gas Boiler
Description Maker: Type: Evaporation: Steam Condition: Aalborg Sunrod AQ-2 2,500 kg/h 6 kg/cm2 saturated steam. Set up the valves as in the following table: Position Open Open Open Open Open Open Closed Description No.1 feed pump suction valve No.1 feed pump discharge valve No.2 feed pump suction valve No.2 feed pump discharge valve Boiler feed inlet valves (1) Boiler feed inlet valves (2) Steam outlet valve Valve RL8 RL10 RL9 RL11 RL20 RL28 QE97
The exhaust gas boiler is arranged in the funnel to take the waste heat from the main engine exhaust gas. It can be operated separately or in connection with the auxiliary boilers. It is an all welded construction, consisting of a nest of tubes with vertical smoke tubes and a steam space with a cone. It is possible to lower the water level or even empty the boiler completely, provided the gas temperature does not exceed 400C. Excess steam is normally dumped to the atmospheric condenser. Operation Procedures The following steps should be taken before attempting to operate the boiler: a) All foreign materials have been removed from internal pressure parts. b) All gas side-heating surfaces are clean. c) All personnel are clear. d) All manhole covers are securely tightened. e) Inspect safety valves and see that gags have been removed and easing levers are in good condition. f) Open root valves for all instruments and controls connected to the boiler. g) Open the vent valve at the boiler top. h) Open all pressure gauge valves and check to see that all valves on the pressure gauge piping are open. i) Check and close all blowdown valves and drain valves.
The boiler water circulating pump can then be started. If the system is prone to water hammer, it may be advisable to start the pump with the discharge valve throttled in, gradually opening the valve as the economiser warms up. The other pump is put on standby. If filling after the boiler has been heated by exhaust gas, preheat the water, or if it is not possible to preheat, introduce feed water very slowly to avoid sudden cooling of hot surfaces. j) Fill the boiler until water level appears 25 to 50 mm high in the gauge glasses. Allow for swell in the water level after heating. k) Check the operation of gauge glasses and compare them with remote reading instruments. Open the drain valve and then top and bottom valves alternately. Escaping air should be heard. l) Vent air from the boiler. m) Raise steam slowly to avoid local overheating in the boiler. n) When boiler pressure is at 7 kg/cm2, slowly open the steam outlet valve QE97. (Note ! Remote-reading instruments may not be accurate until steam is being generated.) When the load from the main engine has increased to normal, the exhaust gas boiler can now generate sufficient steam to supply the vessels services. The auxiliary boiler firing is then stopped.
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Maersk Ramsey
Illustration 2.3.2a Heating Drains System
Key
Air Conditioning Trunking Auxiliary Boiler Burner From Dry Room Boiler F.O Heater SL32 SL31 Upper Deck Upper Deck M.E L.O Settling Tank F.O Settling Tank F.O Service Tank From C.O. Tank Heating Deck Seal Tank Cleaning Heater No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)
Saturated Steam
Condensate
Exhaust Boiler
SL45 SL44 SL12 SL48 SL1 SL7 From Steam System In Engine Room SL54 Atmospheric Condenser SL10 SL2 SL11 M.E Jacket Water Heater Hot Water Tank Sludge Oil Tank For Incinerator D.O Purifier Heater SL23 SL53 SL3 SL52 F.O Purifier Heater F.O Purifier Heater
SL13 SL39 SL43 SL8
SL6
Observation Tank Cascade Tank SL42 SL16
M.E and A.E F.O Unit
SL20
SL19
F.O Purifier Heater
F.O Purifier Heater
F.O Purifier Heater
M.E and A.E Fuel Oil Trace Heating F.O Transfer Trace Heating SL87 SL89 SL88 Incinerator Sludge Tank, etc. F.O Trace Heating Boiler F.O F.O Trace Heating Purifier F.O Trace Heating Main Engine SL25 SL70 Air Cool Clean Tank SL50 SL50 L.O SludgeTank SL21 Stuffing Box Drain Tank L.O Drain Tank F.O Overflow Tank F.O Drain Tank F.O Sludge Tank No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port) SL71 SL76 SL77 SL26 Fuel Oil Tank
Oily Water Separator Tank
Main Engine L.O Sump Tank
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2.3 Condensate and Feed Systems
2.3.1 Condensate System
Description The main condensate system, as part of the steam generating cycle, is the section concerned with the circulation of boiler feed water from the atmospheric condenser via the observation tank and cascade/filter tank to the main feed pumps. The drains from the steam services are normally led to the atmospheric condenser , which in turn drains to the observation tank and then to the cascade/filter tank. The level of the cascade tank is maintained by a float switch that operates a solenoid valve providing make up water from the storage tank. The condition of the condensate is monitored by a high salinity alarm. The oil detecting alarm detects hydrocarbon contamination and the returns can be manually diverted to the waste oil tank. Any floating sediment can be drained through a scum line to the waste oil tank or the observation tank can be drained to the bilge holding tank. A weir in the observation tank outlet to the cascade tank prevents oil being carried over . The tank has a high and low level alarm. Water from the cascade/filter tank provides the main feed pumps with a positive inlet head of pressure to the pump suctions. The condensate outlet temperature from the atmospheric condenser should be maintained between 75C and 90C. This can be done by manipulating some of the drains to bypass the condenser and dischar ge directly to the cascade tank. A steam heating coil is provided in the cascade tank should extra heating be required. Procedure for Preparing the Main Condensate System for Operation: See illustrations 2.3.2a, 2.3.3a and 2.4.5a for valve positions mentioned below a) Ensure that the pressure gauge and instrumentation valves are open. b) Fill the cascade tank from the distilled tank. c) Check the correct operation of the level control valve. d) Set up the valves as in the following table. Position Open Closed Closed Open Open Closed Open Description Outlet V alve from Atmospheric Condenser Atmospheric Condenser Bypass V alves Observation T ank Drain V alve F.W. Make Up V alves to the Cascade T ank Run Down V alve from Distilled T ank Valve SL3 .

2.3.2 Heating Drains Systems
Description Condensate from the auxiliary steam services is returned to the cascade tank, through a seawater cooled atmospheric condenser and observation tank. The condensate is then returned to the feed water system. As there is a possibility of contamination from hydrocarbons from oil heating services, the drains are segregated and checked in the observation tanks before returning to the system. All services can return to the cascade tank through the atmospheric condenser In the interest of ef ficiency some drains can be fed directly to the observation tank or cascade tank to maintain the operating temperature. The condenser can be bypassed during maintenance, where oil heating drains are led to the observation tank and other services to the cascade tank. Procedure for Preparing the Drains System for Operation SL10, SL12 & SL13 RL45 QG51 QG24 a) Ensure that the pressure gauges and instrumentation valves are open. b) Set up the valves for the services required as in the following table: Position Open Open Open Oil Contamination If oil contamination occurs, divert the returns to the waste oil tank. Check the drain on the drain traps on all the steam services until the defective service is located, then isolate for repair . After repair , flush the drain line of the defective service and clean drain trap. Open Clean the observation tank and the oil content monitor probe. Open Open Open Drain V alve from Purifier Heaters, Double Bottom T anks and F .O. Storage T anks SL11 Open Open Open Open Description Atmospheric Condenser Outlet V alve Drain V alve from Boiler Heating Drain V alve from Accommodation A.C. Valve SL3 SL45 SL44 .
Observation T ank Scum V alve to Waste Oil T ank SL5 Outlet to Feed Pumps RL1
The feed pumps and boiler can now be put into operation.
Drain V alve from Boiler F .O. and T ank Heating SL12 Drain V alve from Deck Seal Drain V alve from Car go Tank Heating Drain V alve from T ank Cleaning Heater SL48 SL1 SL07
Drain Valve from M.E. F .O. and Auxiliary ServicesSL54 Atmospheric Condenser Cooling W ater Inlet V alve QA12 Atmospheric Condenser Cooling W ater Outlet V alve QA13
c) The various services can now be put into operation as required, by opening the associated drain trap inlet and outlet valves. Excessive temperature at the cascade tank would indicate a defective drain trap. Services should be isolated in turn until the defective trap is located.
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Maersk Ramsey
Illustration 2.3.3a Boiler Feed Water System
RL28
Exhaust Gas Boiler 900 kg/h
RL29
RL42 RL16
Oil-Fired Boiler 25000 kg/h
RL14
From Chemical Dosing Station
RL15
From Chemical Dosing Station
RL20 RL11 RL10 RL7 RL6 RL4
P
No.2
P
Auxiliary Feed Water Pump 11kg/cm2 No.1
P
No.2 Main Feed Water Pump 13kg/cm2
P
No.1
RL5
From Atmospheric Condenser
P
RL9
P
RL8
P
RL3
P
RL2 SL3
PS
Feed Water Cascade Tank
LAH LI LAL
RL45
Key
Feed Water
SL5 TI To Bilge Water Tank
Fresh Water
To Bilge Water Tank
RL1
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2.3.3 Boiler Feed System
Description The boiler feed system is the section of the steam generating plant which circulates feed water from the cascade tank into the steam drum of the boiler via the boiler feed water pumps and the feed water regulator. The feed water flow is automatically controlled by the feed water regulating valve in proportion to the variation in water level in the steam drum. Two boiler feed pumps take suction from the cascade tank and supply the boiler at a rate of 31m3/h at 13 kg/cm2. Each pump returns a small proportion of the discharge back to the cascade tank through an orifice, which prevents pump overheating when the feed water regulator is closed and when the boiler is on low load. Feed water is supplied to the boiler through the feed water regulator. Feed water can also be supplied to the boiler using a separate auxiliary line, which can be used in an emergency. The standby feed pump will cut in on the failure of a running unit. Two exhaust gas boiler feed pumps take suction from the cascade tank and supply the exhaust gas boiler at a rate of 1.35m3/h at 11 kg/cm2. Boiler water chemical treatment is administered by injecting direct to the boiler drum using a chemical dosing unit. Procedure for Preparing the Main Boiler Feed System for Operation: Position a) Ensure pressure gauge and instrumentation valves are open. b) Set up the valves as in the following table. Position Open Open Open Open Open Open Open Open Open Description Feed Pump Suction Valve from Cascade Tank No.1 Boiler Feed Pump Suction Valve No.2 Boiler Feed Pump Suction Valve No.1 Boiler Feed Pump Recirculating Valve No.2 Boiler Feed Pump Recirculating Valve Valve RL01 RL02 RL03 RL04 RL05 Open Open Open No.1 Exhaust Gas Boiler Feed Pump Discharge Valve RL10 No.2 Exhaust Gas Boiler Feed Pump Discharge Valve RL11 Boiler Feed Inlet Valve Open Open Open Feed Pump Suction Valve from Cascade Tank RL01 Description Valve Open Closed Main Feed Check Valve Auxiliary Feed Check Valve
c) For initial start only, shut the discharge valve of the selected feed pump. d) Start the pump and slowly open the discharge valve until the discharge line reaches working pressure. e) Check the operation of feed check valve. f) Fill boiler to working level. g) Check the operation of the salinometer. h) Switch the remaining pump to standby. The boiler can now be brought into operation. Procedure for Preparing the Exhaust Gas Boiler Feed System for Operation a) Ensure that the pressure gauge and instrumentation valves are open. b) Set up the valves as in the following table.
No.1 Exhaust Gas Boiler Feed Pump Suction Valve RL08 No.2 Exhaust Gas Boiler Feed Pump Suction Valve RL09
No.1 Boiler Feed Pump Main Feed Discharge Valve RL06 No.2 Boiler Feed Pump Main Feed Discharge Valve RL07 Crossover Between Main and Auxiliary Feed Line RL20 Feed Regulator Inlet Valve RL16
c) For initial start only, shut the discharge valve of the selected feed pump. d) Start the pump and slowly open the discharge valve until the discharge line reaches working pressure. e) Switch the remaining pump to standby.
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Maersk Ramsey
Illustration 2.3.4a Water Sampling and Treatment System
RL27
Exhaust Gas Boiler 900 kg/h
Oil-Fired Boiler 25000 kg/h
RL30 RL25 RL38 RL38
From Domestic Fresh Water Supply
Chemical Dosing Station Sample Cooler
RL40
RL14
To Bilge
From Auxiliary Feed Water Pump Sample Cooler
From Main Feed Water Pump

RL15
Sink
Chemical Dosing Station To Bilge
Key
Blowdown Line
Sink
Feed Water
RL13 RL12
Fresh Water
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Maersk Ramsey
2.3.4 Water Sampling and Treatment System
The main boiler and exhaust gas boiler are each provided with a sample cooler where a representative sample of the boiler water is obtained. The sample is tested on a daily basis using the chemical supplier's test kit. Two chemical dosing units are provided, one for each system. They inject into the feed pump discharge lines using a metering pump which takes suction from the self contained chemical tank. The tank is charged with chemicals on a daily basis depending upon the results of the daily boiler water test and according to the manufacturer's instructions.
Boiler Water Testing Cabinet Chemical Dosage Pump
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Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems
TI
QA30
QA11 No.2 Central Cooler
QA29
TI
Key
Sea Water
QA10
TI TI
Bilges
QA13
TI
Atmospheric Condenser
To Inert Gas and Vapour Collection System
No.1 Central Cooler
QA8
TI
QA12
To Scupper
QA9 QA17
From Bilge Ballast and Fire System

QA18
QA40
To Inert Gas and Collection System
QA22
QA39
QA36
QA37
QA38
QA32 PI PI
QA19 PI
QA19 PI
QA21
Inert Gas Scrubbing Pump 280m3/

PI
Main Cooling Sea Water Pump No.3 300m3/h

PI

PI

PI
QA25
PI PI
QA24 Deck Seal Sea Water Pumps 3m3/h

PI
No.1
PI
No.2
QA16
QA5
QA5
QA7
QA35
QA14
QA23
QA27 QA2 QA1 QA28
High Sea Chest From Emergency Bilge Suction
Low Sea Chest
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Maersk Ramsey
2.4 Sea Water Systems
2.4.1 Main and Auxiliary Sea Water Systems
Sea Water Pumps: Main C.S.W. Pump No. of sets: Capacity: Inert Gas Scrubber Pump No. of sets: Capacity: Deck Seal Sea Water Pump No. of sets: Capacity: Main system The main system is supplied by three main cooling sea water pumps, one would normally be in use with two required during high sea temperature conditions. All pumps take suction from a common sea water suction line, using either the low suction or the high suction. The low suction will normally be in use at sea, or when surface contamination, such as weed, is present. It will also be in use in light ballast conditions when ingress of air is likely. The high suction will be used when in silted or shallow water conditions. A suction strainer is fitted at both suctions. The pumps discharge to the low temperature system F.W. coolers, atmospheric condenser and then through the overboard valve. No.3 main C.S.W. pump has a direct emergency bilge suction. The pumps can be started and stopped locally. Auto start can be selected from the control room. Pressure switches on the discharge side of the pumps operated the start signal for the selected standby pumps. Preparation for the Operation of the Cooling Sea Water System a) Ensure that the suction strainers are clear. b) Ensure all pressure gauge and instrumentation valves are open. c) Set up valves as shown in the following tables. In the following case the low suction is in use. Position Open Open Closed Closed 3 300 m3/h x 2.5 kg/cm2 Closed Open 1 280 m3/h x 3.5 kg/cm2 Closed Closed Open 2 3 m3/h x 2.5 kg/cm2 Closed Open Closed Open Closed Open Open Closed Closed Closed Closed Description Low Suction Ship's Side Low Suction Strainer Outlet Low Suction Strainer Drain Valve Low Suction Strainer Vent Valve High Suction Ship's Side High Suction Strainer Outlet High Suction Strainer Drain Valve High Suction Strainer Vent Valve No.1 Main C.S.W. Pump Suction Valve No.1 Main C.S.W. Pump Discharge Valve No.2 Main C.S.W. Pump Suction Valve No.2 Main C.S.W. Pump Discharge Valve No.3 Main C.S.W. Pump Suction Valve No.3 Main C.S.W. Pump Discharge Valve No.1 F.W. Cooler Inlet Valve No.1 F.W. Cooler Outlet Valve No.2 F.W. Cooler Inlet Valve No.2 F.W. Cooler Outlet Valve Inlet to Atmospheric Condenser Overboard from Atmospheric Condenser QA27 QA38 QA6 QA37 QA5 QA36 QA9 QA8 QA10 QA11 QA22 QA30 No. of sets: Capacity: QA27 QA2 Valve QA28 QA1

Auxiliary S.W Systems Other seawater systems taking suction from the main sea suction line are: Inert Gas Scrubber Deck Water Seal The scrubber pump supplies the inert gas scrubber with a backup from the fire bilge and ballast system. One of two deck seal pumps supplies the inert gas deck seal. The standby pump will cut in automatically
2.4.2 Sea Water Service System

The following pumps supply the auxiliary seawater services: Bilge, Ballast and Fire Pump No. of sets: Capacity: Main Fire Pump 1 160/280 m3/h at 110/45 mth 1 160/280 m3/h at 110/45 mth
The main fire pump is normally set up for foam and fire main service, with the discharge and suction valves locked open. The bilge, ballast and fire pump is used to ballast the aft peak and supply the deck wash system. By manipulation of crossover valves, both pumps can perform similar duties. The pumps can transfer bilges to the bilge tank or directly overboard, in an emergency, from either the bilge main or a common direct suction in the port bilge well. The bilge suction valves on each pump are normally locked closed. The pumps can provide a backup for the inert gas scrubber system. Both pumps can supply the engine room ballast tanks. The pumps take suction from the main sea water suction line.
d) Vent the suction filter. e) Start one main C.S.W. pump with the discharge valve closed, then slowly open the discharge valve. f) Open the other main C.S.W. pump discharge valves. g) Vent the central cooler that is in use. WARNING Before cleaning the suction strainers, check for pressure at the vent to prove the vent is clear, then isolate the strainer by closing the inlet sea valve and the strainer outlet valve. Check the vent again, if it indicates that the valves are tight, slacken the filter cover securing bolts without removing them. Break the joint. If the valves again prove tight remove the cover.
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Illustration 2.4.3a Engine Room Ballast System
QD45
Key
Sea Water Bilge Water
Emergency Fire Pump Room
To Sea Water Cooling System
QD32 QD20 QD36
QD33
QD38 Fresh Water Tank (Port and Starboard) Steering Gear Room QD94 QD93
Drain Line
QD42 QD29 QD95 QD30 QD34 QD37
Aft Peak Tank
To Fire Main PI
QD40 No.2 To Bilge Water Pump QD41 QD31 QD16 QD103 QD35 QD25 QD103 Bilge, Fire and G.S. Pumps 160/280 m3/h No.1
PI
QD39 QD23
From Port Forward Bilge Well From Sea Water Cross Connection Main From Port Forward Bilge Well
P
QD27 QD28
QD21 QD26
Stern Tube Cooling Water Tank
QD22
QD4
QD59
From Stb'd Forward Bilge Well

From Bilge Water Well From Bilge Water Well
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2.4.3 Engine Room Ballast System
The aft peak can be used as a ballast tank. It is used in conjunction with the main ballast system to trim the vessel. It can also be used during certain loaded conditions to provide optimum trim for efficient operation of the main engine. The aft peak tank is serviced by the bilge, ballast and fire pump with the main fire pump available, if required. The aft peak tank has a filling/suction valve, which is normally used during ballast operations. This stops the level in the aft peak tank falling below the propeller shaft. This level is maintained to provide an element of cooling to the stern tube. Another suction valve, which is normally blanked, is provided to empty the tank completely for maintenance and inspection. Procedure for Ballasting/Deballasting the Aft Peak Tank Ballasting a) Ensure that the transmitters for the remote reading gauges are in operation. b) Set up the valves as shown below. All valves are in the closed position including fire main valves b) Set up the valves as shown below. Bilge, Ballast and Fire Pump Position Open Open Closed Open Description Aft Peak Ballast Tank Suction /Filling Valve Valve QD40 All valves are in the closed position including fire main valves Bilge, Ballast and Fire Pump No.1 Bilge, Fire and G.S. Pump Position Open Open Closed Open Description Aft Peak Ballast Tank Suction /Filling Valve Main Fire Pump Sea Suction Valve Main Fire Pump Discharge Valve Discharge Valve to Aft Peak Tank Valve QD40 QD28 QD30 QD29

c) Open the discharge valve QD34 slowly until the discharge piping is pressurised. d) Empty the selected tanks, taking care that the pump is not run dry. e) Shut the pump discharge valve and stop the pump. f) Close all valves. No.2 Bilge, Fire and G.S. Pump Position Open Closed Closed Open Open d) Close all valves. Deballasting a) Ensure that the transmitters for the remote reading gauges are in operation. Open Description Aft Peak Ballast Tank Suction /Filling Valve Main Fire Pump Sea Suction Valve Main Fire Pump Discharge Valve Main Fire Pump Ballast Suction Valve Main Fire Pump Discharge to Overboard Overboard Discharge Valve QD40 QD28 QD30 QD31 QD32 QD45
Start the Main Fire Pump. a) Open the discharge valve QD34 slowly until discharge piping is pressurised. b) Fill the tank to the required level. c) Shut the pump discharge valve and stop the pump.
Start Main Fire Pump Pump a) Open the discharge valve QD30 slowly until the discharge piping is pressurised. b) Empty the selected tanks, taking care that the pump is not run dry. c) Shut the pump discharge valve and stop the pump. d) Close all valves.
Position Open Closed Closed Open Open Open
Description Aft Peak Ballast Tank Suction Valve Bilge, Ballast and Fire Pump Sea Suction /Filling Valve Bilge, Ballast and Fire Pump Discharge Valve Bilge, Ballast and Fire Pump Ballast Suction Valve Bilge, Ballast and Fire Pump Discharge to Overboard Overboard Discharge
Valve QD40 QD27 QD34 QD35 QD33 QD45
Bilge, Ballast and Fire Pump Sea Suction Valve QD27 Bilge, Ballast and Fire Pump Discharge Valve Discharge Valve to Aft Peak Tank QD34 QD42
e) Line up the pump for fire main duty. If the tank is to be completely emptied, for tank inspections etc., swing spectacle piece QD98 and open valve QD41.
Start the Bilge, Ballast and Fire Pump. c) Open the discharge valve QD34 slowly until the discharge piping is pressurised. d) Fill the tank to the required level. e) Shut the pump discharge valve and stop the pump. f) Close all valves.
Start the Bilge, Ballast and Fire Pump
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Illustration 2.4.4a Evaporator
TG15
Key
Fresh Water H.T. Cooling Water Sea Water Fresh Water Generator
TI PI
Flowmeter Including Regulating Valve
Distilled Water Tank Fresh Water Tank (Port) TG2 TG4 TG3 Aft Peak Tank TG23 TG9 TG7 TG20 Fresh Water Tank (Starboard) Steriliser TG27 TG26 From Service System In Engine Room TG22 Reharding Filter TG21 TG24 TG25 From Fresh Water Filling Line on Deck TG12 To/From Fresh Water H.T. Cooling System TG11
T T From Fresh Water System In Engine Room
Chemical Solution Tank P P
TG13
TG14 Ejector Pump P QT
From Main Sea Water Pipeline
FQ
Distillate Pump
To Bilge Holding Tank
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2.4.4 Evaporator
Maker: Type: Capacity; Alfa Laval JWP-26-C100 25 m3/24h Condenser The condenser section, like the evaporator section, consists of a plate heat exchanger enclosed in the separator vessel. Combined brine/air ejector The ejector extracts brine and incondensable gases from the separator vessel. Ejector pump The ejector pump is a single-stage centrifugal pump which supplies the condenser with sea water and the brine/air ejector with jet water, it also supplies feed water for evaporation. Freshwater pump The freshwater pump is a single-stage centrifugal pump which extracts the produced fresh water from the condenser, and pumps the water to the freshwater tanks. Salinometer The salinometer continuously checks the salinity of the produced water. The alarm set point is adjustable. Control panel The control panel contains motor starters, running lights, salinometer and contacts for remote alarms. Operating Procedures The sea water, supplied by the combined cooling/ejector water pump, distributes itself into the remaining channels, thus absorbing the heat being transferred from the condensing vapour. The fresh water produced is extracted by the freshwater pump and led to the freshwater tanks. Freshwater Quality To continuously check the quality of the produced freshwater, a salinometer is provided together with an electrode unit fitted on the freshwater pump delivery side. If the salinity of the fresh water produced exceeds the chosen maximum value, the dump valve and alarm are activated to automatically dump the fresh water to the bilge. Main Components The freshwater generator consists of the following components: Evaporator The evaporator consists of a plate heat exchanger and is enclosed in the separator vessel. Separator vessel The separator separates the brine from the vapour. WARNING Do not operate the plant in polluted water. Fresh water must not be produced from polluted water, as the produced water will be unsuitable for human consumption. Starting a) Open valves on the suction (TG15) and discharge side (TG13) of the ejector/cooling water pump. b) Open the overboard valve (TG15) for the combined brine/air ejector. c) Close air screw (vacuum release valve) on the separator. d) Start ejector pump to create a 90% minimum vacuum. Pressure at the combined brine/air ejector inlet should be a minimum of 3.0 kg/cm2. Back pressure at the combined brine/air ejector outlet should be no more than 0. 6 kg/cm2. Evaporation When there is a minimum of 90 % vacuum (after a maximum 10 minutes): e) Open the valve for feedwater treatment. Ensure chemical dosing tank is full. f) Open the jacket water inlet (TG11) and outlet (TG12) valves. Issue: 1

g) Start the hot water supply to the distiller by adjusting the jacket water bypass valve to increase the temperature in steps of 10C, until the desired jacket water temperature is reached. The boiling temperature will now rise, whilst the obtained vacuum drops to approximately 85%. This indicates that evaporation has started. Condensation After approximately 5 minutes the boiling temperature will drop again and a normal vacuum is re-established. h) Open the valve to the freshwater tank. i) Switch on the salinometer. j) Start the freshwater pump. (Note ! The freshwater pump discharge pressure must be between 1.2 - 1.6 kg/cm2.) Adjustment of Jacket Water Flow In order to obtain the specified flow of hot water, it is necessary to adjust the bypass valve until desired flow is achieved. For maximum output the outlet temperature of the heating water should be about 68.5C Adjustment of Sea Water Flow The sea water flow is correct when the inlet pressure at the inlet to the brine/air ejector is between 3.0 - 4.0 kg/cm2. Stopping the Plant a) Stop the distillate pump. b) Switch off the salinometer. c) Stop the ejector pump. d) Close the valve for feedwater treatment. e) Open the air screw (vacuum release valve). f) Close the inlet and outlet valves for the ejector pump. g) Close the overboard valve for the combined brine/air ejector. h) Close the valve to the water tank being filled. ! CAUTION All valves must be shut, while the generator is out of operation, except the air screw release valve. 2.4 Sea Water Systems Page 6
One evaporator is installed which utilises the heat from the main engine jacket cooling water system. The combined brine/air ejector, driven by the ejector pump, creates a vacuum in the system in order to lower the evaporation temperature of the feedwater. The ejector pump takes suction from the main seawater suction line. The feedwater is introduced into the evaporator section through an orifice and is distributed into every second plate channel (evaporation channels). The hot water is distributed into the remaining channels, thus transferring its heat to the feedwater in the evaporation channels. Having reached boiling temperature - which is lower than at atmospheric pressure - the feed water undergoes a partial evaporation. The mixture of generated vapour and brine then enters the separator vessel, where the brine is separated from the vapour and extracted by the combined brine/air ejector. After passing through a demister the vapour enters every second plate channel in the condenser section.
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Illustration 2.4.5a Distilled Water and Distribution Transfer System
TG15
Key
Fresh Water H.T. Cooling Water Sea Water Boiler Hot Well QG24 Distilled Water Tank Fresh Water Tank (Port) TG2 TG4 TG3 Aft Peak Tank TG23 TG9 TG7 TG20 Fresh Water Tank (Starboard) Steriliser TG27 TG26 From Service System In Engine Room P QT TG14 Ejector Pump TG22 Reharding Filter TG21 TG24 P V From Main Sea Water Pipeline TG13 TG25 From Fresh Water Filling Line on Deck TG12 Chemical Solution Tank P P QG51 To/From Fresh Water H.T. Cooling System TG11 T From Fresh Water System In Engine Room Fresh Water Generator
TI PI
Flowmeter Including Regulating Valve
T T
FQ
Distillate Pump
To Bilge Holding Tank
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2.4.5 Distilled Water Transfer and Distribution System
The freshwater generator distillate pump discharges through a salinometer and a flowmeter. Positioned before the flowmeter is a solenoid valve. This opens when the salinometer detects too high a salinity level, dumping the distillate pump output to the bilge. The discharge from the pump leads to the filling valves of both fresh water tanks, boiler water tank and aft peak tank. Each tank can supply the distilled water system or the fresh water system. Procedure for Operation of the Distilled Water Transfer System The valves should be set up as follows. All valves are closed Position Open Description Filling Valve for Port F.W. Tank or Starboard F.W. Tank or Distilled Water Tank Inlet Valves or Aft Peak Filling Valve Open Outlet Valve From Port F.W. Tank or Outlet Valve From Starboard F.W. Tank Open Run Down Valves From Distilled Water Tank to Boiler Hot Well If filling fresh water tanks: Open Open Open Open Rehardening Filter Inlet Valve Rehardening Filter Inlet Valve Steriliser Inlet Valve Steriliser Outlet Valve TG24 TG22 TG26 TG27 QG51, QG24 Valve G4 TG7 TG2, TG3 TG9 QG3 QG4
a) Start up the F.W. generator. b) Open the filling valve of the selected tank. c) Start the distillate pump. Discharge should be to the bilge. d) Switch on the salinometer. If the reading is satisfactory, the discharge will change over to fill the tank. e) Supply power to the steriliser unit if filling freshwater tanks. Issue: 1 2.4 Sea Water Systems Page 8
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Illustration 2.5.2a Central Fresh Water Cooling System
QB1 Fish Conditioning Refrigeration QB2 QB3 Meat Conditioning Refrigeration QB4 Shore Connection Air Conditioning Refrigeration QB18
PS
Hydraulic Oil Cooler

Key
QB15 From F.W. System Air Conditioning Unit in E. R. Air Conditioning Unit in E. R. QB29 QB28 QB26 QB79 QB35 QB82 QB21 QB90 De-aerating Tank Alarm Device
PS PS
L.T. Cooling Water H.T. Cooling Water Fresh Water
Air Conditioning Refrigeration QB16 QB17
QB28
QB53
F.W. Expansion Tank (1m3) Electrical Signal

Sea Water
QB85
To Bilge
QB37 QB55
TIC
QB87
QB44 QB33 QB56 QB57 QB19 QB22 QB23 QB20 No. 3 Aux. Engine No. 2 Aux. Engine No. 1 Aux. Engine Main Engine L.O. Cooler Camshaft Oil Cooler No. 3 Low Temperature F.W. Pumps (180m3/h)
PV
QB45 QB48
PI
QB46 QB49
PI
QB54
QB47
PI
No. 2
PV
No. 1
PV
QB50
QB51
QB52
QB38
Main Engine Air Cooler
QB87 QB91 QB91 QB91 No. 3 Main Air Compressor No. 2 Main Air Compressor No. 1 Main Air Compressor QB63 QB32 QB58 QB59 QB34 QB9 QB10 QB11 QB12 QB13 QB14 QB66 QB68
PI
QB43 QB64 QB5

Pre-Heater
Main Engine
QB6 QB7 QB65 QB8 QB62
QB67 QB69
PI
QB24 QB88 QB89 With locking Device Intermediate Bearing No. 2 Central Cooler QB25 QB40 QB42 QB39 No. 1 Central Cooler QB41
V
High Temperature F.W. Pumps (60m3/h)
QB61
V
QB60
From F.W. Generator
To F.W. Generator
QB70
QB71
To Inert Gas and Vapour Collection System
From Inert Gas and Vapour Collection System
QB36
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2.5 Fresh Water Cooling System Page 1
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2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket Cooling Fresh Water System (High Temperature Cooling Water System)
The system has three cooling water pumps rated at 60 with a pressure of 2 3.5 kg/cm . The system supplies cooling water to the main engine jackets, cylinder heads and exhaust valves. The system operates on a closed circuit principle. The pumps discharge through the jacket cooling water preheater. A valve bypassing the preheater is throttled to ensure a flow through the preheater at all times. The preheater maintains the main engine jacket cooling water temperature when the main engine is idle or on low load. Flow continues to the supply main on the main engine. The system is continually vented at the highest point to the expansion tank. There are branches from the main cooling water supply to each cylinder. Isolating valves are fitted to the inlet and outlet mains for each cylinder to allow cylinders to be individually isolated for maintenance purposes. The hot water from the jackets is passed through the F.W. generator, which can be bypassed when the main engine is on low load or idle. The F.W. generator performs an initial cooling effect. The system then passes through a three-way control, which maintains the temperature of the jacket cooling water system. Depending on the water temperature the water is then directed to: The de-vapourising chamber and then to the jacket cooling water pump suction if the temperature is low. If additional cooling is required the water is diverted to the low temperature fresh water pump suctions where the water is cooled in the central cooling water system coolers Steam is supplied manually to the preheater when the load of the engine drops and the three-way temperature control valve is fully open to the jacket cooling water pump suction. Water lost to the low temperature cooling water system (L.T.C.W.S.), for cooling, is made up from the high temperature return line from the L.T.C.W.S. before it reaches the pump suction. The expansion tank, which is common with the L.T.C.W.S., provides a positive head to the system, as well as allowing for thermal expansion. The system is continually vented from the highest point of the engine to the expansion tank. m3/h Another vent is also provided from the top of the de-vapouriser chamber which includes an alarm device to give early warning of air in the system. Air in the system could be caused by inadvertently closed valves, such as the main run down from the expansion tank. A manual vent is provided at the highest point of the system for use when initially filling the system. The system is made up from the expansion tank to the base of the de-vapouriser chamber. The expansion tank is manually filled from the F.W. service system. The system can be drained to bilge. Procedure for the Operation of the Jacket Cooling Water System Operation
a) Check the system level and replenish if required. b) Vent the system using Valve QB37. c) Start one J.C.W. pump and place the other on standby. d) Vent the preheater. e) Supply steam to the pre-heater by throttling the steam inlet valve.
a) Replenish the system from the domestic fresh water system. b) Ensure all pressure gauge and instrumentation valves are open. c) Ensure the F.W. generators are bypassed. d) Ensure all main engine individual cylinder inlet and outlet valves are open. e) Ensure all main engine individual cylinder vent and drain valves are closed. f) Set the valves as shown in the tables below. Position Open Open Open Open Open Open Throttled Open Closed Open Open Closed Closed Open Open Closed Description No.1 J.C.W. Pump Suction Valve No.1 J.C.W. Pump Discharge Valve No.2 J.C.W. Pump Suction Valve No.2 J.C.W. Pump Discharge Valve Preheater Inlet Valve Preheater Outlet Valve Preheater Bypass Valve Main Engine Inlet Valve Main Engine Bypass Valve Main Engine Outlet Valve F.W. Generator Bypass Valve F.W. Generator Inlet Valve F.W. Generator Outlet Valve System Vent Valve to Expansion Tank Expansion Tank Run Down Valve System Manual Vent Valve Valve QB70 QB66 QB71 QB67 QB65 QB64 QB63 QB5 QB8 QB62 QB60 TG11 TG12 QB90 QB55 QB37 f) Slowly bring the jacket temperature up to the operating temperature. g) Ensure that the L.T.C.W. System is ready for use. h) Test the system for chemical concentration and add chemicals as required. i) When the engine is at sufficient power, steam supply to the preheater can be isolated and water circulated through the F.W. generator. j) Vent the F.W. generator. The temperature drop across the F.W. generator is regulated by the evaporator bypass valve.
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2.5.2 Central Fresh Water Cooling System (Low Temperature Fresh Water Cooling System)
The low temperature fresh water cooling system works on the closed circuit principal. The system has three cooling water pumps rated at 180 m3/h with a pressure of 3.5 kg/cm2. One pump would normally be in use with two being required at higher sea temperatures. A pressure switch on the common pump discharge starts the selected standby pump on low pressure. There are two central coolers, which in turn are cooled by sea water. One would normally be in use with the other on standby, with the possible use in high sea temperatures. An expansion tank, common with the jacket cooling water system, provides a positive head to the system and allows for thermal expansion. This tank can be topped up from the domestic fresh water system. The pumps receive suction from the low temperature system and the high temperature bleed off from the jacket cooling water system. The pumps discharge directly to the coolers. A three-way valve on the seawater cooling system, which bypasses the cooler at low temperatures, controls the temperature. Water diverted from the jacket cooling water system is replaced by water from the low temperature cooling system pump high temperature suction line. Water is supplied to the three auxiliary engines. Each are vented from their highest point to the expansion tank. The low temperature cooling water pumps supply the following other services: Main engine scavenge air cooler Main engine L.O. cooler Camshaft L.O. cooler Hydraulic oil cooler Shaft bearing Engine package air conditioning units Both accommodation air conditioning compressors. Three start air compressors. Refrigeration plant. Procedure for the Operation of the Low Temperature Cooling Water System a) Replenish the system from the expansion tank, which is filled from the fresh water system. b) Ensure all pressure gauge and instrumentation valves are open. c) Set up valves as shown in the following table: Position Open Open Open Open Open Open Open Open Description Valve QB50 QB47 QB51 QB48 QB52 QB49 QB39 QB40 QB41 QB42 QB20 QB19 QB38 QB43 QB24 QB25 QB23 QB22 QB7 QB6 QB57 QB34 QB32 QB56 QB59 QB58 QB33 QB54 QB14 QB13 QB12 Open Open Open Open Open

No.2 Main Air Compressor Outlet Valve No.3 Main Air Compressor Inlet Valve No.3 Main Air Compressor Outlet Valve Hydraulic Oil Cooler Inlet Valve Hydraulic Oil Cooler Outlet Valve QB11 QB10 QB9 QB21 QB79
No.1 L.T. Cooling Water Pump Suction Valve No.1 L.T. Cooling Water Pump Discharge Valve No.2 L.T. Cooling Water Pump Suction Valve No.2 L.T. Cooling Water Pump Discharge Valve No.3 L.T. Cooling Water Pump Suction Valve No.3 L.T. Cooling Water Pump Discharge Valve No.1 Central Cooler Inlet Valve No.1 Central Cooler Outlet Valve
Open Refrigeration and AC Valves as required Operation a) Start one cooling water pump. b) Supply seawater to a central F.W. cooler. c) Check the expansion tank level. Replenish if necessary. d) Check the level of chemical treatment and dose as necessary. e) Put the remaining pumps on standby.
Closed No.2 Central Cooler Inlet Valve Closed No.2 Central Cooler Outlet Valve Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open M.E. L.O. Cooler Inlet Valve M.E. L.O. Cooler Outlet Valve M.E. Scavenge Air Cooler Inlet Valve M.E. Scavenge Air Cooler Outlet Valve Shaft Bearing Inlet Valve Shaft Bearing Outlet Valve Camshaft L.O. Cooler Inlet Valve Camshaft L.O. Cooler Outlet Valve No.1 Auxiliary Engine Inlet Valve No.1 Auxiliary Engine Outlet Valve No.1 Auxiliary Engine Vent Valve No.2 Auxiliary Engine Inlet Valve No.2 Auxiliary Engine Outlet Valve No.2 Auxiliary Engine Vent Valve No.3 Auxiliary Engine Inlet Valve No.3 Auxiliary Engine Outlet Valve No.3 Auxiliary Engine Vent Valve Expansion Tank Run Down Valve No.1 Main Air Compressor Inlet Valve No.1 Main Air Compressor Outlet Valve No.2 Main Air Compressor Inlet Valve
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Illustration 2.6a Viscosity-Temperature Graph
-10 0 10 20 30 40 50 Temperature C 60 70 80 90 100 110 120 130
140
150
160
170
Bu
10,000 5,000
nk er
Fu
10,000
10,000 5,000
el
Oi l
5,000
2,000 1,000
Pumping Viscosity usually about 1,000
2,000 centistokes 1,000
2,000
Viscosity - Temperature Relationships

Typical Marine Fuels
1,000
500
500
500
100 Kinematic Viscosity - Centistokes
100
100 Kinematic Viscosity - Centistokes
50
50 Boiler Atomisation Viscosity usually between 15 and 65 centistokes

M ar ine Di
50
20 15
es el
Oi
20 15 Diesel Injection Viscosity usually between 8 and 27 centistokes

IF IF IF IF -6 -1
20 15
M
10
ar
ine
Ga
10
10
-3 80
sO
il
80
-1
00
5
IF -3 0
-10
10
20
30
40
50
60 70 Temperature C
80
90
100
110
120
130
140
150
160
170
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2.6 Fuel Oil and Diesel Oil Service Systems Page 1
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2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
Fuel oil is stored on board in four fuel oil storage tanks (No.1 and 2 port and No.1 and 2 starboard.) The H.F.O. is transferred to a fuel oil settling tank by the fuel oil transfer pump (when required.) After fuel oil has been transferred to the settling tank, any water or other sediment is drained off by using a self - closing test cock. From the fuel oil settling tank, fuel oil is supplied direct to the auxiliary boiler H.F.O. system and is centrifuged in one of two H.F.O. purifiers to the F.O. service tank. Fuel oil is supplied to the main engine and generator diesel engines from the fuel oil service tank, using the same fuel supply system. The main engine and three auxiliary engines are designed to run on H.F.O. at all times. One of the fuel oil purifiers will be running at all times, with the throughput balanced to match the fuel consumption of the main engines and generator diesel engines. All outlet valves from all fuel tanks are remote quick closing valves with a collapsible bridge, which can be pneumatically operated from the fire control station. After being tripped from the fire control station the valves must be reset locally. Each tank is also fitted with a self-closing test cock to test for the presence of water and to drain any water present. Tundishes, under the selfclosing test cock, drain any test liquid to the waste oil tank. All tanks and heaters are supplied with steam at 6 kg/cm2 from the ships steam supply, with condensate flowing to the observation tank which is fitted with an oil detection unit. A viscosity controller controls the steam supply to both H.F.O. supply heaters. All fuel oil pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same lagging. Heated and filtered fuel oil is supplied to the main engine and auxiliary engines from the fuel oil service tank. Fuel oil from the fuel oil service tank is supplied to one of two fuel oil supply pumps. The second pump will be on automatic stand-by, and will start in the event of discharge pressure drop or voltage failure of the running pump. The F.O. supply pumps discharge through the auto back flush filter to the F.O. return pipe. The auto back flush can be bypassed with a basket filter during maintenance on the main filter. The filter is an automatic self-cleaning filter with an air operated cleaning mechanism activated by an increasing differential pressure. The debris discharge from the auto filter is piped to the fuel oil overflow tank. A pressure control valve maintains the supply pumps discharge pressure by recirculating oil from the pump discharge back to the pump suction. The following procedure illustrates starting from cold with the system charged with diesel oil and in a shut down condition. Set up the valves as in the following table: Position Open Open Closed Closed Description Service Tank Suction Quick Closing Valve Service Tank Secondary Suction Valve Diesel Oil Tank Suction Valve Diesel Oil Suction Valve Valve RR6 RR43 RR17 RR44 Fuel oil is drawn from the return pipe by one of two main engine fuel oil circulating pumps. The second pump will be on automatic standby, and will start in the event of discharge pressure drop or voltage failure of the running pump. The fuel oil circulating pumps discharge through one of a pair of main engine fuel oil heaters where the oil is heated to a temperature corresponding to a viscosity of 12cSt using steam at 6 kg/cm2. The heated fuel oil then passes through the viscosity controller which controls steam to the heater. The oil is supplied to the main engine fuel rail via the suction side of the main engine high pressure fuel oil injection pumps through a duplex filter and flow meter. A control valve regulates the pressure at the main engine rail, diverting excess pressure to the return pipe through a flow meter. A three-way cock is fitted on this section of line to flush the system back to the service tank when changing over to diesel oil when at standstill. The high pressure fuel oil lines on the engine are sheathed. Any leakage from the annular spaces, formed by the sheathing, is lead to a fuel oil leakage tank, which is fitted with a high level alarm and gives advance warning of a leaking fuel injection pipe. Preparation for the Operation of the Main Engine Fuel Oil Service System a) Put the H.F.O. purifier in use, filling the service tank from the settling tank. b) Ensure that the filters are clean. c) Ensure that all instrumentation valves are open. Open Open Closed Open Open Closed Closed Open Open Open Open Open Open Closed Closed Open Open Open Open Open Closed Open Open Open Closed Open Open Closed

Pressure Control Valve Inlet Valve Pressure Control Valve Outlet Valve Pressure Control Valve Bypass Valve Backflush Filter Inlet Valve Backflush Filter Outlet Valve Bypass Filter Inlet Valve Bypass Filter Outlet Valve No.1 H.F.O. Circulating Pump Suction Valve No.1 H.F.O. Circulating Pump Discharge Valve No.2 H.F.O. Circulating Pump Suction Valve No.2 H.F.O. Circulating Pump Discharge Valve No.1 H.F.O. Heater Inlet Valve No.1 H.F.O. Heater Outlet Valve No.2 H.F.O. Heater Inlet Valve No.2 H.F.O. Heater Outlet Valve Viscosity Controller Inlet Valve Viscosity Controller Outlet Valve Viscosity Controller Bypass Valve Main Engine Flow Meter Inlet Valve Main Engine Flow Meter Outlet Valve Main Engine Flow Meter Bypass Valve M.E. Master H.F.O. Inlet Valve M.E. Outlet Valve M.E. Control Valve Inlet Valve Inlet Valve to Service Tank Return Flowmeter Inlet Valve Return Flowmeter Outlet Valve Return Flowmeter Bypass Valve RR1 RR2 RR79 RR4
Set for H.F.O. Suction Three Way Change Over Cock Open Open Open Open No.1 Supply Pump Suction Valve No.1 Supply Pump Discharge Valve No.2 Supply Pump Suction Valve No.2 Supply Pump Discharge Valve
Set Return Change Over Cock to the Return Pipe
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Illustration 2.6.1a Main Engine Fuel Oil Service System.
RR4 RR78 RR2 D.O. Service Tank (33 m3) H.F.O. Service Tank (38 m3)
Key
RR79
Fuel Oil Marine Diesel Oil
LAL
LAL TAH RR6 RR1

Air
RR17
From Auxilliary Engines
Saturated Steam
Main Engine B&W 5S 50MC
Condensate
Flowmeter
POS
PI PS PI RR44 PI RR43 F.O. Circulating Pumps 5m3/h PT
PDIS
LAL Deaerator Auto Filter F.O. Supply Pumps 4m3/h TI

From Control Air System
PS F.O. Heater PI
TI
PDE
PS PI
PI
TI F.O. Heater
TI
TI
Viscocity Unit To Auxilliary Engines
Heater
To Overflow Tank
To Atmosphere Condenser
Steam From 7kg/cm2 System
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Procedure to start up the Main Engine HFO Service System and change over to H.F.O. a) Supply steam heating to H.F.O. service tank. b) Open all the individual fuel inlet valves on the M.E. fuel inlet main. c) Supply trace heating to the fuel oil service system pipelines. WARNING Trace heating should not be applied to sections of pipeline isolated by closed valves on the HFO side as damage could occur due the expansion of the contents. d) Manually start supplying steam to the on line H.F.O. heater. e) Start one fuel oil supply pump. f) Start one H.F.O. circulating pump. g) Raise the temperature to about 75C. h) Start the viscosity controller and close the bypass valve. i) Open the inlet valve to the H.F.O. service tank RR4. j) Operated the return change over cock to direct the return H.F.O. to the service tank. k) D.O. will now be expelled to the H.F.O. service tank, at the same time drawing in H.F.O. from the service tank. l) Continually raise the temperature manually. m) When the set point is reached on the viscosity controller, change its setting to auto. n) Change the operation of the steam control valve to auto. Open the steam inlet valve fully. H.F.O. is now circulating through the system. o) Supply steam heating to the H.F.O. return pipe. p) Switch the other H.F.O. supply pump to standby. q) Switch the other H.F.O. circulating pump to standby. Set the change over return cock back to the return pipe. Issue: 1 Fuel Change Over The main engine is designed to run on H.F.O. at all times. However, change over to diesel oil can become necessary if, for instance, the vessel is expected to have a prolonged inactive period with a cold engine, i.e. due to: A major repair of the fuel oil system etc A docking More than five days stoppage Environmental legislation requiring the use of low sulphur fuels Change over can be performed at any time, during engine running or during engine standstill. In order to prevent fuel pump and injector sticking/scuffing, poor combustion, and fouling of the gas ways, it is very important to carefully follow the change over procedures. Change Over from Diesel Oil to Heavy Fuel Oil During Running To protect the injection equipment against rapid temperature changes, which may cause sticking/scuffing of the fuel valves and of the fuel pump plungers and suction valves, the change over is carried out as follows (manually): a) First, ensure that the heavy oil in the service tank is at normal temperature level. b) Reduce the engine load to 75% of normal. Then, by means of the thermostatic valve in the steam system, or by manual control of the viscosity regulator, the diesel oil is heated to maximum 6080C, in order to maintain the lubrication ability of the diesel oil and this way minimises the risk of plunger scuffing and the consequent risk of sticking. This preheating should be regulated to give a temperature rise of about 2C per minute. c) Due to the above mentioned risk of sticking/scuffing of the fuel injection equipment, the temperature of the heavy fuel oil in the service tank must not be more than 25C higher than the heated diesel oil in the system (60-80C) at the time of change over. (Note ! The diesel oil viscosity should not drop below 2cSt, as this might cause fuel pump and fuel valve scuffing, with the risk of sticking.) d) For some light diesel oils (gas oil), this will limit the upper temperature to somewhat below 80C. When 60-80C has been reached, the change to heavy oil is performed by opening the fuel oil supply valve RR43. Turn the change over cock on the suction side of the H.F.O. supply pumps to take suction from the H.F.O. service tank. Close diesel oil supply valve RR44.

The temperature rise is then continued at a rate of about 2C per minute, until reaching the required viscosity. Change Over Procedure from Heavy Fuel to Diesel Oil During Running To protect the fuel oil injection equipment against rapid temperature changes, which may cause scuffing with the risk of sticking of the fuel valves and of the fuel pump plungers and suction valves, the change over to diesel oil is performed as follows (manually): a) Ideally the diesel oil in the D.O. service tank should be about 50C. b) Shut off the steam supply to the fuel oil preheater, return fuel pipe and steam tracing. c) Reduce the engine load to 75% of MCR load. d) Change to diesel oil when the temperature of the heavy oil in the preheater has dropped to about 25C above the temperature in the diesel oil service tank, however, not below 75C. e) Open diesel oil supply valve RR43. Change over the supply three way cock to the D.O. service tank. Close H.F.O. supply valve RR43. Fuel oil is now led to the supply pumps. (Note ! If, after the change over, the temperature (at the preheater) suddenly drops considerably, the transition must be moderated by supplying a little steam to the preheater, which now contains diesel oil.) Change Over Procedure from Heavy Fuel to Diesel Oil During Standstill a) Stop the preheating. b) Stop trace heating. c) Stop return pipe heating. With regard to temperature levels before change over, see Change Over from Heavy Fuel to Diesel Oil during Running. d) Open diesel oil supply valve RR44. e) Change over suction changeover cock. f) Close fuel oil supply valve RR43. g) Open inlet valve to service tank RR4. 2.6 Fuel Oil and Diesel Oil Service Systems Page 4
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Illustration 2.6.2a Auxiliary Engine F.O. Service System
Key
Fuel Oil
D.O Service Tank (33 m3) F.O Service Tank (38 m3) RR6 To Main Engine B&W 5S-50MC RR11 From Main Engine Flowmeter Flowmeter
Vent
Marine Diesel Oil Saturated Steam Condensate
RR10
RR8
PS PDS
Electrical Signal
PI
D.O. Supply Pump 5m3/h PI
PDE
Flowmeter PI RR12 5.5 Bar 8 kg/cm2 RR73 4.5 Bar RR17 RR72 RR15 RR33 RR77
Flowmeter
TI
Vent
No.1 Auxiliary Engine
Vent
PS PI RR25 RR19 RR30 RR44 PI M2

PS PDIS PI Fuel Oil Heater TI De-aerator M4 F.O. Supply Pumps 4m3/h Fuel Oil Heater TC TI
PI
PI
F.O. Circulating Pumps 5m3/h
TI
TI To Saveall
RR43 RR24 M1 RR22 RR27 Heater

To Saveall To Overflow Tank To Saveall
M3
To Saveall To Condensate Drain System
Saturated Steam
Saturated Steam
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h) Change over the return cock to the H.F.O. service tank, so that the fuel oil is flushed to the H.F.O. service tank. Ensure that there is sufficient ullage in the service tank. i) When the heavy fuel oil is replaced by diesel oil, reset the change over cock and close valve RR4 j) Stop the viscosity controller. c) All engines are stopped. k) Stop the fuel oil pumps. d) Ensure that all instrumentation valves are open. Procedure for the Operation of the Auxiliary Engine Fuel Oil Service System a) Put the H.F.O. purifier in use, filling the service tank from the settling tank. b) Ensure that the filters are clean.

Procedure to Prepare an Auxiliary Engine (No.1) for Running on D.O a) Transfer D.O. from the D.O. settling tank to the D.O. service tank using the purifier. b) Set up valves as in the following table. Position Open Open Open e) Start up the main H.F.O. system as described previously. Closed Set to D.O. Description D.O. Service Tank Outlet Valve D.O. Pump Suction Valve D.O. Pump Discharge Valve D.O. Pump Bypass Valve Inlet Three-Way Cock Valve RR10 RR11 RR12 RR13 RR33
2.6.2 Auxiliary Engine Fuel Oil Service System

Operation Using H.F.O. Fuel oil is supplied to the generator diesel engines from the fuel oil service tank, using the same supply system as the main engine system. The three auxiliary engines are designed to run on F.O. at all times. However, one auxiliary engine should be ready to run on D.O. in case a failure occurs within the main H.F.O. supply unit. Heated and filtered H.F.O. is supplied to the auxiliary engines from the same point as the main engine, which is just after the viscosity controller. The H.F.O. then flows through a flowmeter to the auxiliary engines The auxiliary engines have three-way cocks at the fuel inlet and outlet for the selection of either H.F.O. or D.O. Excess H.F.O. is returned to the H.F.O. return pipe via a flowmeter and threeway cock. The three-way cock can divert the fuel to the service tank for flushing purposes. The high pressure fuel oil lines on the engine are sheathed and any leakage from the annular spaces, formed by the sheathing is led to a fuel oil leakage tank fitted with a high level alarm which gives advance warning of a leaking fuel injection pipe. Operation Using D.O. The auxiliary engines can be supplied from the diesel oil service tank using the D.O. supply pump. The pump pressure is controlled at 5.5 kg/cm2. The return pressure is controlled at 4.5 kg/cm2 with excess D.O. returned to the D.O. service tank. f) Supply trace heating to the auxiliary fuel oil service system pipe lines. The following procedure illustrates starting from cold with the system charged with diesel oil and in a shut down condition: g) Start No.1 auxiliary engine using D.O.
c) Start the D.O. supply pump. d) If previously operated on H.F.O., open Valve RR17 long enough to flush the system back to the return pipe. e) Set the outlet three-way cock RR15 to D.O. h) Set up valves as in the following table. Position Open Open Closed Open Open Closed Set for HFO Set for HFO Set for HFO Set for HFO Description Inlet Flow Meter Inlet Valve Inlet Flow Meter Outlet Valve Inlet Flow Meter Bypass Valve Outlet Flow Meter Inlet Valve Outlet Flow Meter Outlet Valve Outlet Flow Meter Bypass Valve No.2 A.E. Outlet Three-way Cock No.3 A.E. Outlet Three-way Cock No.2 A.E. Inlet Three-way Cock No.3 A.E. Inlet Three-way Cock RR19 RR22 RR32 RR31 Valve The engine is now ready for starting on D.O. Changing Over Fuel when Auxiliary Engine(s) Are Running Procedures similar to that used for the main engine could be used, but it would be more advisable to change over the fuel supply when the vessels power is being supplied by an auxiliary engine running on D.O. supplied by the D.O. fuel pump and system.
i) Using the bypass valves RR25 & RR24 warm up the H.F.O. system by flushing the system back to the return pipe. j) No.2 and 3 engines are ready for starting on H.F.O.
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Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
RR41
LAH Air Separator RR69 Ignition Oil Pump D.O. Service Tank LAL TAH LAL H.F.O. Settling Tank
PI RR42 TT PI TS TI RR60 Heater No.1 RR68 RR40 RR39 No.1 PI TS PS PS RR38 Auxiliary Boiler PI PI H.F.O. Pump Unit TI PI PI RR71
RR64
RR63
Burner Unit For Boiler
No.2
PI T/S PI PI TI TI RR37 RR35 PC PI
Key Fuel Oil Marine Diesel Oil Saturated Steam
RR49
RR57
RR47
RR36
Electrical Signal
RR48
RR67
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2.6.3 Auxiliary Boiler Fuel Oil Service System
Fuel oil is stored on board in four fuel oil storage tanks, and then (when required) transferred to a fuel oil settling tank by a fuel oil transfer pump. After fuel oil has been transferred to the settling tank, any water or other sediment is drained off, using the self-closing test cock. Fuel oil is supplied directly to the boilers from the fuel oil settling tank. Diesel oil can be supplied to the boilers from the diesel oil service tank when starting from cold. A temperature controller maintains the steam supply to the F.O. heater. All the fuel oil piping is trace heated by small bore steam pipes. These are laid adjacent to the fuel oil pipe and encased in the same insulation. Fuel oil from the fuel oil settling tank is supplied to one of two fuel oil pumps. The second pump will be on automatic standby, and will start in the event of a discharge pressure drop or a voltage failure of the running pump. The fuel oil pumps take suction from the settling tank via a strainer. A pressure control valve, with its sensing point on the heater discharge, maintains the pump discharge pressure by recirculating oil from the pump discharge back to the air separator/return pipe. The oil in the return pipe returns to the pump suction. The vent from the air separator returns to the H.F.O. settling tank. The fuel oil pumps discharge through one fuel oil heater, where the oil is heated to the required temperature. The oil is fed to the boiler via a pressure-control valve, controlled by the boiler steam pressure. When the boiler is in a standby condition, a solenoid valve on the return line automatically opens to circulate fuel back to the return pipe, keeping the fuel oil at working temperature immediately before the burner. On the recirculating line is a change over cock, where the fuel can be diverted from returning to the return pipe to either the H.F.O. settling tank or D.O. service tank. This change over cock would normally be used for flushing fuel oil back to the H.F.O. tank when changing from D.O. to H.F.O. or vice versa. The boiler has a pilot burner pump, which takes suction from the D.O. service tank via the pump suction filter. A steam connection is fitted to the F.O. line to the burner after the double shut off solenoid valves and is used for automatic purging of the burner prior to shut down. Procedure for Operating the Auxiliary Boiler Fuel Oil Service System When steam is available: a) Ensure that the filters are clean. c) Supply steam heating to HFO settling tank. b) Ensure that all instrumentation valves are open. d) Open supply trace heating to the fuel oil service system pipelines. The following procedure illustrates starting from cold with the system charged with diesel oil and in a shut down condition. Set up the valves as in the following table: Position Open Open Open Open Open Open Closed Closed Open Open Open Closed Open Open Open Open Description Settling Tank Suction Quick Closing Valve D.O./H.F.O. Change Over Cock Diesel Oil Service Tank Suction Quick Closing Valve Suction Valve from Return Pipe Both F.O. Service Pump Suction Valves Both F.O. Service Pump Discharge Valves F.O. Heater Inlet Valve F.O. Heater Outlet Valve F.O. Heater Bypass Valve Inlet Valve to Pressure Control Valve Outlet Valve from Pressure Control Valve Boiler Pressure Control Valve Bypass Valve Inlet Valve to Boiler Burner Before Solenoid Valves Boiler Recirculating Valve Boiler Inlet Valve to Pressure Control Valve Boiler Outlet Valve from Pressure Control Valve RR39 RR40 RR38 RR7 RR35 RR36 RR47 RR67 RR57 RR49 RR64 RR41 RR42 Valve RR7 RR63 RR9 RR71

WARNING Trace heating should not be applied to sections of pipeline isolated by closed valves on the F.O. side, as damage, such as blown flange joints, could occur due the expansion of the contents. When enough pressure is available: e) Stop firing the boiler. f) Open the F.O. heater inlet and outlet valves. Shut the bypass valve. g) Manually start supplying steam to the F.O. heater. h) Operate suction change over cock RR63 to take suction from the H.F.O. settling tank. i) Operate the return change over cock RR64 to direct the returns to the H.F.O. settling tank. D.O. will now be expelled to the H.F.O. settling tank, at the same time drawing in H.F.O. from the settling tank. j) Continually raise the F.O. temperature manually. k) Change the operation of the heater steam control valve to auto by fully opening the steam inlet valve. l) When the D.O. has been expelled, operate the return change over cock to direct the return oil to the return pipe. H.F.O. is now circulating through the system. The boiler is now ready for firing on H.F.O. using steam atomising. The boiler is designed to operate and remain on standby using H.F.O. Change over to D.O. is only necessary when maintenance is required and for long periods of shut down, such as refit. m) After the boiler is firing on H.F.O. put the other F.O. pump on auto start. (Note ! Change over to H.F.O. can take place while still firing the boiler. The recirculating line would remain lined up to the air separator and the fuel would change over by normal usage. However, this could lead to unstable flame conditions due to incorrect temperature settings at the heater.) WARNING Do not change to steam atomising until the system is charged with H.F.O.
Set to Return Pipe Return Line Change Over Cock Open Open Pilot Burner Pump Suction Valve Pilot Burner Pump Discharge Valve
Procedure to Start Up the Boiler F.O. Service System and Change Over to H.F.O. a) Start one boiler fuel oil pump. b) Flash up the boiler on D.O. using atomising air.
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Exhaust to Funnel

Illustration 2.6.4a Incinerator F.O. Service System
Flue Gas Fan
D.O. Tank For Incinerator
Flue Gas Damper

XA
QU1 PI
PI
QU2
Pilot Diesel Oil Supply Pump 80 litre/hour M
PI
Combustion Chamber
From F.O. Transfer Pump
QU5
QU4
QU8 Sludge Tank
From Steam System in E/R QU7
Sludge Supply Pump QU6 QU3 To F.O. Sludge tank
Key
Sludge D.O. System Steam
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2.6.4 Incinerator Fuel Oil Service System
The incinerator burner is supplied with D.O. from an independent D.O. service tank. It is used to burn garbage and to assist the burning of waste oil which is injected through a rotary cup burner. A sludge oil tank for the incinerator collects the waste oil from the various tanks around the E.R. and supplies the incinerator sludge burner. The sludge transfer pump supplies the incinerator sludge oil tank. The pump also discharges to the shore connections and cargo residual tank connections. The sludge pump can take suction from: F.O. sludge tank L.O. sludge tank L.O. drain tank Bilge tank Seawater main F.O. drain tank The sludge pump discharges to: F.O. Sludge tank Shore/residual tank connection Port No.2 H.F.O. tank Incinerator waste oil tank Procedure for Transferring Waste Oil to the Incinerator Waste Oil Tank a) All valves are closed. b) Open supply steam to the heating coils of the tanks to be transferred. c) Open supply steam to the steam tracing lines. j) Shut off steam tracing. d) Open one set of the following suction valves in the table opposite. k) When the line has cooled shut all isolating valves. h) Shut off the steam heating of the tank being discharged when it is empty. i) Open supply steam heating to the incinerator waste oil tank. Closed Closed Closed f) Set up the remaining valves as in the table below. Position Open Description Sludge Pump Discharge Valve to Incinerator Waste Oil Tank Discharge to shore/residual tank connection Discharge to F.O. Sludge tank Discharge to Port No.2 H.F.O. tank Valve QR30 QR31 QR27 QR29 Description F.O. Sludge Tank Pump Suction from F.O. Sludge Tank F.O. Drains Tank Pump Suction from F.O. Drains Tank L.O. Sludge Tank Pump Suction from L.O. Sludge Tank Clean Bilge Tank or Dirty Bilge Tank Pump Suction from Bilge Tanks L.O. Drains Tank Pump Suction from L.O. Drain Tank. e) Ensure sludge pump suction filter is clean. Valve QR75 QR25 QR75 QR32 QR76 QR33 QR65 QR77 QR34 QR66 QR35
g) Start the sludge pump and fill the incinerator waste oil tank.
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Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds AT17 AT18
AT15
AT16
AT11
AT12
AT109
AT108 AT2 AT3 AT111
AT4
AT5 AT6
No.1 H.F.O. Tank Port 217.7 m3 No.2 H.F.O. Tank Port 411.0 m3
No.1 H.F.O Tank Starboard 217.7 m3
H.F.O. Minor Tank Starboard 153.7 m3

QR7 QR8 QR24
No.2 H.F.O. Tank Starboard 346.9 m3
QR10 QR9
AT107
D.O. Tank Port 55.1 m3

AT7 QR14 QR15
QR23
D.O. Tank Starboard

AT8
74.4 m3
QR28
QR40
F.O. Transfer Pump 50m3/h

P
QR13 QR12 QR19 P
QR81
To F.O. Overflow Tank
H.F.O. Settling H.F.O. Service Tank 51.2 m3 Tank 38.4 m3

QR37 QR36
D.O. Transfer Pump 50m3/h

PV PV
D.O. Service Tank 33.7 m3

To D.O. Tank (Port)
Key
QR1 QR18 QR39
To H.F.O. Purifier Pump
QR44
From F.O. Overflow Tank

QR6
To D.O. Purifier Pump

QR17 QR38
Heavy Fuel Oil Diesel Oil
QR11 QR16
QR41
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2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
Fuel Oil System No.1 H.F.O. Tk (P) Introduction Fuel oil, for all purposes on board the ship, is stored in four fuel oil bunker tanks located forward of the engine room. There are two on the port side and two on the starboard side. From the storage tanks, fuel oil is transferred to a fuel oil settling tank, where it is allowed to settle prior to being purified into the fuel oil service tank. Fuel oil is supplied to the main engine and generator engines from the fuel oil service tank. The boiler is supplied direct from the settling tank. The fuel oil storage tanks are filled from fuel oil bunkering line connections located at the cargo manifold. The bunkering line is fitted with a relief valve, which discharges into No. 1 fuel oil overflow tank. The fuel oil transfer pump is located forward on the engine room floor and is used to transfer fuel oil from the storage tanks to the settling tanks at a rate of 45 m3/h and a pressure of 4.0kg/cm2. It is possible to use the diesel oil transfer pump for fuel oil service, and vice versa in an emergency. The spectacle pieces separating the suction lines and discharge lines are normally in the blanked position. Fuel oil is transferred to the service tank by the F.O. purifiers. The overflow tank is fitted to collect the overflow from the settling tank in the event of overfill. The service tank overflows to the settling tank. The fuel oil transfer pump is used to pump the contents of the fuel oil overflow tank to the fuel oil bunker tanks or settling tank. The fuel oil can be transferred from one storage tank to another for trim or other purposes, using the transfer pump and the bunkering line. The service tank can be drained using the transfer pump. All outlet valves from all fuel tanks are remote operated quick closing valves, with a collapsible bridge which can be pneumatically operated from the fire control station. After being tripped from the fire control station the valves must be reset locally. Each tank is also fitted with a self closing test cock to test for water and to drain any water present. Tundishes under the self closing test cock drain any liquid to the waste oil tank. All tanks are provided with local temperature indication, plus remote level indication in the control room. The tanks also have an overfill alarm. All fuel oil tanks are fitted with heating coils - heating steam being supplied at 7kg/cm2 from the heating steam system. Condensate from the heating coils flow to the cascade tank via an oil detector and observation tank. All fuel oil transfer lines are trace heated by steam also at 7kg/cm2. No.1 H.F.O. Tk (S) No.2 H.F.O. Tk (P) No.2 H.F.O. Tk (S) H.F.O. Minor Tk H.F.O. Sett.Tk (P) H.F.O. Serv.Tk (P) F.O. Overflow Tk (P) F.O. Drain Tk (P) F.O. Sludge Tk (Ctr) Heavy Fuel Oil Tanks Compartments Location Frame 42-44 42-44 36-42 36-42 36-42 36-39 36-39 34-38 34-36 37-38 Total Capacities (m3) Full 217.7 217.7 411.0 346.9 153.7 51.2 38.4 21.8 6.2 21.6 1486.1 98% Full 213.3 213.3 402.7 340.0 150.6 50.2 37.7 21.3 6.1 21.1 1456.4

h) Level alarms fitted to bunker tanks should be tested prior to any bunker loading operations. i) Verify that all lines are sound, by visual inspection. j) Complete pre-transfer check list. k) All personnel involved should be aware of the contents of the Chief Engineers bunker loading plan. l) The Chief Engineer is responsible for bunker loading operations, assisted at all times by a sufficient number of officers and ratings to ensure the operation is carried out safely. m) A watch should be kept at the manifold during loading. n) Personnel involved in the operation should be in radio contact. o) The maximum design pressure in the bunker line should not be exceeded. p) Safe means of access to barges / shore shall be used at all times. Preparation and Procedure for Loading and Transfer of Bunkers Before and during bunkering, the following steps should be complied with: The purpose of the following procedure is to ensure that bunkers of the correct specification and agreed quantity are received on board in a safe and efficient manner. a) Shore and barge tanks should be checked for water content. b) Representative samples are to be drawn using the continuous drip method for the duration of the loading operation and dispatched for analysis. c) Where possible new bunkers are to be segregated on board prior to use until results of laboratory analysis are received. d) No internal transferring of bunkers should take place during bunker loading operations, unless permission has been obtained from the Chief Engineer. e) The Chief Engineer should also calculate the estimated finishing ullages / dips, prior to the starting of loading. f) Bunker tanks should not exceed 98% full. g) Any bunker barges attending the vessel are to be safely moored alongside before any part of the bunker loading operation begins. t) Loading should start at the agreed minimum loading rate. Only upon confirmation of no leakage and fuel (only) going into the nominated tanks, should the loading rate be increased. u) When topping off, the flow of oil to the tank in question should be reduced by diverting the flow of oil to another tank. In the case of the final tank, the loading rate should be reduced to the agree minimum at least 20 minutes before the finishing ullage is reached. ! CAUTION At least one bunker tank filling valve must be full open at all times during the bunkering operation. Relevant information to be entered in the Oil Record Book on completion of loading. q) Scuppers and savealls (including those around bunker tank vents) should be effectively plugged. r) Drip trays are provided at bunker hose connections. s) Oil spill containment and clean up equipment must be deployed and ready for use.
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Procedure to Load Bunkers from Shore/Barge a) At the bunker connection to be used, remove the blank and connect the bunkering hose. b) Ensure that the blank on the other bunkering connections are secure and that the valves are closed, and drain and sampling valves closed. Also the drip tray is empty and drain closed. c) Open the filling valve(s) on the fuel oil storage tanks to be filled as shown below: Description No.1 Port H.F.O. Bunker Tank No.2 Port H.F.O. Bunker Tank No.1 Starboard H.F.O. Bunker Tank No.2 Starboard H.F.O. Bunker Tank H.F.O. Minor Tank Valve AT2 AT3 AT5 AT6 AT4 a) At the tank to be transferred from, open the self- closing test cock to test for the presence of water, and then close it again when all water has been drained. b) Open the suction valves (as shown below) from the storage tank to be transferred: Description H.F.O. Overflow Tank No.1 Port H.F.O. Bunker Tank No.2 Port H.F.O. Bunker Tank No.1 Starboard H.F.O. Bunker Tank No.2 Starboard H.F.O. Bunker Tank H.F.O. Minor Tank Master Valve for Bunker Tanks Settling Tank Service Tank Valve QR68 QR9 QR10 QR8 QR24 QR7 QR5 QR6, QR41 & QR37 QR6, QR44 & QR36 k) Repeat above until only two tanks remain open, then signal to shore to reduce the pumping rate. l) When down to the final tank, signal to shore to further reduce the flow rate until the tank is full and then signal to stop. m) Close the valve at the bunkering connection. n) Open the vent at the bunkering connection and allow the hose to drain back to the supplier. o) Disconnect the hose connection and replace the blank. p) Close the tank filling valves. To Transfer Fuel Oil using the Fuel Oil Transfer Pump

h) Stop the pump when the required amount of oil has been transferred. i) Close all valves at the end of the operation. To Transfer Fuel Oil Using the Diesel Oil Transfer Pump a) Rearrange the spectacle pieces in the discharge and suction crossover lines between the diesel oil and fuel oil pumps to the open position. b) Open the diesel oil transfer pump suction valves QR18 and QR11. c) Open the diesel oil transfer pump discharge valves QR19 and QR15. d) Open the selected storage tank suction valve. e) Open the selected tank inlet valve. f) Ensure all diesel tank inlet valves are closed.
d) Open the valve at the selected bunkering connection at the cargo manifold and the aft isolating valve.as shown below: Description Port Forward Manifold Valve Starboard Forward Manifold Valve Port Aft Manifold Valve Starboard Aft Manifold Valve After Deck Isolating Valve Valve AT17 AT18 AT15 AT16 AT109
g) Start the diesel oil transfer pump and follow the previous procedures.
e) Establish effective communication between the control room and the bunkering station. f) Signal to the bunkering station to commence bunkering fuel oil at a slow rate. g) Check the ship to shore connection and pipeline for leaks. h) Check that fuel oil is flowing into the required fuel oil storage tank(s) and not to any other tank. i) Speed up bunkering to the agreed maximum rate. j) As the level in the first fuel oil storage tank approaches 95%, close in the filling valve to top up the tank slowly, then close the filling valve completely when the required level is reached.
! CAUTION Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior to restoring it to diesel oil service. This can be achieved by opening the diesel oil suction, and then pumping for a few moments with a discharge to the fuel oil tanks open. Before starting the pump to transfer diesel oil, make absolutely sure that all discharges to the fuel oil system are securely closed and spectacle pieces in the suction and discharge are restored to the closed position.
c) Open the discharge valve QR14 to the settling tank. d) Open the fuel oil transfer pump suction valve QR1. e) Open the fuel oil transfer pump discharge valve QR12. f) Start the fuel oil transfer pump. g) Check that fuel oil is being correctly transferred, i.e. that it is being transferred from the required storage tank to the designated destination.
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Diesel Oil System Introduction Diesel oil for all purposes on board the ship is stored in two diesel oil storage tanks located at either side of the engine room. From the storage tanks, D.O. is transferred to the diesel oil service tank, using the D.O. purifier or transfer pump. D.O. can be supplied to the main engines, generator engines and boiler from the D.O. service tank. The inert gas system, incinerator and emergency generator tanks can be filled from the diesel oil service tank using the transfer pump or from the main storage tanks using the purifier. The diesel oil storage tanks are filled from a diesel oil bunkering line located at the cargo manifold. The diesel oil transfer pump is located forward on the engine room floor and is used to transfer D.O. from the storage tanks to the service tanks at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to use the fuel oil transfer pump for diesel oil service, and vice versa. The D.O. service tank overflows to the port D.O. storage tank. Diesel Oil Tanks Compartments Location Frame D.O. Service Tk D.O. Storage Tk (P) D.O. Storage Tk (S) 33-36 21-42 21-42 Total Capacities (m3) Full 33.7 55.1 74.4 163.3 98% Full 33.0 54.0 72.9 159.9 Description Port Manifold Valve Starboard Manifold Valve Valve AT11 AT12 Preparation for the Operation of Loading Diesel Oil The procedures for loading D.O. is the same as that previously described for H.F.O. To Load Bunkers from Shore/Barge At the bunker connection to be used, remove the blank and connect the bunkering hose. Arrange a drip tray beneath the connection. a) Ensure that the blank on the other bunkering connections are secure and that the valves are closed, also ensure that the drain and valves closed. b) Open the filling valve(s) on the diesel oil storage tanks to be filled. Description Port Storage Tank Filling Valve Starboard Storage Tank Filling Valve Valve AT7 AT8

k) When down to the final tank, signal to shore to further reduce the flow rate until the tank is full and then signal to stop. l) Close the valve at the bunkering connection. m) Open the vent at the bunkering connection and allow the hose to drain back to the supplier. n) Disconnect the hose connection and replace the blank. o) Close all tank filling valves. To Transfer Diesel Oil using the Diesel Oil Transfer Pump a) Open the suction valve from the storage tank to be transferred. Description Port D.O. Storage Tank Starboard D.O. Storage Tank Secondary Valve from Storage Tanks D.O. Service Tank b) Open the inlet valve of the tank to be filled. c) Open the diesel oil transfer pump suction valve QR18. d) Open the diesel oil transfer pump discharge valve QR23. e) Start the diesel oil transfer pump. f) Check that diesel oil is being correctly transferred, i.e. that it is being transferred from the required storage tank to the designated destination. g) Stop the pump when the required amount of oil has been transferred. h) Close all valves. Valve QR28 QR40 QR16 QR39, QR 38 & QR17
c) Open the valve at the bunkering connection at the cargo manifold.
All outlet valves from all diesel tanks, apart from double bottom tanks, are remote operated quick closing valves with a collapsible bridge which can be pneumatically operated from the fire control station. After being tripped from the fire control station the valves must be reset locally. Each tank is also fitted with a self-closing test cock to test for water and to drain any water present. Tundishes under the self closing test cock, drain any liquid to the waste oil tank. All tanks are provided with temperature indication, plus remote level indication in the control room.
d) Establish effective communication between the control room and the bunkering shore station. e) Signal to the shore station to commence bunkering diesel oil at a slow rate. f) Check the ship to shore connection and pipeline for leaks. g) Check that diesel oil is flowing into the required diesel oil storage tank(s), and not to any other tank. h) Speed up bunkering to the agreed maximum rate. i) As the level in the first diesel oil storage tank approaches 95%, close in the filling valve in order to top up the tank slowly, then close the filling valve completely when the required level is reached. j) Repeat above until only two tanks remain open, then signal to shore to reduce the pumping rate.
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Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
N.C. SR56 SR57
SR55
Heater
SR54
Heater
SR53
Heater D.O. Service Tank (33.7 m3) H.F.O. Settling Tank (51.2 m3) H.F.O. Service Tank (38.4 m3)
PI
PI
PI
SR32 To F.O. Transfer System SR61
SR31
SR30
TTI
SR61
TTI
TI
To F.O. Drains System
TTI TTI TI
TTI
SR58
TT2
TI
SR1 SR3 SR2 SR4
SR11 SR14 SR12 SR13
SR20 SR23 SR21 SR22 SR29 SR6 SR28 To F.O. Transfer Pump
SR15
SR24
PS PS P
To D.O. Transfer Pump
PS PS WM
P WM
PS PS
SR5
D.O.. Purifier P No.1 F.O. Purifier P
SR16
No.2 F.O. Purifier
WM
SR25
P
D.O. Purifier Pump
F.O. Purifier Pump

P P
F.O. Purifier Pump

P
SR19
SR51
SR9
SR50
SR18
SR49
SR27
Key
Fuel Oil Marine Diesel Oil
F.O. Sludge Tank

(21.6 m3)
SR58
To Clean Bilge Water Tank
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To Transfer Diesel Oil using the Fuel Oil Transfer Pump ! CAUTION Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to using it on diesel oil service. This can be achieved by opening the diesel oil suction and then pumping for a few moments with a discharge to the fuel oil tanks open. Before starting the pump to transfer diesel oil, make absolutely sure that all discharges to the fuel oil system are securely closed. a) Rearrange the blanks in the crossover, between the D.O. and H.F.O. pump discharge and suction connections, to the open position. b) Open the H.F.O. transfer pump suction valves QR11 and QR1. c) Open the H.F.O. transfer pump discharge valves QR12 and QR15. d) Start the H.F.O. transfer pump and follow the previous procedure. Preparation for the Operation of the F.O. Purifier System a) Transfer oil to the settling tank using the transfer pump. b) Check the level of oil in all F.O. tanks. c) Open the self closing test cock on the settling tank, and then close it again when all water and sediment has drained. d) All valves in the purifier system should be closed. e) Open the valves as shown in the table below depending upon the services selected, purifier selected, heater selected and F.O. feed pump selected. Normal operation is carried out using either No.1 or No.2 purifier with associated heater and feed pump. The suction is taken from the settling tank and discharged to the service tank. Flow should be regulated to maintain the level in the service tank with the main and auxiliary engines in use. Operation of the H.F.O. Purification System

No.2 Purifier Heater Inlet Valve No.2 Purifier Inlet Valve No.2 Bypass Valve to F.O. Settling Tank Recirculating Inlet Valve to F.O. Settling Tank No.2 Recirculating Valve to F.O. Settling Tank No.2 Purifier Outlet Valve SR21 SR20 SR22 SR57 SR23 SR24
(Note ! By operating the crossover valves the above configuration can be altered.) b) Open the instrument air supply to the purifier to be used. c) Ensure the purifier brake is off and the purifier is free to rotate. d) Ensure that the correct gravity disc is fitted. e) Check the purifier gearbox lubricating oil level is correct. f) Check that the strainers are clean.
2.7.2 Fuel Oil and Diesel Oil Purifying System

No. of sets: Capacity: 3 2.025 litres/h
a) With all valves in the system closed, open the valves listed below. g) Supply tracing steam to the pipelines in use. Description No.1 Purifier and No.1 feed pump in use F.O. Settling Tank Outlet Valve Line Valve to Purifiers No.1 Purifier Feed Pump Suction Valve No.1 Purifier Feed Pump Discharge Valve No.1 Purifier Heater Inlet Valve No.1 Purifier Inlet Valve Three purifiers are supplied with one purifier designated as the D.O. purifier and two as the H.F.O. purifiers. The three purifiers can be used for H.F.O. or D.O. duty by changing over spectacle pieces. The centrifugal purifiers are automatically controlled with self-discharging of sludge to the fuel oil sludge tank. The bowls of the purifiers are sealed using water from the domestic fresh water system. The same water source is used to flush the sludge from the bowl when the automatic control mechanism switches the purifier to cleaning mode. The purifiers and their supply pumps are all locally operated, although they are remotely monitored. The purifiers, pumps and heaters are all located in the purifier room. No.1 Bypass Valve to F.O. Settling Tank Recirculating Inlet Valve to F.O. Settling Tank No.1 Recirculating Valve to F.O. Settling Tank No.1 Purifier Outlet Valve No.2 Purifier and No.2 feed pump in use F.O. Settling Tank Outlet Valve Line Valve to Purifiers No.2 Purifier Feed Pump Suction Valve No.2 Purifier Feed Pump Discharge Valve QR37 SR29 SR27 SR25 The purifier will run through the start up sequence, including a sludge discharge, before going on line. o) When the purifier has run up to speed and the temperature of the F.O. is satisfactory, press the auto start button. QR37 SR29 SR18 SR16 SR12 SR11 SR13 SR57 SR14 SR15 k) Open the domestic fresh water supply to the fuel oil purifiers. l) Open the flushing and operating water supplies to the purifier to be used. m) Switch on the control panel of the purifier to be used. n) Start the purifier to be used. j) Set the steam temperature control valve to the required temperature. i) Slowly open the steam supply to the heater to be used. Close in the valve SR13 or SR22. This will force the F.O. to circulate through the heater and the purifier by means of a the three-way control valve, back to the settling tank. Valve h) Start the purifier feed pump to be used. Oil will circulate back to the settling tank.
Each fuel oil purifier has a feed pump and heater, and there are cross connections, which allow the feed pumps, heaters and purifiers to be used in any configuration. The purifier feed pumps take suction from the settling tank and discharge through the heat exchanger to the purifier and then to the fuel oil service tank. The heater uses steam at 7 kg/cm2 to heat the fuel oil up to a temperature of 98C using a temperature control loop which controls the steam supply to the heater. A control valve at the inlet to the purifier diverts the fuel oil back to the heater inlet while the oil is heating up and until the purifier is ready for use.
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The purifier inlet recirculating valve should now change position and supply F.O. to the purifier bowl. Flow can be regulated using the recirculating valves SR13 or SR22 on the feed pump discharge. p) Check that the purifier is operating correctly and that there is adequate throughput. q) Ensure that there is no abnormal discharge from the water outlet or sludge discharge. r) Ensure the water outlet alarm is set correctly, allowing only nominal water discharge. If set incorrectly, loss of seal will cause F.O. loss. The purifier will now operate on a timer, discharging sludge at preset intervals. To stop the purifier a) Press the auto-stop button on the control panel. The purifier will commence the shut-down sequence and then stop. b) Apply the brake during run down period. c) Shut off the tracing steam. d) Shut off the steam supply to the heater. e) Stop the feed pump. f) Shut off the water supplies. g) Shut all valves when the pipeline contents have cooled. D.O. Purification System With all valves in the system closed, open the valves listed below. Description D.O. Settling Tank Outlet Valve D.O. Purifier Line Suction Valve D.O. Purifier Feed Pump Suction Valve D.O. Purifier Feed Pump Discharge Valve D.O. Purifier Heater Inlet Valve D.O. Purifier Inlet Valve D.O. Bypass Valve to D.O. Settling Tank Recirculating Inlet Valve to D.O. Settling Tank D.O. Recirculating Valve to H.F.O. Settling Tank D.O. Purifier Outlet Valve Valve QR39 SR08 SR09 SR02 SR62 SR01 SR04 SR63 SR03 SR05
Operate the D.O. purification system as above without using trace heating and steam preheating. The D.O. purifier can be operated using F.O. by altering the three spectacle pieces and changing the gravity disc. When changing back to D.O., ensure the lines are flushed back to the F.O. settling tank before resetting the spectacle piece on the recirculating line.
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Illustration 2.8.1a Main Engine Lubricating Oil System

RS16
TIC
M/E Auto Back Flushing L.O. Filter

RS1 TI RS17 RS23 TI
Cylinder L.O. Pump Cyl. Oil Service Tank RS32 RS33 P V
RS34
RS35
Camshaft L.O. Cooler
RS2 TI
RS3 Camshaft L.O. Auto Back Flushing Filter

P
M/E L.O. Cooler
RS18 TI
RS25 RS24
RS51
RS4 RS5
RS13
RS20
RS19
RS21 RS43 RS44 RS45 RS36 No.2 Cyl. L.O. Storage Tank
(20.0 m3)
Bypass Filter RS14 To L.O. Drain Tank
RS22
No.1 Cyl. L.O. Storage Tank

(20.0 m3)
RS36
To L.O. Drain Tank

PI PS
RS15
PS RS28
To L.O. Drain Tank RS7 RS8 Camshaft L.O. Pumps No.2 Main L.O. Pumps 165 m3/h
RS29
Key
PI
RS38
C.J.C. Filter Unit For Stuffing Box
Lubricating Oil
No.1
RS39 M/E L.O. Sump Tank LAL
RS9
RS10
C.J.C. Filter Unit For Camshaft P PS
To L.O. Drain Tank RS12
RS11
LAH M/E Camshaft L.O. Sump Tank To L.O. Drain Tank
Stuffing Box Drain Tank
Stuffing Box Circulating Tank
LAH
Main Engine Scavenge Air Box Drain Tank RS30
To L.O. Drain Tank
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2.8 Lubricating Oil Systems
2.8.1 Main Engine Lubricating Oil System
The Main Engine has its own lubricating oil systems, described as follows: There are three separate lubricating oil systems: 1. Main lubricating oil system, which supplies lubricating oil under pressure from the sump to the crankshaft and crosshead bearings. It also supplies cooling oil to the piston cooling spaces and turbocharger bearings. 2. Camshaft lubricating oil system, which supplies oil under pressure to the camshaft bearings. 3. Cylinder oil system, which lubricates the cylinders and piston rings. It is a once through system. Main Lubricating Oil System Main Lubricating Oil Pumps No of sets: Capacity: 2 165m3/h at 4.7 kg/cm2 Procedure for Operation of the Main Engine Lubricating Oil System a) Check the level of oil in the main engine sump and top up if necessary. b) Supply steam to the main engine sump heating coil. c) Ensure all pressure gauge and instrumentation valves are open. d) Set up valves as shown in the tables below: Position Open Open Close Open Open Open Open Close Close Open Description No.1 L.O. Pump Discharge Valve No.2 L.O. Pump Discharge Valve Line Drain to Sump L.O. Inlet Valve to Cooler L.O. Outlet Valve from Cooler Auto Filter Inlet Valve Auto Filter Outlet Valve Auto Filter Bypass Filter Inlet Valve Auto Filter Bypass Filter Outlet Valve M.E. L.O. Inlet Valve Valve RS28 RS29 RS50 RS18 RS19 RS23 RS24 RS21 RS22

Camshaft Lubricating System A separate lubricating oil system supplies lubricating oil at a rate of 98.3 l/min and at a pressure of 3.5 kg/cm2 to the camshaft bearings and cam followers and exhaust valve actuators. Two horizontal gear type pumps supply the oil through a cooler and filter to the camshaft lubricating oil supply rail. One of the two pumps will normally be running, with the other pump on standby, which will start in the event of running pump discharge pressure failure, or voltage failure. The cooler is circulated with cooling water from the central low temperature fresh water cooling system. All oil supplied to the camshaft bearings is filtered in a duplex filter. In addition to this a C.J.C. fine filter circulates oil in the camshaft lubricating oil drain tank. The camshaft L.O. drains back to the camshaft L.O. sump tank through a magnetic filter. Preparation for the Operation of the Camshaft L.O. System a) Check the level of oil in the camshaft drains tank and top up if necessary. b) Ensure all pressure gauge and instrumentation valves are open. c) Set up valves as shown in the tables below: Position Open Open Open Description No.1 Camshaft L.O. Pump Suction Valve No.1 Camshaft L.O. Pump Discharge Valve No.2 Camshaft L.O. Pump Suction Valve No.2 Camshaft L.O. Pump Discharge Valve Fine Filter Inlet Valve Fine Filter Outlet Valve L.O. Cooler Inlet Valve L.O. Cooler Outlet Valve L.O. Cooler Bypass Valve Valve RS9 RS6 RS10 RS7 RS11 RS12 RS4 RS2 RS3
Two vertical centrifugal pumps located aft of the main engine at engine room floor level, supply oil through non-return valves at a rate of 165 m3/h and a pressure of 4.7 kg/cm2. Oil is directed to all the main bearings, connecting rod and crosshead bearings plus other internal running gear, such as the camshaft chain drive, thrust bearing and turbocharger. Oil from the crosshead is supplied to the cooling spaces of the piston, and down the connecting rods to the bottom end bearings. The oil drains from the crankcase back to the L.O. sump. One of the two pumps will normally be running, with the other pump on stand-by, set to start in the event of the failure of the running pump discharge pressure, or voltage failure. The pumps discharge through a cooler where a 3-way valve controls the temperature by directing the oil through or bypassing the cooler. The oil is then passed through an automatic back flush filter before the oil is supplied to the main engine. The auto-filter automatically back-flushes itself when the pressure differential across it rises to 0.7 kg/cm2. An alarm is activated if the differential pressure reaches 0.9 kg/cm2. A bypass filter is supplied for use when the backflush filter is shut down for maintenance. Drains from all the bearings are led to the main engine sump.
e) Start one main L.O. pump. f) Put the auto backflush filter on line. g) Lubricating oil is now being supplied to the piston cooling oil spaces, crossheads and bearings turbocharger bearings. h) Supply cooling water to the L.O. cooler. i) Switch other pump to standby. j) Shut steam off the sump heating coil when the engine is in use. Stuffing Box Drain System
Open Open Open Open Open Closed
d) Supply cooling water to the camshaft L.O. cooler. Any leakage from the piston-rod stuffing box is drained to the stuffing box drain tank. When there is sufficient quantity, the oil is transferred to the adjacent circulating tank using the L.O. purifier or L.O. transfer pump. Circulation is continued through the purifier until all impurities are removed. The oil is then processed through the C.J.C. fine filter, either by circulating back to the circulating tank or to the main engine sump. e) Check the condition of the filters. f) Switch the other pump to standby operation. g) Start the fine filter circulating pump.
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Cylinder Oil System High alkaline lubricating oil is supplied to the main engine cylinders on a once through basis in order to lubricate the piston rings and to reduce wear and counteract the acidity of the products of combustion. Each cylinder of the engine is fitted with six oil injection pumps which pump a measured quantity of cylinder lubricating oil on each stroke of the engine into injection ports through the cylinder walls in order to supply oil to the running surface of the cylinder liner. The oil is injected when the piston rings are passing the injection ports on the compression stroke. The flow to the cylinders is monitored by a no-flow alarm. The oil is supplied under gravity and through filters from a daily use tank, which is topped up daily from one of the cylinder oil storage tanks. The storage tanks are filled from filling connections at the accommodation side-wall on both port and starboard side. Preparation for the Operation of the Main Engine Cylinder Lubricating Oil System a) Top up the cylinder oil storage tank. This can be done from the No.1 or No.2 storage tanks using the cylinder L.O. pump. b) Note the reading of the tank for measuring purposes. c) Set up the valves as in the table below. Position Closed Closed Closed Open Open Open Description No.1 M.E. Cylinder Oil Storage Tank Outlet Valve No.1 M.E. Cylinder Oil Storage Tank Outlet Valve Daily Use Tank Bypass Valve from Storage Tank Run Down Valve from Daily Use Tank Filter Inlet Valve Filter Outlet Valve Valve RS37 RS36 RS51 RS32 RS43 RS45 g) Ensure that all the cylinder oil injection points are receiving equal quantities.
d) Ensure the daily use tank outlet filters are clean. e) Check the consumption on a daily basis. Ensure the consumption does not drop below the manufacturer's recommendations. False economy will result in excessive piston ring and cylinder wear and sticking rings. f) Check the condition of liner and piston rings, especially during the running-in period. If there are any signs of dryness the consumption should be increased.
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Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube Head Tank
LAL
US1 N.C. US4 Forward Seal Head Tank US10

HAL
US2 US3
US11 LAL
N.C.
US7
Aft Seal Head Tank US5 PV
LAL
US12
US6 P Aft Seal Pump
US8 P Stern Tube Pump (0.5m3/h) PV US13
US31
PV
US32 US33 US33
US16 N.C. US17 N.C. US15
US31
PV
US32
Circulating Pumps (0.5m3/h)
N.C. US14 N.C. N.C. US9 LAL Stern Tube L.O Sump Tank To L.O. Transfer and Purifying Systems
Key
Lubrication Oil
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2.8.2 Stern Tube Lubricating Oil System
The stern tube is lubricated by its own L.O. system. The stern tube is sealed by a set of lip seals at the forward and aft end. An aft seal L.O. circulating pump feeds the oil chamber between No.2 and No.3 seal rings at the top of the chamber. The oil returns to the aft seal tank from the bottom of the chamber.The tank overflows back to the sump tank. The head of the seal tank is sufficient to prevent ingress of sea water. The aft seal header tank is filled from the stern tube header tank. The forward seal is naturally circulated through its own header tank and is separate from the main stern tube system. The stern tube bearing has its own L.O. circulation system in order to keep the bearing both lubricated and clean. The header tank is filled from the stern tube L.O. tank using the stern tube transfer pump. The header tank overflows to the stern tube sump tank via a sight glass. This tank has a suction to the L.O. purifier or L.O. transfer pump for purification direct or transfer to the M.E. L.O. settling tank. The purifier discharges back to the sump tank. The L.O. tank can be topped up from the M.E. L.O. storage tank, or can be drained during refit. Procedure for the Preparation of the Stern Tube L.O. System a) Ensure that all instrumentation valves are open. b) Set valves as shown in the tables below: Aft Seal Position Open Closed Open Open Closed Closed Description Aft Seal Circulating Pump Discharge Valve Aft Seal Circulating Pump Bypass Valve Aft Seal Circulating Pump Suction Valve Aft Seal Return Valve Header Tank Filling Valve Drain from Tank Valve US6 US7 US5 US8 US4 US9 The system is continuously operated, as above, both in port and at sea. g) Take sample for analysis from the sampling cock at regular intervals. Forward Seal Position Open Open Stern Tube Position Open Closed Open Open Open Closed Description Outlet Valve from Sterntube Header Tank Drain to L.O. Sump Tank Inlet to Stern Tube Outlet from Stern Tube Inlet to Stern Tube Header Tank Drains from Stern Tube Valve US3 US14 US16 US1 US2 US15 & US17 Description Outlet from Forward Seal Header Tank Inlet to Forward Seal Header Tank Valve US10 US11
c) Start the aft seal circulating pump. Stern Tube Bearing Circulating System Position Open Open Open Open Description Inlet to filters Outlet from filters Both Circ. Pumps Suction Valves Both Circ Pumps Discharge Valves Valve US33 US33 US32 US31
d) Start one circulating pump and place the other on automatic start. e) Check the L.O. tank level by operating the self-closing valves at the top and bottom of the tank gauge glass. If necessary replenish the tank by supplying L.O. from the stern tube L.O. tank via the stern tube transfer pump. f) Check the system for water at regular intervals.
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Illustration 2.8.3a Lubricating Oil Purifying System
From L.O. Transfer Pump
P TI P
TI
TI
SS41 QS4
A/E L.O. Sump Tank
A/E L.O. Storage Tank (11 m3) QS1 QS2
M/E L.O. Settling Tank (13 m3)
M/E L.O. Storage Tank (30 m3) QS3
No.1 M/E Purifier L.O. Heater
SS38
No.2 M/E Purifier SS39 L.O. Heater
A/E Purifier L.O. Heater
SS40
SS35 SS42 QS5 A/E L.O. Sump Tank No.2 Auxiliary Engine A.E. L.O. Measuring Tank (200 Litres) QS41 SS43 QS6 SS44 A/E L.O. Sump Tank No.1 Auxiliary Engine QS42
SS29
SS36
SS37
QS31 To LO Drain System

SS32 SS33 SS34
SS30
SS31
Main Engine No.1 L.O. Purifier SS11 SS15
Main Engine No.2 L.O. Purifier SS20
Auxiliary Engine L.O. Purifier SS28
To L.O. Transfer Pump
To L.O. System QS21 QS20
SS12
SS13
SS14
SS19
SS16
SS17
SS18 P
A/E L.O. Purifier P Feed Pump
SS21
SS22
SS8 P P
SS9
SS45
SS46
QS29 QS40 QS30 P
No.1 M/E L.O. Purifier Feed Pump
No.2 M/E L.O. Purifier Feed Pump

P
M/E L.O. Sump Tank A/E L.O. Overflow Tank

(12.5m )
3
S/T L.O. Sump Tank

(0.5m3)
Piston Rod L.O. Tank Camshaft L.O. Tank No.1 QS26 No.2 QS27 QS28
SS1 SS2 SS3 SS4 SS5 SS6 SS7
QS25
Key
Lubricating Oil
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2.8.3 Lubricating Oil Purifying System
Main Engine L.O. Purifiers Capacity: 1000 l/h No. of sets: 2 Auxiliary Engines L.O. Purifier Capacity: 300 l/h No. of sets: 1 There are three centrifugal self-cleaning lubricating oil purifiers fitted. The two larger purifiers can be used on the main and auxiliary engines and the auxiliary services. The smaller one is used only for the auxiliary engines and the associated L.O. overflow tank. The purifiers can be run simultaneously on different services. They can be used for batch purification, or for continuous purification. The auxiliary engine sumps would normally be purified during shut down of the engine. A purifier will normally be in use on the main engine sump while the main engine is running. The lubricating oil purifiers are supplied by L.O. feed pumps through a heater. The purifiers and heaters are both located in the purifier room. Instrument air is supplied to the purifiers to control the supply of oil to the bowl and the automatic discharge facility. Domestic fresh water is supplied for sealing and flushing purposes. The purifiers take suction via the L.O. feed pumps and discharge to the following systems: Main engine system settling tank Main engine lubricating oil sump tank Piston rod L.O. circulating tank Auxiliary engine sumps Stern tube L.O. sump tank Camshaft L.O. tank Preparation for Batch Operation of the Purifying System a) Transfer oil to the respective settling tank using the transfer pump or prepare to circulate the selected tank. b) Check and record the level of oil in all lubricating oil tanks. c) Open the self-closing test cock on the tank in use, and then close it again when all water and sediment has drained. d) All valves in the purifier system should be closed. e) Open the valves, as shown in the table below, depending on the system and purifier selected. Issue: 1 System Discharge Valves To Main Engine Sump Open Discharge Valve to M.E. Sump SS17 Main Engine L.O. System Using No.2 separator and No.2 feed pump. Position Description Valve

Auxiliary Engines and Auxiliary L.O. System System Suction Valves Open No.2 Feed Pump Suction Valve SS6
From Main Engine Sump Open Open Purifier No.2 Feed Pump Suction Valve from M.E. Sump M.E. Sump Suction Valve SS5 SS46
From Camshaft L.O. tank Open Tank Suction Valve QS28
From Piston Rod Drain Tanks Open Open Drain Tank Suction Valve Circulating Tank Suction Valve QS26 QS27
From Stern tube L.O. Sump Tank Open Purifier Feed Pump Suction Valve from Stern tube QS29
From Stern tube L.O.Tank Open Stern Tube L.O. Tank Suction Valve QS25
From Storage and Service Tanks Open Open Open Purifier Valves Open Open Open Open Open No.2 Purifier Feed Pump Discharge Valve No.2 Purifier Heater Inlet Valve No.2 Purifier Heater Outlet Valve Purifier Flow Regulating Valve Outlet to Purifier Bypass No.2 Purifier Outlet Valve SS9 SS36 SS39 SS27 SS15 Purifier Feed Pump Suction Valve from Storage and Settling Tanks Suction Valves from Storage Tank Suction Valve from Settling Tank SS4 QS3 & QS31 QS2
From Auxiliary Engines Open No.2 Purifier Feed Pump Suction Valve from A.E. L.O. Overflow Tank SS45
Auxiliary Engines Sumps Open Open Open No.1 A.E. Sump Suction Valve No.2 A.E. Sump Suction Valve No.3 A.E. Sump Suction Valve QS6 QS5 QS4
To Auxiliary Engines L.O. Sumps Open Open Open Open No.2 Purifier Discharge Valve to A.E. Inlet to No.1 A.E. Sump Inlet to No.2 A.E. Sump Inlet to No.3 A.E. Sump SS19 SS43 SS42 SS41
f) Open the instrument air supply to the purifier to be used. g) Ensure the purifier brake is off and the purifier is free to rotate. h) Ensure that the correct gravity disc is fitted. . i) Check the purifier gearbox oil level. j) Check that the strainers are clean. k) Start the purifier feed pump to be used. Oil will bypass the purifier by means of the three-way valve. l) Slowly open the steam supply to the heater to be used. m) Set the steam temperature control valve to the required temperature. 2.8 Lubricating Oil Systems Page 8
To Main Engine Settling Tank Open To Stern Tube Open Discharge Valve to Stern tube SS18 Discharge Valve to M.E. Settling Tank SS16
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n) Lubricating oil will now be circulating through the heater to the tank selected. o) Open the domestic fresh water supply to the lubricating oil purifiers. p) Open the flushing and operating water supplies to the purifier to be used. q) Switch on the control panel of the purifier to be used. d) Stop the feed pump. r) Start the purifier to be used. e) Shut off water supplies. s) When the purifier has run up to speed, press the separator control start button. The purifier will run through the start up sequence, including a sludge discharge, before going on line. The heater outlet recirculating valve should now change position and supply lubricating oil to the purifier bowl. Flow can be regulated using the bypass valves (SS27 for No.2 purifier and SS26 for No.1 purifier). t) Check that the purifier is operating correctly and that there is adequate throughput. u) Ensure that there is no abnormal discharge from the water outlet or sludge discharge. v) Ensure the water outlet alarm is set correctly allowing only nominal water discharge. If set incorrectly, loss of seal will result in L.O. loss. The purifier will now operate on a timer, discharging sludge at preset intervals. f) Shut all valves. Procedure to stop the purifier: a) Press the auto-stop button on the control panel. The purifier will commence the shut-down sequence and then stop. b) Apply the brake during the run-down period. c) Shut off steam supply to the heater.
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Illustration 2.8.4a Lubricating Oil Transfer System
A/E L.O. Sump Tank QS4
Key
A/E L.O. Sump Tank QS5 No.2 Auxiliary Engine
Lubricating Oil
M/E L.O. Settling Tank

(13 m3)
M/E L.O. Storage Tank

(30 m3)
QS2
QS3
QS31 A/E L.O. Sump Tank QS6
No.1 Auxiliary Engine QS9 To L.O. Purifier Feed Pump LO Sludge Tank
(15.1m3)
P To A/E L.O. Purifier Feed Pump QS13
QS11 QS12 L.O. Transfer Pump (5 m3/h)
QS15
QS17
QS18
QS19
To M/E L.O. Purifier Feed Pump
QS24
QS22 Piston Rod L.O. Tanks Camshaft L.O. Tank No.1 QS26 No.2 QS27 QS28 To M/E L.O. Purifier Feed Pump
M/E L.O. Sump Tank A/E L.O. Overflow Tank

(12.5m3)
S/T L.O. Sump Tank

(0.5m3)
QS25
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2.8.4 Lubricating Oil Filling and Transfer System
Lubricating oil is stored in the following main storage tanks, located in the engine room: Main engine L.O. Sump Tank No.1 Cylinder Oil Storage Tank No.2 Cylinder Oil Storage Tank Main engine System Oil Storage Tank System Oil Settling Tank Auxiliary Engine Storage Tank All outlet valves from all lubricating oil tanks are remote quick-closing valves with a collapsible bridge, which can be pneumatically operated from the fire control station. After being tripped from the fire control station the valves must be reset locally. Each tank is also fitted with a self-closing test cock to test for the presence of water and to drain any water present. Lubricating oil is run down from these tanks to the main engine, generator diesel engines and other machinery services. The settling tank is used to allow the contents of the main engine to be transferred prior to being centrifuged back to the sump or recirculated back to the settling tank. The auxiliary engines can be drained to the Auxiliary Engine L.O. overflow tank for batch purification. Heating coils are fitted to the lubricating oil settling tanks. All storage tanks are filled from connections on both sides of the upper deck - one for each grade of oil. The lubricating oil transfer pump is used to transfer lubricating oil from one part of the ship to another. Its duties include batch transfer of lubricating oil from the main and auxiliary engine sumps to the lubricating oil settling tanks prior to batch purification. The pump can take suction from: Main engine sump Stern tube lubricating oil drain tank Auxiliary engine sumps Auxiliary engine lubricating oil overflow tank Auxiliary engine lubricating oil storage tank Main engine lubricating oil settling tank Main engine lubricating oil storage tank L.O. drain tank Open Open Piston rod drain tank Piston rod circulating pump Camshaft L.O. tank The pump discharges to: L.O. sludge tank Main engine lubricating oil settling tank. ! CAUTION Extreme care must be taken when transferring or purifying lubricating oil to ensure that main engine oil and generator diesel engine oil do not become mixed. The setting of all valves must be checked prior to starting operations so that oil will only be pumped or purified from the intended source and to the intended destination. Preparation for the Transfer of Lubricating Oil by Transfer Pump a) Check and record the level of oil in all lubricating oil tanks. b) Check all tank suction and filling valves are closed. c) Check the suction filter is clean. d) Open the suction valve(s) from the relevant source: Position Description Valve Open Open

From L.O. Drain Tank Pump Suction Valves from L.O. Drain tank L.O. Drain tank Suction Valve QS16 QS23
From Auxiliary Systems Open Open Pump Suction Valve from Auxiliary Systems Stern tube L.O. tank Suction Salve or Piston Rod L.O. Drains Tank Suction valve or Piston Rod L.O. Circulating Tank Suction Valve or Camshaft L.O. Tank Suction Valve e) Open the Discharge Valve(s) to the relevant tank: Open Open Inlet Valve to M.E. Settling Tank Inlet Valve to L.O. Sludge Tank QS9 QS11 QS27 QS28 QS26 QS18 QS25
f) Start the L.O. transfer pump. g) Ensure that oil is being correctly transferred. h) When the required quantity of oil has been transferred, stop the pump and close all valves. i) Check and record the levels in all lubricating oil tanks and record the amount of oil transferred.
Auxiliary Engines L.O. System Open Open Pump Suction Valve from A.E. System No.1 A.E. Sump Suction Valve or No.2 A.E. Sump Suction Valve or No.3 A.E. Sump Suction Valve or A.E. Overflow Tank Suction Valves QS19 SS43 SS42 SS41 QS15 & QS22
From Main Engine Storage Tanks Open Pump Suction Valves from M.E. Storage Tank or Settling Tank Suction Valve From Main Engine Sump Pump Suction Valves from M.E. Sump M.E. Sump Suction Valve QS17 QS24 QS19, QS31 & QS3 QS2
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Illustration 2.9.1a Engine Room Bilge System

L.O Sludge F.O Tank Sludge QD104? Tank
Aft of The Sea Chest
QD3
QD76
QD77
QD78
Bilge Alarm
QD45 QD83
QD104?
QD79
To Bilge Well
Bilge Water Separator
P
QD105
QD84 QD85
Port Forward Bilge Well
Key
Sea Water
QD80
To Sea Water Cooling System
QD32 QD20 QD36
QD33 LAH
Bilge Water
QD82
QD86
QD38
Fresh Water
QD101 QD17 Fuel Oil Sludge Tank
PI
QD7 Bilge Water Pump 5 m3/h
To Shore Connection of Sludge
QD34 QD30 QD37 QD36
From Fresh Water System In Engine Room

P
PI PI
Main Fire Pump 160/280 m3/h Bilge, Ballast and Fire Pump 160/280 m3/h
To Fire Main
QD39
Fresh Water Tanks Emergency Fire Pump Room QD102 QD8 QD9 QD10
QD23
From Port Forward Bilge Well
ME Air Cooler Condensate Drain Pump 3.0 m3/h
Steering Gear Room
From Ballast System
P
QD27 QD103 QD28
From SW Cross Connection Main
QD38
Aft Peak Tank

QD1
QD12
From Main Sea Water Cross Pipe
QD103 QD25
QD21 QD26
QD2
QD22
QD41 QD16
QD91 QD6
QD18 QD14
QD15
QD19 QD59 BG34 Main Cooling Sea Water Pump LAH
QD4 Bilge Well Aft LAH From Dirty Tank LAH For Both Clean and Dirty Tanks
Into Into Clean Dirty Tank Tank From Clean Tank
To Clean Well
To Dirty Well
LAH
Main Engine Air Cooler Drain Tank
Floor Plates
BM014V LAH For Both Bilge Wells
Starboard Forward Bilge Well
Emergency Bilge Suction
Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side)
Bilge Wells (Clean Tank on Port Side and Dirty on Starboard Side)
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2.9 Bilge Systems
2.9.1 Engine Room Bilge System and Bilge Separator
Introduction The following pumps supply the auxiliary seawater services and, if require, can pump bilges to the bilge tank or overboard in an emergency. Bilge, Ballast and Fire Pump No.of sets: Capacity: Main Fire Pump No.of sets: Capacity: 1 160/280 m3/h at 110/45 mth 1 160/280 m3/h at 110/45 mth A bilge water pump is supplied, which can discharge to the sludge shore discharge line and the bilge holding tank. If necessary, the bilge holding tank can be pumped either to the cargo residual tank or ashore when in port. The bilge water pump will normally discharge through the bilge water separator when at sea. This pump can take suction from: The bilge main system The sea Clean bilge holding tank Bilge Holding Tank Two vertical self-priming pumps are provided with bilge suctions for emergency use. Both pumps are equipped with a vacuum pump driven by the main pump via a friction coupling. When pressure is detected at the discharge of the pump, the vacuum pump drive is disconnected. Both pumps can pump from the port bilge well using a common direct suction. or from the following bilge main connections: Port forward bilge well Starboard forward bilge well Bilge centre Bilge well aft port Bilge well aft starboard Bilge aft well Clean bilge tank Both pumps also take suction from the sea. Both pumps discharge through a common overboard on the port side. ! CAUTION The overboard discharge is not to be used for discharging bilges unless under emergency conditions. Both pumps discharge to the fire and foam system and also to the aft peak tank. The bilge holding tank collects bilges and drains whilst in port. It is discharged through the separator when at sea. The tank is divided into two parts - one clean and one dirty. A pipe connects the bottom of the dirty tank to the top of the clean bilge tank. The bilge water pump takes suction from the clean side and the sludge pump takes water from the dirty side. Oily Water Separator Maker: Type: Blohm & Voss Turbulo Bilge Water Pump No.of sets: Capacity: 1 5m3/h at 3.3 kg/cm2

Procedure for the Operation of Pumping Bilges to the Holding Tank a) Check that the strainers and strum boxes are clean. b) Open one of the following suction valves. Description Port forward bilge well Starboard forward bilge well Bilge centre Bilge well aft port. Bilge well aft starboard Bilge aft well. Clean bilge tank. Valve QD21 QD22 QD59 QD14 QD15 QD4 QD91
c) Open the bilge water pump suction valve from the bilge main QD9. d) Open the bilge water pump discharge QD17. e) Open the bilge water pump discharge to the holding tank QD18. f) Start the bilge water pump. The pump can be primed by temporarily opening the pump sea suction valves QD10 and QD12. g) Before the bilge well in use loses suction, open the valve on another well and close the one in use. Bilge pumping should be monitored constantly, as running dry will damage the pump. h) When all wells are dry, stop the pump and close all valves.
The Turbulo separator is designed as a gravity separator, where oil is separated in two stages, using the specific gravity characteristics of the oil and water. Bilge water is drawn into the first stage, where preliminary de-oiling takes place. A coalescer provides treatment in the second stage. When oil is detected in the separator, it is automatically discharged to the sludge tank by means of a solenoid valve. A heater in the upper part of the separator assists separation. If the outlet from the separator contains an excessive oil content, it is recirculated back to the bilge holding tank by means of the automatic three-way valve. High level alarms are fitted in each bilge well. ! CAUTION The O.W.S is designed to separate oil from water not water from oil. i.e. if the discharge from the O.W.S. contains excessive amounts of oil it will render the equipment useless and result in unnecessary maintenance.
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Illustration 2.9.3a Bosun Store and Chain Locker Bilge System
Port Hawse Pipe
Port Chain Locker JX35 Forward Deck JX31
JX72 JX29
JX37 JX25 JX28 Bosuns Store Under Forward Deck
From Main Deck Fire Main
JX26 JX30
JX27 JX24
JX38 JX34 To Bow Thruster Room Starboard Chain Locker JX36
Forward Deck JX71
Starboard Hawse pipe JX31 JX32
Key
Deck Fire Water
Bilge
Bow Thruster Room Bilge
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Procedure for the Operation of Discharging the Clean Bilge Tank through the O.W.S a) Open the following valves. Description Inlet Valve to O.W.S. from: Bilge Holding Tank Bilge water pump suction Discharge valve from O.W.S. pump Overboard Discharge b) Supply power to the O.W.S. c) Check the oil content monitor by passing fresh water through the sensor. d) Check the reading and shut off the fresh water supply. . Pumping sea water through the O.W.S. and then changing the suction to the bilge holding tank can check the operation. The clean exit water will be discharged overboard. Oil contamination of 15 ppm or over will sound an alarm and automatically recirculate the discharge back to the holding tank, through the 3-way valve QD76, until the water is clean enough to discharge overboard. Any oil collected at the top of the O.W.S. will be discharged to the sludge tank. e) After completion, stop the pump and close all valves. Any oil/water remaining can be discharged by the bilge pump to the sludge discharge line by opening valve QD7. It can be pumped ashore or to the cargo residual tank by means of a portable hose. Main Cooling Sea Water Pump The No.1 main cooling water pump can also pump out the bilge via the emergency bilge suction valve, which is connected directly to the pump suction. WARNING Before any bilges are pumped directly overboard, it must first be ensured that no local or international anti-pollution regulations will be contravened except where safety of the ship or personnel is involved. QD91 QD8 QD77 QD3 The engine room bilges and the contents of the bilge holding tank should only be pumped overboard through the oily water separator system. Any oil will then be separated out and discharged to the oily bilge tank and the clean water will be discharged overboard if it is clean enough. If it is contaminated with oil, it will be diverted automatically back to the bilge holding tank. Valve At Sea In Port or Coastal Waters Any bilges which require pumping, when in port should only be pumped to the bilge holding tank using the engine room bilge transfer pump. The contents of the bilge holding tank can then be processed when the vessel is in open water.

2.9.2 Pump Room Bilge System
A bilge eductor driven by sea water from the fire main is used to drain the ballast pump room bilges. There are two suctions Those being the port and starboard pump room bilge suctions. The two pumproom bilge suctions are normally open, in case flooding of the pump room makes the valves inaccessible. High level alarms are fitted port and starboard. The bilges are normally pumped to the port slop tank. Procedure for Draining the Pump Room Bilges using the Bilge Eductor Set up the valves as in the following table: Position Normally Open Normally Open Open Open Valve Description Port Bilge Suction Starboard Bilge Suction Discharge to Port Slop Tank Eductor Sea Water Inlet Valve AD42 AD41 AD45 AD60 & AD37
Close AD60 followed by all other valves when suction is lost.
2.9.3 Bosun Store and Chain Locker Bilge System

Three bilge eductors each with a capacity of 8m3/h and driven by sea water from the fire main, are provided for the drainage of the bosuns store, chain lockers and thruster room. Each suction point is equipped with a suction filter and non-return valve. High level alarms are fitted in the bosun's store and thruster room. Procedure for the Operation of the Forward Bilge Systems a) Ensure that the suction strainers are clean and the cover joint is correctly fitted. b) Start the fire bilge and ballast pump and pressurise the fire main. c) Open the appropriate overboard discharge valve. d) Open the appropriate eductor suction valves. e) Open the appropriate eductor seawater supply valve. f) On completion, close all the above valves.
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Illustration 2.10.1a Starting Air System.
Upper Deck
Funnel Top
RK7 To Control Air System Engine Room RK112 S RK35 Main Engine B&W 5S 50MC RK87 S RK88 Safe Telephone Alarm CO2 Alarm Horn In P/R Safe Tel. Alarm For P/R RK64 Pump Room
AE062 To Scupper RK9 RK112
AE061
Key
Air PS LT Cooling Water PI No.1 Starting Air Receiver
RK60 RK100 RK99 No.2 Starting Air Receiver PI PS RK59
RK61 S RK62
RK63
RK106
RK103
RK105 No.1 Auxiliary Engine RK13
RK104
Control Air Dryer
RK53 RK102 RK99
RK52
RK49 PI No.2 Auxiliary Engine RK14 To Scupper PS PS PS RK110 RK116 No.3 Auxiliary Engine RK15 RK12 PI RK114 RK113 Oil/Water Separator Auxiliary Engine Air Reservoir RK115 Emergency Air Compressor 4.3 m3/h To Scupper No.1 Main Air Comp. 400m3/h No.2 Main Air Comp. 400m3/h No.3 Main Air Comp. 400m3/h RK3 RK2 RK1 RK48 RK11 To General Service and Control Air RK97 RK47 To Scupper RK45 RK97 RK47 RK108 RK107 PS RK51 For Low P. Alarm
RK6 To Scupper
RK5 To Scupper
RK4 To Scupper
QB14 QB13
QB12 QB11
QB10 QB9
To Scupper
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2.10 Air Systems
2.10.1 Starting Air System
Main Air Compressors c) Check the sump for water. No of sets: Type: Capacity: 3 2-Stage F.W. Cooled Piston Type 105 m3/h at a pressure of 30 kg/cm2. d) Only one reservoir should be in use at a time. The other reservoir is isolated, in order to maintain a reserve, should a pressure loss occur in the system. e) Set up valves as shown in the tables below. Nos.1, 2 and 3 Start Air Compressors Ready for Use and No.1 Start Air Reservoir in Use All valves are considered closed. Position Open Open One emergency compressor supplies the auxiliary engine starting air reservoir. This compressor is supplied from the emergency switchboard and is used to supply the auxiliary air reservoir in an emergency. Starting air to the auxiliary engines is reduced to 9 kg/cm2. The air reservoirs are supplied through an oil/water separator situated on the discharge from the compressors. Each compressor has an automatic drain on the high-pressure discharge, which opens when the compressor stops and closes shortly after the compressor runs up to speed. This allows the compressor to start and stop off load. The compressors are started and stopped by pressure switches situated on the inlet line to the main reservoirs. Starting air is supplied from the reservoirs to the main engine. The reservoirs supply air to all three auxiliary engines using a separate pipeline where the pressure is reduced to 9 kg/cm2 by one of a pair of reducing valves. The main reservoirs normally supply the auxiliary engine starting air reservoir and the auxiliary engines direct. The main compressors are cooled by the low temperature cooling water system. Switches at the local starter panel enable the compressors to be manually started and stopped. When in remote operation, they can be arranged for automatic operation from the control room. The control air system is supplied from the starting air system through one of two reducing valves and an air drier. The start air system also supplies the quick-closing valve air reservoir. The system can also be crossed over to the general service system. Issue: 1 Open Open Open Open Open Open Open Open Open Open Description No.1 Compressor Discharge Valve No.2 Compressor Discharge Valve No.3 Compressor Discharge Valve No.1 Reservoir Inlet Valve No.1 Reservoir Outlet Valve to M.E. Starting Air No.1 Reservoir Outlet Valve to Control Air System No.1 Reservoir Outlet Valve to Aux Air Reservoir Supply to Auxiliary Engines Supply to Auxiliary Air Reservoir Inlet to Auxiliary Air Reservoir Inlet Valves to all Three Auxiliary Engines Inlet to Control Air Supply Reducing Valve Valve RK3 RK2 RK1 RK105 RK100 RK106 RK102 RK10 RK11 RK114 RK13, 14, 15 RK45 Procedure for the Operation of the Main Starting Air System a) Ensure all pressure gauge and instrumentation valves are open. b) Check the oil level in the compressors.

Procedure for the Operation of the Emergency Starting Air System Emergency start air compressor and auxiliary engine reservoir in use. All Valves Closed Position Open Open Open Open Open Open Description Emergency Compressor Discharge Valve A/E Starting Air Reservoir Inlet Valve A/E Starting Air Reservoir Outlet Valve Inlet to A/E Supply Reducing Valve No.1 Outlet from A/E Supply Reducing Valve No.1 Inlet Valves to all Three Auxiliary Engines RK13, 14, 15 Valve RK12 RK114 RK113
Emergency Air Compressor No of sets: Type: Capacity: 1 2-Stage Air Cooled Piston Type 4 m3/h at a pressure of 30 kg/cm2.
The starting air system is supplied by three main starting air compressors, which supply the two main air reservoirs. The compressed air is used to start the main engine and the three auxiliary generator engines.
f) Ensure that cooling water is supplied from the low temperature cooling water system. g) Set one air compressor to auto. The compressor will start and stop as required, controlled by pressure switches mounted on the inlet line to the reservoirs. h) Drain any liquid from the reservoirs and oil separator. i) Check the operation of the automatic drain traps. j) Set the other main air compressors to standby. Under normal operation conditions, only one reservoir would be in use.
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Illustration 2.10.2a General Service Air System.

Workshop
G.S. Air Comp. 300m3/h RK24 To Top Of Funnel G.S. Air Comp. 300m3/h RK23
RK22 RK21 To Bilge To Deck Compressed Air System
RK70
Upper Plat. (S)
RK71
Boiler Room
RK72
El. Workshop
RK73 RK35 RK20 RK19 To Bilge To Main Engine RK75 RK66

F.O. Unit Room
RK65 RK74
Exh. Boiler Sewage Treatment Unit Room
RK76
A.E. Room
RK121 PI To Boiler Burner Atomising RK119 G.S. Air Reservoir RK118 RK79 RK120 From Air Start System RK86 PS RK33 PS RK29 To Bilge Air Dryer RK34 RK65 RK81 RK80 RK77 RK67 RK78
A.E. Room Main A.C. Side Hyd.Power Pack Station M/E Turbocharge Side
RK19
RK36 RK38
RK37 RK82
Separator Room
Floor (P)
RK83 Near Emergency Sea Chest RK43 RK39 RK133 F.W. Hydrophore Tank RK40 RK41 RK42 RK57 Near Sea Chest (Starboard) PI RK55 RK56 RK58 Near Sea Chest (Port) Near Sea Chest (Port) RK68 RK84
Floor (A) Floor (S)
RK85
Self Priming Device For Em'cy Suction
Key
Air
Engine Room
Pump Room
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2.10.2 General Service Air System
Working Air Compressor No of sets: Type: Capacity: 2 2-Stage Air Cooled Screw Type 150 m3/h at a pressure of 7 kg/cm2. Procedure for Preparing the General Service Air System for Operation a) Ensure that all instrumentation valves are open. b) Check the oil level in the compressors. c) Check the sumps for water. d) Set up valves as shown in the tables below. All valves are closed They discharge to a separate air reservoir. The compressor is controlled by the pressure in the reservoir - loading and unloading as required. The air is supplied to the general service system through an absorption type air drier. Most services are supplied at 7 kg/cm2 with further services supplied at 4 kg/cm2 through a reducing valve. The services are supplied in groups with a master shut-off valve for each group. The general service system can be supplied from the start air system, through reducing valves. The system supplies the following services: Control air system in an emergency Boiler air atomisation Accommodation services Deck services Engine room services Pump room services Boiler atomising air Hydrophore unit Incinerator Pump room telephone alarms CO2 and fire alarms Position Open Open Open Open Open Open Open Open Open Open Open Description No.1 Working Air Compressor Discharge Valve No.2 Working Air Compressor Discharge Valve Inlet to Working Air Reservoir Outlet from Working Air Reservoir Master Valve to G.S. system Inlet Valve to Air Drier Outlet Valve from Air Drier 7 kg/cm2 services as required Inlet Valve to 4 kg/cm2 Reducing Valve Outlet Valve from 4 kg/cm2 Reducing Valve 4 kg/cm2 Services as Required RK40 RK42 Valve RK24 RK23 RK118 RK119 RK28 RK36 RK37
The general service air system is supplied by two air-cooled screw type air compressors which supply air at a rate of 150 m3/h at a pressure of 7 kg/cm2.
e) Start the working air compressors, ensuring the loading and unloading system operates correctly. f) Check that the system drain traps are operational.
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Illustration 2.10.3a Control Air System
AC DPT TS Burner Unit For Boiler Converting Unit Pneum. Control Unit
To Q.C.V. Control System
To IGS & Vapour Control System
Vapour Control Box Ship Control Center
PDC QK21 Oil Mist Detection For Main Engine
A Deck UPTK
A Deck
UPTK
S.W. Heater For Tank Cleaning QK9
QK32 PI TS PI QK12 QK34 From Control Room QK11 QK3 QK22 QK33
TI PI TI
Control Valve For Boiler Feed Water
M/E L.O. Temperature Control Valve

TC
PI
QK4 L.O. Cooler QK7
M/E L.O. Auto Filter

QK5 QK10
Cam. L.O. Filter Atmospheric Condenser QK8 QK1
F.O. Booster Unit
QK6
From Comp. Air For E/R
Key
QK31
L.T.F.W. Cooling Temp.Control Valve
QK13
QK15
QK16
QK17
QK18
QK19
QK20
H.T. Cooling Water
Air Dom. F.W. Lub. Oil
QK14
H.T. F. W. Cooling Temp. Control Valve No.2 Centre Cooler No.1 Centre Cooler
No.1 L.O. Purifier No.2 L.O. Purifier C.O. Purifier For A/E No.1 F.O. Purifier No.2 F.O. Purifier D.O. Purifier
Fuel Oil L.T. Cooling Water Saturated Steam Condensate

Marine Diesel Oil
ED
P P Bilge Separator
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2.10.3 Control Air System
The control air system is supplied from the start air system at a pressure of 7kg/cm2 through one of two reducing valves. The control air is processed through a refrigerant type air dryer and associated filters before supplying the following control air services: Oil discharge monitoring equipment Inert gas control air Remote sounding system Main engine safety air system Main engine control air system Main engine auto back-flushing L.O. filters Main engine auto back-flushing F.O. filters Auxiliary engine control systems Boiler control systems Purifier control systems Auxiliary systems pressure and temperature controllers Procedure for Preparing the Control Air System for Operation a) Ensure that all instrumentation valves are open. b) Set up the valves as shown in the tables below. All valves closed. The start air system is in full operation. Position Open Open Open Open Description Inlet Valve to Control Air Reducing Valve Valve RK45
Outlet Valve from Control Air Reducing Valve RK47 Inlet Valve to Air Dryer Outlet Valve from Air Dryer RK52 RK53
c) Open the individual inlets to all pressure, temperature and control systems. d) Blow down the inlets to the control systems on a regular basis to check the efficiency of the air dryer. (Note ! Where duplicated reducing valves are provided, they should be alternated on a regular basis.)
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Illustration 2.11a Steering Gear
No.2 Cylinder. No.1 Cylinder.
Valve B
Valve A
Limit Switches For Rudder Angle Limiter
No.4 Cylinder.
No.3 Cylinder.
Valve D
Valve C Isolating Valve Block IV-1
Isolating Valve Block IV-2
Key
Pressure Lines PI Return Lines PI PI PI
Electrical Signal
Unloading Device
Unloading Device
Filter
Filter
Deck
LAL TI No.2 Power Unit LALL LALL
LAL TI No.1 Power Unit
Steering Gear Hyd. Oil Storage Tank (1215 Litres) Hand Pump
N.C N.C System Test Valves xxxx M

XS
N.C Filter Hand Pump N.C System Test Valves M

XS
XA A02
XA A01
xxxx
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2.11 Steering Gear
Description Maker: Type: Kawasaki-Wuhan FE21-064-T050 Procedure to Put the Steering Gear into Operation. The system valves are assumed set for normal operation. a) Check the level and condition of the oil in the tanks and refill with the correct grade as required. b) Check that the pin in the control lever is correctly fitted. c) Ensure the rudder is in the mid position. d) Start the selected electro-hydraulic pump unit. e) Carry out pre-departure tests. Each pump unit is capable of putting the rudder through the working angle in the specified time. The second pump unit can be connected at any time by starting the motor. The steering gear is provided with an automatic isolation system. Both hydraulic systems are interconnected by means of electrically operated isolating valves that in normal operation allow both systems together to produce the torque necessary for moving the rudder. In the event of failure that results in a loss of hydraulic fluid from one of the systems, the float switches in the expansion tank are actuated. This gives a signal to the isolation system, which automatically divides the steering gear into two individual systems. The defective system is isolated, whilst the intact system remains fully operational, so that steering capability is maintained at reduced speed with 50% of the rudder torque. The steering gear is remotely controlled by the auto-pilot control or by hand steering from the wheelhouse. All orders from the bridge to the steering compartment are transmitted electrically. Steering gear feedback transmitters supply the actual position signal for the systems. The rudder angle is limited to 35 port or starboard. The variable-flow pumps are operated by a control lever, which activates the tilting lever of the pump cylinder. This causes oil to be discharged to the hydraulic cylinders. When the tiller reaches the set angle, the tilting lever is restored to the neutral position, which causes the pump to cease discharging. No.1 pump unit is supplied with electric power from the emergency switchboard and the other pump unit from the main switchboard. Under normal circumstances, all four cylinders will be in use, with one pump unit running and the second pump unit ready to start automatically. When manoeuvring or steaming in confined waters, it is compulsory that both pump units are running, in order to get the IMO recommended tiller movement of 35 on one side to 30 the other side within 28 seconds (with one pump in 56 seconds). f) Check for any leakage and rectify. g) Check for abnormal noise. h) Check operating pressures. Automatic Isolation System Description This steering gear is so arranged that in the event of a loss of hydraulic fluid from one system, the loss can be detected and the defective system automatically isolated within 45 seconds. This allows the other actuating system to remain fully operational with 50% torque available. Construction Operation
If failure of one of the systems occurs, the ship's speed should be reduced, as only 50% of the torque for the steering gear operation is available. Failure sequence with one pump running If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the following sequence will take place: 1. If the oil level in No.1 oil tank goes down to the LOW position audible and visual alarms are given on the navigating bridge and in the machinery space. 2. No.1 isolating valve (IV - 1) is energised and the hydraulic system associated with No.2 pump is isolated. 3. If the oil level goes down to LOW-LOW position:No.1 isolating valve (IV-1) is de-energised and No.1 pump is automatically stopped; No.2 isolating valve (IV-2) is energised and No.2 pump is automatically started. The hydraulic system associated with No.1 pump is isolated. Steering is now carried out by No.2 pump and its two related cylinders (No.3 & No.4). 4. If the oil loss occurs in No.2 tank, steering continues to be carried out by No.1 pump and its two related cylinders (No.1 &. No.2) with 50% torque. If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps and No.1 and No.2 isolating valves are reversed in the above sequence. Failure sequence with both pumps running.
The steering gear consists of four hydraulic rams driven by two electrically driven pumps. The pumps are of the variable displacement axial piston type and are contained in their own individual oil tanks. The steering gear is capable of operating as two totally isolated steering systems.
This system consists of the following equipment: 2 - Isolating valves 2 - Level switches with LOW & LOW-LOW level positions 2 - Oil tanks having a chamber for level switches and system test valves Electric control panel for automatic isolation system Alarm panel for automatic isolation system If the oil level in No.1 or No.2 oil tank goes down to the LOW-LOW level, the associated isolating valve will operate and the respective pump will be automatically stopped. System testing The float chamber can be isolated and drained to test the system operation. This should be carried out as part of the pre-departure checks.
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Illustration 2.11b Emergency Steering
Control Panel for Steering Gear Servo - Motors
Control Valve Block showing Bypass Buttons
Push in and lock this Button
Buttons to move Steering Gear either Port or Starboard
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Emergency Steering
If failure occurs in the remote operating system from the wheelhouse, the steering can be operated from the trick wheel in the steering gear room. Description The steering gear consists of a tiller, turned by a four cylinder hydraulic system, that in turn is driven by two electric motors. In accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate as two isolated systems. The steering gear is fitted with an automatic isolation system. This system is used to divide the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks. In accordance with IMO regulations the hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of power failure from the main switchboard, one pump can be supplied from the emergency switchboard. Procedure for Operation of Steering Gear on Loss of Remote Bridge Control a) On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located on the steering gear compartment platform. Indication of the rudder angle and a compass repeater are provided for manual control of the steering gear. See Illustration 2.11b b) Turn local/remote control switch to local control. This switch is on the No Follow Up panel on the starboard side of the steering gear room. c) Operate the push buttons Port or Starboard to turn the steering gear in the direction request by the bridge. If this system should fail, manual operation can be carried out as follows: a) Switch off the torque motor power. b) Push in the button A and screw lock in place. c) The tiller can be moved in accordance with the steering command from the bridge by turning the torque motor shaft knob. The pumps and associated equipment are operated as normal. Emergency Steering Drill Emergency steering drill should be carried out at least once every three months when traffic and navigational restrictions permit. It is to consist of the direct operation of the main steering gear by using the manual control within the steering flat. This operation is to be directed from the navigation bridge. After each drill, details and the date it was carried out are to be entered in the Official Log Book and Particulars and Records Book.
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Illustration 2.12.1a Diesel Generator - General Arrangement
Engine Speed
Engine Speed
TACH
TACH
ENGINE INSTRUMENT PANEL L.O.Engine Pressure Speed Engine Speed L.O. Temperature Engine Speed
TACH
TACH D.C. Voltmeter
TACH C.W. Temperature
Hours
Engine Speed
Idle Run
Engine Speed
Crank Manual Start Start Run Off
TACH
Circuit Breaker Push to Reset
TACH
Engine
Type: Maker: 7L23/30H Holeby - Man - B&W.
Alternator
Maker: Type: Capacity: Hyundai HFJ6 566 208 1137.5kVA
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2.12 Electrical Power Generators
2.12.1 Diesel Generators
Maker: Type: No.of sets: No.of cylinders: Bore: Stroke: Alternator Maker: Type: Capacity: Introduction Three identical diesel generators, operating in the medium speed range, supply electrical power for the ship. The engines are six cylinder, turbocharged, uni-directional, four stroke, trunk in line engines, and are normally powered by heavy fuel oil. They can also be supplied with diesel oil, which is used for flushing through, prior to shutting down for maintenance. One diesel generator is used during normal sea going conditions. Two generators are required during: Manoeuvring Tank cleaning operations Cargo discharge Starting Air System The engine is started by means of an air driven starter motor. When the start valve is opened by the remote controlled solenoid, air is supplied to the air start motor. The air supply activates a piston, causing the pinion to engage with the gear rim on the flywheel. When the pinion is fully engaged pilot air opens the main air valve, which supplies air to the air start motor, causing the engine to turn. When the revolutions exceed about 110 rpm, if conditions are normal and firing has taken place, the start valve is closed and the pinion piston and main air valve are vented. A return spring disengages the pinion from the flywheel and the air motor stops. During starting a pneumatic cylinder operates a stop arm to limit the fuelregulating shaft. Issue: 1 Hyundai HFJ6 566 208 1137.5 kVA All cooling water requirements for the generator engines are provided by water from the central low temperature fresh water cooling system. The air cooler and L.O. cooler are supplied from the system after the fresh water cooling pumps. The system serves the air cooler and lubricating oil cooler in parallel and the generator air cooler in series with the L.O. cooler. The cooling water is supplied automatically on start up. The jacket cooler is supplied from the system immediately before the circulating pump suction. An engine driven pump circulates the jacket spaces and cylinder heads. The engine is kept warm when on standby by circulating the jacket water through a preheater. The engine driven jacket (high temperature) cooling water pump, discharges through the engine jacket and cylinder head cooling water spaces and then to a thermostatically operated valve. If the temperature of the cooling water leaving the engine is below the normal operating temperature, the thermostat will direct the cooling water back to the pump suction. When the cooling water outlet temperature reaches operating temperature, the thermostat will begin to direct the water to the central fresh water cooling system and the pump will partly take its suction from the central fresh water cooling system, thus maintaining a constant temperature. When an engine is on standby or prepared for operation, its jacket cooling water is heated by a thermostatically controlled preheater. An electrically driven circulating water pump is used in conjunction with the heater. The pump discharges into the jacket cooling water pump discharge line through a non return valve and the through the engine cooling water spaces, back to the preheater pump suction via the normal cooling water return line. Non-return valves fitted to the system mean that the engine driven pump will take over from the preheating pump automatically, without the need to open or close valves when the engine starts and the preheating pump will similarly take over from the engine driven pump when the engine stops. Holeby-Man-B&W 7L23/30H 3 7 225 mm 300 mm The engine can also be started locally by operating the emergency start valve. An on line air lubricator is fitted to lubricate the start air motor. Turbocharger System The engine is fitted with an exhaust gas driven turbocharger. The turbocharger draws air from the engine room via a suction filter and passes it through a charge air cooler, before supplying the individual cylinders. Cooling Water System Fuel System
The engine fuel supply rail is supplied by diesel oil or fuel oil from the engine driven fuel oil feed pump. The high-pressure fuel injection pumps take suction from the fuel supply rail. The injection pumps deliver the fuel oil under high pressure through the injection pipes to the injection valves. Cams on the camshaft operate the injection pumps. With the engine stopped, fuel will circulate along the fuel supply rail and back to the vent / return pipe The engine supply rail will thus be kept hot and ready for use when it is being operated on fuel oil. The discharge of the fuel feed pump passes through a duplex fuel oil filter. Both filters are normally in use, only shutting one off for maintenance. Turning the top handle two turns cleans the filters. Any sediment can be drained off. Excess fuel not needed by the injection pumps is passed through the overflow pipe and delivered into the manifold, which returns it to the system. This principle ensures that: 1. There is always an adequately large amount of pressurised fuel available. 2. The heated fuel can be circulated for warming up the piping system and the injection pumps prior to engine starting. 3. The necessary fuel oil temperature can be better maintained. Lubricating Oil System All running gear of the engine is force lubricated by the engine driven gear type pump. The pistons are also supplied by oil as a cooling medium. A prelubrication pump is also fitted to supply oil to the bearings and other running gear before the engine starts, this reduces wear on the engine in the period between the engine starting and the engine driven pump building up lubricating oil pressure. The pre-lubrication pump will be running continuously while the engine is on automatic standby. The engine driven pump and the electrically driven pre-lubrication pump both take suction from the engine sump, and discharge through a cooler and duplex filter to the engine oil supply rail. A control valve on the pump discharge, which relieves any excess pressure back to the sump, controls the pressure. The temperature is controlled by a three way temperature control valve, which regulates how much of the oil passes through the cooler. The turbocharger is supplied from the main circuit via an orifice. The cooler is a plate heat exchanger, with the oil circulating through the flow channels and water from the central fresh water cooling system circulating through the parallel channels in a counter current design.
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The main L.O. filter is supplemented by a bypass centrifugal filter mounted at the engine base frame. During operation a part of the lubrication oil supplied from the engine driven L.O. pump enters the centrifugal filter and returns to the oil sump in the base frame. The filter is driven by the oil supply. The filter relies on centrifugal force and can remove high-density sub micron particles. Procedure to Prepare a Diesel Generator for Starting a) Set up the fuel oil service system as described in section 2.6.2. b) Set up the low temperature cooling water system as in section 2.5.2. c) Check the level of oil in the sump and top up as necessary with the correct grade of oil. d) Prime the fuel oil system. e) Switch the generator engine pre-lubricating oil pump to automatic operation and check that the lubricating oil pressure builds up. The engine should be pre-lubricated at least 2 minutes prior to start. f) Check the pressure before and after the filters. g) Check the governor oil level. h) Check the oil level in the air start motor on line lubricator. w) Switch the engine to automatic operation. i) Turn the engine at least one complete revolution using the turning gear with the cylinder indicator cocks open, or purge the cylinders by inducing a start procedure. j) Close the cylinder indicator cocks. k) Open the suction and discharge valves of the generator engine jacket water preheating pump. l) Vent the jacket cooling water space. m) Start the generator engine jacket water preheating pump. v) Check that the stop cylinder for the regulating shaft operates correctly when shutting down normally and at overspeed and shut down. Testing is done by simulating these situations. If any part of the engine has been drained for overhaul or maintenance, check the level in the central fresh water cooling expansion tank and refill with distilled water if necessary. n) Vent the generator engine jacket water preheater. o) Switch the generator engine jacket water preheater on. p) Raise the engine temperature to about 60C.

Procedure to Start a Diesel Generator Engine a) From the local control panel start the engine and allow it to run on idle speed. b) Make a thorough check of the engine to ensure that there are no leaks and the engine is running smoothly and firing on all cylinders. c) Switch the engine over to normal operating speed. q) Open the vent on the cooling water outlet line on the generator air cooler, and close it again when all air has been expelled. r) Disengage the turning gear and lock in the OUT position. If maintenance work has been carried out on the engine, start the engine as below prior to switching the engine to automatic operation. s) Check that all fuel pump indexes are at index 0, when the regulating shaft is in the stop position. t) Check that all fuel pumps can be pressed by hand to full index and return to 0 when the hand is removed. u) Check the spring loaded pull rod operates correctly. d) Check the L.O. pressures and temperatures. e) Check the pressure drop across the filters. f) Check the F.O. pressure and temperature. g) Connect to the switchboard. h) Ensure that the thermostatically operated valves on the cooling water systems operate correctly as the cooling water temperature increases. i) Ensure that the engine temperatures and pressures remain within normal limits as the load is applied to the engine and the engine heats up. j) Check the exhaust gas temperatures for deviation from normal. k) Check the exhaust gas for smoke. l) Keep the charge air pressure and temperature under control. Procedure to Stop a Diesel Generator Engine a) Before stopping, run the engine at reduced load or idle speed for 5 minutes for cooling down purposes. b) Actuate the remote stop device.
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Illustration 2.12.2a Emergency Diesel Generator - General Arrangement
EMERGENCY DIESEL GENERATOR
50 40 30 20 10
60 70 80 90 100
Engine Type: Maker:

Output:
612 DSGJ Valmet

142 kW @ 1,800 rpm
1 5 0 0 3 7 8
L.O. Pressure RPM
Water Temperature
L.O Press Alarm

Over Speed Auto Stop
F.W. Temp. Alarm

Lub Oil Temp. Alarm
F.W. Level Alarm

Fuel Leakage Alarm
Alternator Maker: Type: Capacity:
Newage Stamford UCM 274F1 156 kVA
Local Stop Emg'cy
Power On
Start Failure
Lamp Test
Start
Reset Alarm
L.O. Temperature
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2.12.2 Emergency Diesel Generator
Introduction Engine Maker: Model: Output: Alternator Maker: Model: Output: a) Ensure that the engine is switched to local control. Valmet 6 Cylinder 612 DSGJ 142 kW at a continuous speed of 1,800rpm. Newage-Stamford UCM274F1 156 kVA b) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil. c) Check the level of water in the radiator and top up as necessary with clean distilled water. d) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required. e) Switch the cooling water heater on. (Normally on when engine is stopped). f) Open the fuel oil supply to the diesel engine. (Normally open when engine is stopped). g) Turn the switch to remote operation, and then set the engine for automatic standby operation Procedure to Prepare the Emergency Diesel Engine for Automatic Starting

Procedure to Manually Start the Emergency Diesel Engine (using the electric starter) a) Ensure that the engine is switched to local control. b) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil. c) Check the level of water in the radiator and top up as necessary with clean distilled water. d) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required. e) Turn the idle/run toggle switch on the local panel to run. f) Turn the crank and start/run/off toggle switches to crank and 'start/run' simultaneously. Release the crank toggle switch when the engine has fired. g) Check that the engine is firing smoothly. h) Check the engine oil pressure, cooling water pressure and rpm. Investigate any abnormalities. i) Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to flow to the radiator as the engine heats further. j) If required, load the engine, otherwise allow it to run idle or stop it. k) When the engine has stopped, check that the heater switches on, turn the switch to remote operation and then restore the engine to automatic standby.
The emergency diesel generator is a self-contained diesel engine located on the port side of the boat deck. The generator set will start automatically on power failure of the main diesel generators and couple to the emergency switchboard automatically to maintain supplies to essential services. The generator set will also be used to get the ship under power from 'dead ship' condition. It will enable power to be supplied to essential services selectively without the need for external services such as starting air, fuel oil supply and cooling water. The engine is an in-line 6 cylinder turbocharged engine with a self-contained cooling water system. The cooling water is radiator cooled and circulated by an engine driven pump. A thermostat maintains a water outlet temperature of 82 to 93C. Air is drawn across the radiator by an engine driven fan. The cooling water is circulated by an engine driven pump, which also supplies cooling water to the lubricating oil cooler. An electric heater is fitted to keep the cooling water at 40 to 50C when the engine is on automatic standby. The engine running gear is force lubricated, an engine driven gear pump drawing oil from the integral sump and pumping it through the cooler and then through a filter before being supplied to the lubricating oil rail. The engine is normally started by means of an electric starter motor, power to the motor being supplied by batteries, which are on constant charge while the ship is in service. A hydraulic starter is also fitted, hydraulic power being manually generated by a hand pump. An accumulator is charged by a hand pump, which drives a hydraulic motor on the flywheel when the stored energy is released. This system can be utilised when starting the engine from the dead ship condition. The engine can be manually started locally using either the electric or hydraulic starter motor, but when switched to automatic operation, only the electric starter motor is utilised. The engine should be started once per week and run up to full load monthly. Whenever the engine has been started, the diesel oil tank must be checked and refilled if the level has dropped to or below the 24 hour operation level. Issue: 1
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Procedure to Manually Start the Emergency Diesel Engine (using the hydraulic starter) a) Switch the engine to local control. q) Should the engine fail to start, repeat steps h) to k). b) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil. c) Check the level of water in the radiator and top up as necessary with clean distilled water. d) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required. e) Switch the cooling water heater on. (Normally on when engine is stopped). f) Open the fuel oil supply to the diesel engine. (Normally open when engine is stopped). g) Check the level of oil in the hydraulic reservoir and top up if necessary with the correct grade of oil. h) The trip lever of the starter must be in the upright position, if not, pull the reset knob. The trip lever will immediately spring to its upright position. i) Operate the hydraulic hand pump to charge the hydraulic accumulator to an approximate pressure of 200 kg/cm2. When white springs are visible through the inspection window, the starter is ready to start a warm engine. When red springs are visible it means the starter will start a cold engine. j) Switch the start/run/off toggle switch to start/run. k) Push down the trip lever through 90. This will immediately release the starter. l) Check that the engine is firing smoothly. m) Check the engine oil pressure, cooling water pressure and rpm. n) Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to flow to the radiator as the engine heats further. o) If required, load the engine, otherwise allow it to run idle or stop it by switching the start/run/off toggle switch to off. Procedure for Stopping the Engine after Running on Load a) Shed load from engine. b) Allow engine to idle for 5 minutes before shutting down to allow the cooling water and lubricating oil to carry away heat from the combustion chambers, bearings, shafts etc. It is particularly important for the turbocharger where a sudden stop can lead to a 400C rise, which could damage the bearings and seals. c) Long periods of idling will result in poor combustion and build up of carbon deposits. d) Switch start/run/off toggle switch to off. e) When the engine has stopped, switch the heater on, turn the switch to remote operation. Restore the engine to automatic standby. p) When the engine has stopped, switch the heater on, turn the switch to remote operation. Restore the engine to automatic standby.
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Illustration 2.13.1a Distribution and Loading
440/220V 90 KVA
Isolating Switch
440/220V 90 KVA No.1 D.G. Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel 220V AC Feeder Panel
Interlock
No. 2 Group Starter Panel
No. 2 A.C. 440V Feeder Panel
No.3 D.G. Panel
No.2 D.G. Panel
Syn Panel
M No.2 H.T.C.W. Pump No.2 Camshaft L.O. Pump No.2 Eng. Room Vent Fan L.O. Transfer Pump No.2 Main S.W. Pump No.2 L.T. C.W. Pump No.3 L.T. C.W. Pump H.F.O. Transfer Pump No.2 Main L.O. Pump General Service S. W. Pump
No.3 D.G. 2PI - 27PI 910 kW
No.3 D.G. 910 kW
No.3 D.G. 910 kW
M D.O. Transfer Pump No.1 Main L.O. Pump Bilge, Ballast / Fire Pump No.1 Main S.W. Pump No.1 L.T. C.W. Pump No.3 Main S.W. Pump No.1 H.T. C.W. Pump No.1 Camshaft L.O. Pump No.1 Engine Room Vent Fan No.3 Engine Room Vent Fan
No.3 and No.4 Hydraulic Power Packs Stern Thruster
IP1 - IP3 IP5 - IP24
L1 - L8 L15 - L24
No. 1 and No. 2 Hydraulic Power Packs Bow Thruster
440/220V 3 KVA Battery 200A/h E.G. S.P. Interlock 440/220V 3 KVA Interlock Battery Charger/24V Distribution Board Battery Charger Shore Connection Box Gen Panel Emergency 440V Feeder Panel Emergency 220V Feeder Panel 120KW
400A 450V
EP1 - EP15
EL1 - EL12
EL13 - EL24
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2.13 Electrical Power Distribution
2.13.1 Distribution and Loading
Generating Plant The electric power generating plant consists of the following: Diesel Generators No. of sets: Rating: 3 450 volt, 3ph, 60 Hz, 1137.5 kVA The emergency switchboard consists of: The emergency generator panel A 440V feeder panel A 220V feeder panel The main switchboard feeds the emergency switchboard, which is situated in the emergency switchboard room. The main switchboard 230volt section is fed from the 440volt switchboard via two transformers. The emergency generator will start automatically in the event of a blackout and feed the emergency switchboard. A power management system controls the starting, stopping, connection and load sharing of the generators. If a failure occurs and one of the generators sheds non-essential loads, another generator will auto start and reconfigure the power distribution. Group starter and distribution boards are provided in suitable positions to supply the various power, heating, lighting, communication and navigation equipment throughout the vessel. The large motors and group starter panels are supplied from the 440volt switchboard directly. Power for other smaller power consuming devices are supplied from the 440volt switchboard through group starter or distribution panels. Each distribution circuit is protected, against overcurrent and short circuit current, by a moulded case circuit breaker fitted on the switchboard or panel board with inverse time overcurrent trip and instantaneous trip. Each steering gear motor is fed from an independent circuit, one steering gear motor being connected to the main switchboard and the other being connected to the emergency switchboard. A general service 24volt battery charging switchboard supplies the engine and wheel house consoles, along with other essential low voltage services. Each supply system is provided with a device for continuously monitoring the insulation level to earth, giving an audible and visual indication of abnormal low insulation level. A shore connection is provided to supply power to the main 440V switchboard. Switchboards
The switchboards are of dead front box frame construction without a bottom plate and have hinged front panels that can be opened without disturbing the meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are segregated so that a fault in one cubicle cannot spread to another. A synchronising panel is supplied on the switchboard. The generator circuit breakers are of the air circuit breaker type. Feeder Circuit Breaker The feeder circuits supplied from the 440V feeder panel of the switchboard are protected by a moulded case circuit breaker with inverse time thermal over current trip, instantaneous magnetic trip and short circuit current interruption features. The AC 220V feeder circuit is protected by a moulded case circuit breaker with inverse time, thermal overcurrent trip, instantaneous magnetic trip and short circuit current interruption features. The moulded case circuit breakers for the main and emergency switchboards are of the plug-in type, so that the breakers may be removed from the panel front without de-energising the main busbar. However, the moulded case circuit breakers for group starter panels and distribution panels are of the fixed type. Automatic Synchronising Control An automatically controlled synchronising apparatus, which consists of the automatic speed matcher and the automatic synchroniser, is provided for the ships service generator sets. The automatic speed matcher equalises the generator frequency with busbar frequency. The automatic synchroniser energises the air circuit breaker to connect two circuits in parallel at the moment when both phases coincide. Automatic Power and Frequency Control
Emergency Diesel Generator No. of sets: Rating: Introduction Only one diesel generator is normally used during normal sea going conditions. Two generators are required when: Manoeuvring Cargo loading Cargo discharging Tank cleaning The emergency generator has sufficient capacity to supply the auxiliaries required to start a main diesel generator in the event of total power failure. All three main generators can operate in parallel, but not with the emergency generator. Power Distribution System General Description The main switchboard consists of: Three generator panels A synchronising panel Four group starter panels Four 440V feeder panels A 230V feeder panel Shore connection section 1 450 volt, 3ph, 60 Hz, 156 kVA
An automatically controlled power and frequency control system is provided for each ships service generator. In general, the power management system controls the effective output of the generators operated in parallel.
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The power management system also controls the following: The number of running generators in accordance with the ships power demand. The start of large motors is blocked until the number of running generators is sufficient to supply the motor and ships demand. In this case the first standby generator is started and synchronised automatically. Motors The 440volt motors, in general, are of the squirrel cage induction type with a standard frame designed for AC 440V three phase 60 Hz. The exception are the motors for domestic service and small capacity motors of 0.4 kW or less. Where continuous rated motors are used, the overload setting ensures the motor trips at 100% of the full load current. The motors in the engine room are of the totally enclosed fan cooled type. Standby motors will start when no voltage is detected on the in-service motor or when the process pressure is low. 440Volt Starters The starters are generally constructed in group control panels and power distribution panels. The drawings for the starter circuit are enclosed in a vinyl envelope and kept in a pocket inside each starter panel. Large motor starters are arranged in group starter panels on the main switch board, with duplicated equipment starters split between each of the main switchboard group starter panels. The control voltage of the starters is AC 230V. Interlocked door isolators are provided for all starters. For group starters, this switch is of the moulded case circuit breaker which functions as both disconnecting means and overcurrent protection of the motor circuit. Sequential Re-start 3. Single Generator Running Procedure - on to Dead Bus See section 2.13.5 Essential service motors, which were in service before the blackout, are started automatically on recovery of the main bus voltage. These motors are classified into groups (consistent with voltage dip and over-current) to the generator and shall start according to the predetermined restarting sequence. Motors that were selected for duty before the blackout are automatically returned to duty after the blackout. Similarly, motors selected for standby are automatically returned to standby. a) Start the engine as above. As voltage is established, the running lamp will be illuminated. b) At rated speed the voltage will rise to 440volts, indicated by the voltmeter. c) Adjust the frequency to 60Hz by means of the governor raise/lower switch. The rated values are indicated by red marks on the corresponding meters. d) Close the circuit breaker (ACB). Issue: 1 The engine can be remotely started by a push button on the generator panel as follows: a) Switch the required generator to MANUAL. b) Select remote control on diesel. c) Operate the engine START push button. This will open the start valve to start the engine. When voltage is established the generator is in RUN mode. d) To stop the engine, operate the engine STOP push button. Preference Trip See section 2.13.5 Non-essential loads are interrupted automatically, in case of over-current of any one of the main diesel generators, to prevent the ship's power failure. Procedure for the Manual Operation of Connecting Generators to the Switchboard 1. Instruments and Control Devices The generator panels are equipped with an ammeter, kilowatt/hour meter and voltmeter to measure the output of the generator. The air circuit breaker, reverse power relay and over-current relay are provided for generator protection. The synchronising panel is equipped with a double frequency-meter, double voltmeter and wattmeters for comparing the output of the generator to the busbar. A synchroscope and synchronising lamps are provided for parallel operation. 2. Engine Starting and Stopping

4. Stopping the Generator In order to stop the generator in operation, first reduce its load by stopping the auxiliary machinery and then turn the ACB switch to open. Avoid opening the ACB when the generator is on load, as it will cause an instantaneous rise in the engine speed and possible overspeed trip. 5. Parallel Running Procedure a) Start the second generator by following the same procedure as for starting the first generator. b) After confirmation of the voltage of the second generator, align the frequency with that of the running generator. c) Once the voltage and frequency of both generators are identical, change over the synchroscope to the incoming generator and check the synchronous state by means of the synchroscope. The pointer needle will revolve in accordance with the difference in frequency. d) Check the direction of rotation. If it is revolving in the FAST direction, turn the governor switch of the second generator to the LOWER direction. If it is revolving in the SLOW direction, then turn the governor switch to the RAISE direction. e) Adjust the speed until the synchroscope pointer moves to the 12 oclock position, showing the state of synchronisation. f) Energise the air circuit breaker of the second generator immediately. g) It is ideal to close the air circuit breaker when the pointer of the synchroscope turns in the FAST direction and is closing on the black mark at the centre (5mins to noon!). SLOW side turning may cause operation of the reverse power relay. If the frequency difference between the two generators in parallel operation exceeds 3Hz the synchroscope will not revolve. With this in mind, operate the governor switch to decrease this difference. Observe the bus/incoming generator frequency meter for reference.
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6. Load Sharing a) Having achieved parallel operation, load sharing is accomplished by increasing the input from the incoming engine. This is increased by means of the governor switch. This speeds up the incoming generator, causing the first generator to lose load and gain speed, thus causing the frequency to rise. To prevent this, the governor switch of the first generator must be turned in the LOWER direction. This action also causes the load to be transferred to the incoming generator. Ensure the frequency remains constant during this operation. b) Equalise the load of both generators. 7. Generator Space Heaters A space heater is provided in each generator to prevent condensation forming on the windings. The space heater switch should always be in the on position. The heater is interlocked with the ACB which switches the heater off when closed and switches it on when opened. Procedure for Automatic Operation of Connecting Generators to the Switchboard 1. Generator Auto Start onto Dead Bus The selected diesel generator is in auto mode and the start condition is normal. The DG AUTO READY TO RUN indicating lamp is illuminated. The control PLC monitors a trip or black out and therefore initiates the following sequence: 1. Engine starts 6. Power available lamp illuminated at heavy consumer 2. Voltage build-up detected 3. ACB closes 2. Generator Auto Start and Synchronising to Live Bus If another generator is already supplying power to the bus and the first standby generator is in auto mode as above, the control PLC will initiate the following sequence: 1. Engine starts 2. Voltage build-up detected 3. Automatic synchronisation 4. ACB closes 5. Automatic load sharing on 5. Automatic Parallel Run Cancellation by Light Load If the total load on the main switchboard is less than 660 kW for five minutes when running on two generators, or less than 1,320 kW for five minutes when running on three generators, the following sequence takes place: 1. Generator to be released will shed load to the other generator(s) 2. Opening of the ACB of the generator to be released 3. Engine Stops on the generator released 3. Automatic Parallel Running Activated by Heavy Load If the generator in use registers a high load of 740 kW (95% of the rated power), for 10 seconds, the first standby generator will go through the following sequence: 1. Engine starts 2. Voltage build-up detected 3. Automatic synchronisation 4. ACB closes 5. Automatic load sharing on

6. Automatic Bus Connection due to Short Circuit If the bus voltage has become zero, by the opening of the ACB of the generator in use, due to a short circuit trip, the first stand by generator will go through the following sequence: 1. Engine starts 2. Voltage build up detected 3. ACB closes If the first standby generator fails to start or the ACB fails to close, the second standby generator will start and follow the above sequence. 7. Automatic Change Over by Bus Abnormality If the first standby generator fails to start or the ACB fails to close, the second standby generator will start and follow the above sequence. 4. Automatic Parallel Run Activated by Heavy Consumer Request If a start request is received from a heavy consumer (eg: fire/ballast pump) the first standby generator will go through the following sequence: 1. Engine starts 2. Voltage build up detected 3. Automatic synchronisation 4. ACB closes 5. Automatic load sharing on 5. Black-out 6. ACB closes on the first standby generator. If the first standby generator fails to start or the ACB fails to close, the second standby generator will start and follow the above sequence. 8. Automatic Parallel Running by ACB Tripping If two generators are running in parallel and the ACB of one generator trips, providing the load on the connected generator exceeds 740 kW (95% of the rated power) the second standby generator will go through the following sequence: 1. Engine starts 2. Voltage build up detected 3. Automatic synchronisation 4. ACB closes 5. Automatic load sharing on 3. If bus now normal, the ACB closes 4. If bus status still abnormal, the ACB opens on the abnormal generator. If a bus abnormality (low or high voltage or low or high frequency) is detected when a single generator is running, the first standby generator will go through the following sequence: 1. Engine starts, alarm raised. 2. Voltage build up detected.
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9. Automatic Parallel Running Due to Overcurrent If the current on a running generator exceeds 1,251 amps for a period exceeding three seconds the next standby generator will go through the following sequence: 1. Engine starts 2. Voltage build-up detected 3. Automatic synchronisation 4. ACB closes 5. Automatic load sharing on Generator Protection Equipment The generator is protected from the abnormal conditions described below by means of the reverse power trip, short circuit trip, under voltage trip, and overcurrent trips. 1. Abnormality Due to Under Voltage If the voltage of a generator decreases to less than 50% of the rated value, the under voltage tripping device, contained in the air circuit breaker, will operate to trip the breaker. If a short-circuit fault occurs, the generator voltage will lower and may cause the under voltage tripping device (U.V.T.) to operate. With this in mind, a time delay device (of about 0.5 seconds) has been fitted to the undervoltage device to prevent the ACB from tripping immediately, allowing the defective system circuit breaker to operate first. 2. Abnormality Due to Overcurrent (preference tripping) If the current on a running generator exceeds 1,251 amps for a period of 10 seconds, the overcurrent relay will initiate the release of the first stage of preferential tripping. If the current still exceeds 1,251 amps after a further 5 seconds the second stage of preferential tripping is released. Thereby providing protection against the overcurrent which would otherwise trip the ACB. 3. Abnormality Due to Overcurrent (long time delay trip) If the current on a running generator exceeds 1,251 amps for a period of 50 seconds the overcurrent relay will operate to trip the ACB. 4. Abnormality Due to Short Circuit If a short circuit occurs on the busbar or the current exceeds 3,200 amps, the ACB will be tripped almost instantaneously (about 300msec) by the short time delay trip fitted to the ACB. Issue: 1 5. Abnormality Due to Reverse Power If there are abnormalities in the output of an engine during parallel operation, it may cause the generator to function as a motor, due to the power it receives from the other generator(s) through the common busbar. The effective reverse power will then flow through the connected circuit. If this reverse power reaches a level of 5% of the rated power, the reverse power relay is triggered and will trip the ACB after a time delay of 5 seconds. 6. Emergency Generator Abnormality Due to Overcurrent If the current on the running generator exceeds 110% of the rated maximum (265A) for 30 seconds, the overcurrent relay will operate to trip the generator ACB. 7. Emergency Generator Abnormality Due to Short Circuit If a short circuit occurs on the busbar or the current exceeds 300% of rated maximum (723A) the ACB will be tripped almost instantaneously (about 200msec) by the short time delay trip fitted to the ACB The emergency generator ACB is also fitted with an under voltage device identical in operation to the main generators.
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Distribution Main Switchboard Main generator incomers, panels 6, 7 and 9 Synchronising section, panel 8 Section No.1 group starters, panels 2 and 3 Section No.2 group starters, panels 12 and 13 Section No.1 440V feeders, panels 4 and 5 Section No.2 440V feeders, panels 10 and 11 230V feeders section, panel 1 Section No.1 Group Starter Panel 2 Purifier room exhaust fan No.1 main sea water cooling pump (main engine) No.1 H.T. F.W. cooling pump No.1. L.T. F.W. cooling pump No.1 crosshead L.O. pump (main engine) No.1 L.O. pump Section No.1 Group Starter Panel 3 No.3 engine room fan (supply) No.3 main S.W. cooling pump D.O. transfer pump No.3 L.T. F.W. cooling pump Charge/discharge board Section No.2 Group Starter Panel 12 No.4 engine room fan (rev) L.O. transfer pump F.O. transfer pump Shore connection box Section No.2 Group Starter panel 13 No.2 engine room fan (supply) No.2 main S.W. cooling pump No.2 H.T. F.W. cooling pump No.2 L.T. F.W. cooling pump No.2 crosshead L.O. pump main engine No.2 main L.O. pump Section No.1 440V Feeders Panel 4 No.1 hose crane Stripping pump No.1 air conditioning compressor panel F.W. generator panel Provision refrigeration control panel No.1 pump room fan No.1 blower of I.G.S. No.1 lighting transformer No.1 hydraulic oil pump Auxiliary boiler control panel

Section No.1 440V Feeders Panel 5 P1 power distribution galley equipment P3 power distribution engine room oil pump P5 power distribution workshop equipment P7 power distribution engine room water pump P10 power distribution deck equipment No.1 F.O. supply unit Auxiliary blower main engine Fire general pump No.2 hydraulic oil pump No.1 main air compressor No.1 service air compressor No.2 steering gear No.1 fan for air conditioning Section No.2 440V Feeders Panel 10 P2 power distribution laundry equipment P4 power distribution engine room oil pump P6 power distribution engine room P8 power distribution engine room water pump P9 power distribution forecastle No.2 fuel oil supply unit Fire/ballast pump No.2 main air compressor No.2 service air compressor Scrubber S.W. pump No.2 fan for air conditioning
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Section No.2 440V Feeders Panel 11 No.2 hose crane S.W.Cooling pump of air conditioning No.2 air conditioning compressor panel GSP3 fans for accom. area Air conditioning unit for ECR No.2 pump room fan (rev) No.2 blower of I.G.G. No.2 lighting transformer Emergency switchboard 230V Feeders Section Panel 1 L1 lighting distribution panel wheelhouse L2 lighting distribution panel C deck L3 lighting distribution panel B deck L4 lighting distribution pane A deck L5 lighting distribution panel Upper deck L7 lighting distribution panel engine room (3rd platform) TL test panel L8 lighting distribution panel engine room (3rd platform) L9 lighting distribution panel engine room L10 lighting distribution panel galley Navigation light control panel Signal light control panel Engine control console Communication and navigation distribution panel Space heating: Nos.1, 2 and 3 generators GSP3 Accommodation area Galley fan (exhaust) Galley fan (supply) Paint store fan (exhaust) Deck store fan (exhaust) Foam store fan (exhaust) CO2 room fan (exhaust) Hospital fan (exhaust) P1 Galley Equipment Galley range Tilting pan Electric baking oven Deep fat fryer Food disposer Food mixer Dishwashing machine P2 Laundry Equipment Washing machines Tumble dryers Ironing machine Garbage extractor

P3 Engine Room Equipment No.1 L.O. purifier main engine I.G.G. control panel No.1 L.O. purifier main engine No.3 F.O. purifier No.1 stern tube L.O. circulating pump Incinerator P4 Engine Room Equipment No.2 L.O. purifier main engine L.O. purifier auxiliary engine No.2 F.O. purifier Main engine L.O. filter Sludge filter No.2 stern tube L.O. circulating pump Cylinder oil transfer pump P5 Workshop Equipment Engine room crane Lathe Grinding machine Vertical drilling machine Electrical test panel Electric arc welder Air conditioning unit Exhaust fan for welding platform Internal control relay
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P6 Engine Room Equipment Sewage treatment plant Bilge separator switch box Aft I.C.C.P. Main engine turning gear C.W. preheater of auxiliary engines E.G.S. power unit Bilge pump P7 Engine Room Water Pumps No.1 deck seal water pump F.W. hydrophore unit S.W. cooling pump for atmospheric condenser P8 Engine Room water Pumps No.2 deck seal water pump I.G.G. S.W. pump Water calorifier Dome oil analyser unit P9 Forecastle Electric arc welder Fore I.C.C.P. L6 fore lighting distribution panel Fore hydraulic pump room supply fan Internal control relay P10 Deck equipment No.1 provision crane No.2 provision crane Foam pump Internal control relay 24V Battery Charge/Discharge board Cargo console Engine console Wheelhouse Auto telephone system Main switchboard synchronising panel Emergency switchboard generator panel Internal earth lamps and voltmeter Emergency Switchboard 440V Section Emergency fire pump Emergency air compressor No.1 engine room fan (rev) Emergency generator room supply fan Emergency fire and S/G room fan No.1 steering gear Lifeboat winch Rescue boat davit A.C. arc welder Auxiliary engine priming L.O. pump 24V D.C. charge/discharge board No.1 emergency lighting transformer 45kVA No.2 emergency lighting transformer 45kVA Sprinkler pump

Emergency Switchboard 230V Section Signal light control panel Emergency generator battery charging board Emergency generator and diesel engine space heating Engine console Cargo console Radio equipment Fire centre panel Communication and navigation distribution panel E1 Emergency lighting distribution panel wheelhouse E2 Emergency lighting distribution panel accommodation upper deck E3 Emergency lighting distribution panel engine room (3rd platform) X band radar S band radar No.1 gyrocompass No.2 gyrocompass Navigation light control panel
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Illustration 2.13.2a Shore Power
440/220V 90 KVA
Isolating Switch
440/220V 90 KVA No.1 D.G. Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel 220V AC Feeder Panel
Interlock
No. 2 Group Starter Panel
No. 2 A.C. 440V Feeder Panel
No.3 D.G. Panel
No.2 D.G. Panel
Syn Panel
No.3 D.G. 910 kW
No.3 D.G. 910 kW
No.3 D.G. 910 kW
440/220V 3 KVA Battery 200A/h E.G. S.P. Interlock 440/220V 3 KVA Interlock Battery Charger/24V Distribution Board Battery Charger Shore Connection Box Gen Panel Emergency 440V Feeder Panel Emergency 220V Feeder Panel 120 kW
400A 450V
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2.13.2 Shore Power
A shore connection box is provided in the emergency generator room to accept power cables during refit. The shore connection box connects, via a breaker, to the main switchboard, 440V section No.2, panel 12. The emergency switchboard can then be supplied as normal through the bus tie breaker on 440V section 2 panel 11. A phase sequence indicating lamp system is provided. The sequence should be checked before connecting shore power to the main switchboard. If the sequence is found to be incorrect, the shore supply must be isolated and two phases changed over. The rotation should then be re-instated and the phase sequence checked again A kWh meter, ammeter and pilot lamp, indicating shore power, are available and a circuit breaker is provided on the main switch board. The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A. Interlocking is provided to prevent the shore supply being paralleled with any other supply. Procedure for the Operation of Shore Power Reception a) The emergency generator should be run up and connected to the emergency switchboard. This will provide essential services and emergency lighting during the change over. b) When it is intended to receive power from the shore, confirm the power available light is on. c) Isolate all non-essential services, including sequential re-start. d) Check the shore supply voltage. e) Check the phase sequence. f) Check the frequency of the shore power. g) Open all generator ACBs. h) Close the MCB for shore power to the connection box. i) Close the shore power MCB on panel 11 on the main switchboard. This breaker is interlocked and cannot be closed if the feeder panel is live. Conversely, if the shore power is supplying the feeder panel, no generator ACB can be closed. j) Close the emergency switchboard bus tie breaker on section 2 panel 11 of the main switchboard. k) Open the emergency generator ACB. Close the bus tie-breaker on the emergency switchboard. l) Proceed to supply essential services such as fire detection, lighting etc. m) If no maintenance is scheduled for the emergency generator, it may be shut down and left on auto standby.
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2.13.3 Main Alternators
Maker: Type : Output capacity: General Description Three main alternators are provided. Each alternator is rated at 1,137.5 kVA at 450volts AC, 3ph, 60Hz. They are of the totally enclosed, self excited, brushless type. The load voltage is kept constant by controlling the excitation current to the exciter. Output power from the stator is fed into a current/voltage compound transformer and the output of this is fed through the exciter stator windings. The magnetic field in the exciter stator induces AC in the excited rotor, which is rectified by the rotating three phase bridge connected rectifier set and passed to the DC main rotor windings. Initial voltage build-up is by residual magnetism in the rotor. Constant voltage control is achieved by the automatic voltage regulator, which shunts a variable current through the exciter windings, via a thyristor, to keep the AC stator output voltage constant. Passing air over an integral fresh water cooler, using a closed circuit air supply, cools the generator. The cooling spaces are fitted with internal baffles to prevent water reaching the stator windings in the event of cooler leakage. Space heaters are fitted, which are energised when the generator circuit breakers are open, which protects against internal condensation during shut down periods. The breakers are normally operated by the automatic power management system, but can be operated manually at the main switchboard front. An embedded sensor monitors the stator temperature in each phase. A water leakage detector and temperature sensor are also fitted in each air cooler. The two main bearings have temperature sensors. The electric power system is designed with discrimination on the distribution system, so that the generator breaker is the last to open if any abnormalities occur. One diesel alternator provides electrical power at sea, with the remaining two on standby. The priority order of the standby alternator is selected using the push buttons mounted on the synchronising section of the main switchboard panel 8. Starting of large motors is blocked until there is sufficient power available. Another diesel alternator will be started on request to meet the shortfall. Hyundai Heavy Industries HFJ6 564-208 Brushless 1137.5 kVA at 450V Two generators will be required to operate in parallel when: Discharging cargo Loading cargo Tank cleaning Manoeuvring The diesel alternator will automatically start and connect to the main switchboard under the following conditions: Dead bus due to blackout Bus abnormal (high or low voltage, high or low frequency) ACB abnormal trip The diesel alternator will start, synchronise, connect to the busbar and run in parallel with proportional load sharing under the following conditions: Overload. The preferential trip system will first shed non-essential load Heavy electrical consumer start request
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Illustration 2.13.4a Emergency Alternator - Electrical / Automation
Emergency Group Starter Panel Main Bd Interconnector Emergency Generator Panel

440V Feeder Panel 230V Feeder Panel
Emergency Switchboard
24V Battery
Emergency Generator A.C.B.
Emergency Generator Engine Stop/Start Control Unit
Engine Stop/Start Signal
Emergency Generator
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2.13.4 Emergency Alternator
Maker: Type: Output capacity: General Description A self-contained emergency alternator, rated at 152 kW, is fitted in the emergency switchboard room for use in an emergency or in refit. The alternator is the self excited brushless type and can be set for manual or automatic operation. Auto will be normally selected, with the manual setting being used for testing the alternator. The emergency switchboard is normally supplied from the main switchboard. When auto is selected, the emergency alternator is started automatically by detecting no-voltage on the emergency switchboard bus bar. The emergency alternator air circuit breaker will connect automatically to the emergency switchboard after confirming the continuation of no-voltage. The emergency alternator is designed to restore power to the emergency switchboard within 45 seconds. The bus tie breaker on the emergency switchboard, which feeds from the main switchboard, is opened automatically when no-voltage is detected on the main switchboard. The alternator is fitted with space heaters to prevent condensation when the alternator is stationary or idling. The heater is interlocked with the air circuit breaker. The alternator is capable of starting the plant from dead ship condition. Newage International Stamford UCM 274F1 156 kVA at 450V Procedure for Testing Emergency Generator on Load a) The main switchboard is supplying the emergency switchboard. b) NORMAL mode selected at the off/normal/hand/test switch. c) Turn the operation switch to TEST. d) The engine will receive a start signal. e) The start will fail if the run up speed is not detected. f) The start will fail if the voltage build up is not detected. g) The emergency alternator run light is illuminated. h) Open the bus tie ACB. i) Switch the operation mode switch to NORMAL. The emergency alternator ACB will close. j) The emergency alternator ACB closed light is illuminated. The emergency alternator now feeds the emergency switchboard. When testing is complete: a) Open the emergency alternator ACB. b) Close the main switchboard supply bus tie-breaker. c) Stop the emergency generator. Ensure that the emergency generator is left in a standby condition.
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2.13.5 Preferential Tripping and Sequential Restart
Preferential Tripping The power management system is designed to match the alternator capacity to the power requirements of the vessel. However, should overcurrent occur for any of the main alternators, non-essential services will be tripped. Preferential tripping will be initiated when one or more alternators are supplying the main switchboard and an overcurrent is detected. Load shedding is carried out in two stages. Stage 1 The following non-essential consumers will be shed after 10 seconds: Workshop equipment Nos.1 and 2 general service compressor IP 4 440V panel IP 5 440V panel IP 6 440V panel IP 11 440V panel L 9 220V panel L 10 220V panel Stage 2 The following non-essential consumers will be shed after 15 seconds: Nos.1 and 2 air conditioning compressors Accommodation air conditioning fans Engine control room air conditioning unit When normal conditions are restored, the above breakers will have to be manually reset. Sequential Restart When normal power is restored after a blackout, all essential service machinery that were in service before the blackout will be started automatically when the main switchboard has regained power. Motors that were selected for duty before the blackout will be automatically returned to duty when power is restored. Similarly, motors selected for standby will automatically return to standby. If the machinery designated for duty does not restore normal system conditions, such as pressure, within a preset time, the standby motor will cut in automatically. If power is only restored to the emergency switchboard, motors whose supply is from the emergency switchboard will start irrespective of any previous selection. Automatic Standby Start The following motors will start automatically on loss of discharging pressure of the pumps and/or loss of voltage of the operating motors. A standby starting alarm will be given from the alarm and monitoring system. Main cooling S.W. pump Main engine jacket cooling pump Low temperature cooling F.W. pump Main L.O. pump Main engine cross head L.O. pump Main engine F.O. circulating pump Main engine F.O. supply pump Auxiliary boiler feed water pump Auxiliary boiler F.O. pump Exhaust gas boiler feed water pump Automatic Sequential Restarting The following motors will start automatically after a black out: Steering gear All auxiliaries associated with the propulsion system Auxiliary blower Starting air compressors Engine room fans Navigation and communication equipment Control and instrumentation equipment
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Emergency Stops From Ships Control Centre and Wheelhouse Purifier room fan No.1 engine room fan No.2 engine room fan No.3 engine room fan No.4 engine room fan Fore hydraulic pump room supply fan Emergency fire pump Accommodation air conditioning unit Welding exhaust fan Main engine auxiliary blower No.1 blower of I.G.G. No.2 blower of I.G.G. Auxiliary boiler Air conditioning unit for E.C.R. Galley equipment No.1 air conditioning supply/exhaust fan No.2 air conditioning supply/exhaust fan No.1 pump room fan No.2 pump room fan Group starter board 3 (accommodation fans) From Ships Control Centre only Main generators Power distribution board P4 (L.O. purifiers) Power distribution board P3 (F.O. purifiers) Cargo and inert gas systems No.1 crosshead L.O. pump No.2 crosshead L.O. pump No.1 main L.O. pump No.2 main L.O. pump No.1 F.O. supply unit No.2 F.O. supply unit No.1 hydraulic oil pump No.2 hydraulic oil pump D.O.transfer pump L.O. transfer pump F.O. transfer pump Auxiliary engine priming L.O.pump

2.13.6 Uninterruptible Power Supplies (UPS)
Most of the emergency requirements are supplied by the emergency 24V system, see section 2.13.1 for a detailed list of emergency consumers. The following systems are supplied by the 24V battery charge/discharge distribution board, which is backed up by a separate 24V battery: Cargo console Engine console Wheelhouse/navigation console Interior communication equipment - automatic telephones Emergency switchboard control section Main switchboard control and synchronising section The radio/GMDSS equipment is backed up by a separate battery system.
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Illustration 2.13.7a Emergency Battery Charging and 24V Distribution
Main Switchboard
Wheelhouse
Cargo Control Console
Inert Gas System Control Panel
24V Charging / Distribution Panel
CO2 Release Junction Box
Batteries
Emergency Generator Control
Uninterrupted Power Supply
Monitoring and Alarm System Outstation No.1
SAU 1
Main Switchboard
Nos.1, 2, and 3 Auxiliary Engine Governors
Inverter
Power Amplifier
Bow Thruster and Stern Thruster Control Panel
High / High Level Alarm Panel
Inert Gas System Local Control Panel
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2.13.7 Batteries, Transformers, Rectifiers and Chargers
Batteries The main 24V system is supplied by a battery charger/rectifier. The charger/rectifier unit consists of two chargers configured in parallel with one 300AH battery bank. No.1 charger is fed from the main switchboard 440V section and No.2 is fed from the emergency switchboard 440V section. In the event of power failure, the 24V system is fed from the bank of batteries. The board contains the following equipment: See section 2.13.1 for a list of consumers, which consist of emergency lighting, alarm indication without audible alarms and illumination of steering and compass equipment. The batteries are on a floating charge, with the rectifier supplying the normal requirements. The battery will supply additional requirements during periods of heavy demand. A separate 24V battery and charger system is provided for the emergency generator starting arrangements. A separate 24V battery and charger system is provided for the radio/GMDSS system. Transformers Two 440/230V, 3ph, 99kVA transformers supply the main switchboard 230V section from the 440V feeder section. Two 440/230V, 3ph, 45kVA transformers supply the emergency switchboard 230V section from the 440V feeder section. Power on indication lamp Boost charge indication lamp Charge failure indication lamp Two 0-40V battery voltmeters Two 0-40A battery charger ammeters 0-100A ammeter to monitor total supply load 0-40V voltmeter to monitor main 24V bus 100-0-100 battery ammeter Earth lamps with test switch Insulation monitor and alarm unit Charger change over facilities The charger is fitted with a battery voltage monitoring facility which will raise an alarm if the battery voltage falls below a preset level. The unit is also fitted with a charger failure alarm. The board should be regularly inspected for earths on the outgoing circuits by operation of the the earth lamps. When an earth is present on an outgoing circuit, one of the lamps will glow brighter than the other. Careful isolation of the outgoing circuits will locate the faulty circuit with the lamps returning to their normal equal brilliance once the faulty circuit is isolated. 24V Charge/Discharge Board Battery Charger The 24V charge and discharge board is provided with chargers to allow the equalising and floating charge of the battery in order to supply power to the emergency lighting system, communication equipment, alarms, etc. The unit is fitted with two chargers, one supplied from the main switchboard and one supplied from the emergency switchboard. In an emergency the appropriate charger can be utilised by the selection switch on the front panel. Operating Procedure
The battery charger is a fully automatic charging device which serves for the automatic charging of the storage battery. Floating Charge While the storage battery is fully charged, it is normally subjected to a floating charge. In this condition, the charger supplies the 24V system with power. During periods of high demand and failure of the power source the battery will take over. A constant voltage is applied to the battery and the charging current will vary according to charged state of the battery, thus always maintaining the battery in the fully charged state. In this arrangement, a constant voltage is normally applied to the battery by the automatic voltage regulator (AVR) regardless of load variation, power variation, ambient temperature change, etc. The charge and discharge performed after the recovery from a power interruption is subjected to automatic control by the drooping device, which holds the battery charging current below a fixed current thus preventing it from becoming excessively large. If the battery has been subjected to a period of duty due to power failure, on restoration of the power supply, the battery charger is automatically transferred to equalising charge and rapidly charges the battery. As soon as the battery becomes fully charged, it reverts to floating charge.
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Illustration 2.13.8a Impressed Current Cathodic Protection
Remote Readout Unit
F.W.T (P. & S.)
Upper Platform Lower Platform Floor Top Of Tank Engine Room
Residual Tank No.5 C.O.T. (Port & Starboard) Flat of Side No.4 C.O.T. (Port & Starboard) No.3 C.O.T. (Port & Starboard)
No.2 C.O.T. (Port & Starboard) Flat Of Side
Aft Peak Tank
No.1 C.O.T. (Port & Starboard)
F.P.T. (W.B.)
No.6 W.B.T. (Port & Starboard)
Ref. Anode 175A Anode Port and Starboad Ref. Anode
Automatic Controlled Rectifier Unit
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2.13.8 Impressed Current Cathodic Protection
Introduction Maker : Power Supply: Jotun AC 440V, 60Hz, 3ph Operation Protection is achieved by passing low voltage DC current between the hull metal and anodes, insulated from the hull, but in contact with the sea water. The electrical potential of the hull is maintained in a more negative state than the anodes, i.e. cathodic, and in this condition corrosion is minimised. Careful control is necessary over the flow of impressed current, which will vary with the ships speed, salinity and temperature of the sea water, and the condition of the hull paint work. If the potential of the hull is made too negative with respect to the anode, then damage to the paint film can occur electrolytically or through the evolution of hydrogen gas between hull steel and paint. The system on this vessel controls the impressed electrical current automatically to ensure optimum protection. Current is fed through titanium electrodes situated forward and aft of the ship. The titanium prevents the anodes themselves from corroding and the anode surfaces are streamlined into the hull. Fixed zinc reference electrodes forward and aft are used to compare the potential of the hull to that normally found between unprotected steel and zinc electrodes. Sufficient current is impressed via the anodes to reduce this to a level of between 150 and 250 mV. Electrical Installation The system consists of a Controller Power Unit, reference electrodes and anodes are installed, one forward and one aft. System status readings are available on an L.C.D. display at the control unit and these should be inspected and logged each day. This control unit is also equipped with an alarm to give warning of any system abnormalities. Aft System The aft system consists of a power supply and control unit. Each control unit is connected to two hull mounted anodes and one hull mounted reference cell. The aft unit is supplied from 25A circuit breaker Q03 in engine room 440V distribution board P6. Forward System The forward system consists of one hull mounted reference cell.

Propeller and Rudder Stock Earthing To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are fitted and bonded to the ship's structure. In the case of the shaft, a slip ring is clamped to the shaft and is earthed to the hull via brushes. A second set of brushes, insulated from earth, monitors the shaft mV potential and this signal is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on a regular basis. The rudder stock is earthed via a 70mm2 flexible earth cable between the deck head and rudder stock to minimise any electrolytic potential across bearings and bushes. Sacrificial Anodes Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium anodes are fitted to the sea chests and rudder. Preparations for the Operation of the ICCP System a) Supply power to the control unit. b) Switch to manual mode. c) Check the voltage of each reference electrode. d) Switch to automatic mode. e) Set the control to the required level. Routine checks a) Record the total current on a daily basis. Manual operation will only be required on the failure of the reference electrodes. b) Check the reference electrode voltage on a daily basis. c) Check and clean the shaft slip ring and brushes every month. d) Inspect the rudder stock earth strap every month. e) Inspect and clean control unit cooling fans and grills every three months.
The vessel is provided with an impressed current cathodic protection system. This method of corrosion protection automatically controls electrochemical corrosion of the ships hull structure below the water line. Cathodic protection can be compared to a simple battery cell, consisting of two plates in an electrolyte. One of the battery plates in the electrolyte will waste away through the action of the flow of electrical current, if the two battery electrodes are connected electrically. The metal to be protected, in this case, the ships hull, acts as the battery anode, the sea water being the electrolyte. If an external flow of current is impressed to reverse the normal flow in the battery, then the anode now acts as a cathode and ceases to waste away. In essence, this is how an impressed current cathodic protection system functions. When a vessel is fitted with ICCP (Impressed Current Cathodic Protection) the hull steel is maintained at an electrical potential more negative that the surrounding seawater. For this reason, terminals normally comply with the ISGOTT Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which states, referring to IMO recommendations for the safe transport, handling and storage of dangerous substances in port areas, that ship shore bonding cables should be discouraged. High currents that can occur in earthing cables and metallic connections are avoided. These are due to potential differences between ship and terminal structure particularly due to the residual potential difference that can exist for up to 24 hours after the shipboard ICCP has been switched off. These terminals usually utilise insulating flanges on hose connections to electrically isolate ship and terminal structure. During preparations for berthing at terminals where such insulation is not employed, or where earth connections are mandatory by local regulation, or when bunker barges come alongside, the ICCP should be switched off at least 24 hours in advance. Fresh Water Operation When the vessel enters a river estuary, the fresh or brackish water may limit the spread of current from the anodes due to the higher resistivity of the water. Normally this would cause the voltage output to increase to compensate for it, accompanied by very low current levels and the reference electrode potentials may indicate under protection. However, in this system this is taken care of by the computer and the system will automatically return the hull to optimum protective level on returning to sea water.
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Illustration 2.13.9a Thrusters Control
Main Bridge Control Panel Thruster and Hydraulic Pump Starter Panel
BOW UNIT BOW UNIT
FAN RUN HYDR RUN FAN RUN HYDR RUN
Bridge Wing Panel
STERN UNIT BOW UNIT
0 1/2 1 1/2 1
LAMP TEST
HYDR STOP
HYDR START
HYDR STOP
HYDR START
0 1/2 1 1/2 1
LAMP TEST
IN SERVICE
OVERLOAD
IN COMMAND
READY FOR START
DRIVE MOTOR RUN
READY FOR START
DRIVE MOTOR RUN
IN SERVICE
OVERLOAD
IN COMMAND
EMERG STOP
START REQUEST
DRIVE MOTOR STOP

COMMAND REQUEST/ TEST
DRIVE MOTOR START
DRIVE MOTOR STOP
DRIVE MOTOR START
EMERG STOP
START REQUEST
STERN UNIT KAMEWA KAMEWA
COMMAND REQUEST/ TEST
STERN UNIT
1 1/2 0
IN SERVICE OVERLOAD IN COMMAND
1 1 1/2
IN SERVICE OVERLOAD IN COMMAND
1 1/2 0 1/2
Key
EMERG STOP START REQUEST EMERG STOP START REQUEST
Electrical Signal
KAMEWA KAMEWA
Hydraulic Oil
ECR Unit
BOW UNIT STERN UNIT
Pitch Feed back Signal
Feed Back Unit
Electric Motor
BRIDGE
CONTROL ROOM
BRIDGE
CONTROL ROOM
Hydraulic Control Signals
Stbd
Port
PORT
STBD
PORT
STBD
Propellor Central Unit Valve Control Signals Hydraulic Power Pack
KAMEWA
KAMEWA
Control Valve Tunnel
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2.13.9 Thrusters
Maker: Type: Overview The vessel is equipped with a bow and stern thruster. The Tunnel Thruster System consists of four main parts: 1. A tunnel with propeller unit, a driving motor, a hydraulic system, and an electric control system. 2. The propeller unit is driven by an electric motor at a constant speed and single direction of rotation. The propeller is provided with hydraulically adjustable propeller blades, which makes it possible to vary the magnitude and direction of thrust. 3. The tunnel thruster facilitates the manoeuvring of the vessel to a great extent when speeds are low or zero. The ship's tunnel thruster is also a useful complement to the ship's rudder even at higher speeds. The thruster and the rudder together give an increased steering effect. 4. The controllable pitch tunnel thruster runs at a constant shaft speed. Power and thrust are controlled by changing the pitch of the blades. The propeller always rotates in the same direction. As starboard and port thrust must be equal, the blades are designed with zero initial pitch and symmetrical blade section. The tunnel thruster has two purposes. One is to keep the vessel in position in a crosswind, the other one is to turn the vessel at zero or low ahead speed. (Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is also given a sideways motion. The simultaneous turning and crabbing results in a slow longitudinal motion of the vessel - ahead when the tunnel thruster is located in the bow - astern when it is located at the stern. This should be kept in mind when manoeuvring in narrow harbours.) The propeller unit comprises a propeller tunnel in which a single stay gear housing is bolted A four bladed propeller and shaft assembly are mounted in bearings in the gear housing. The main part of the tunnel thruster is the propeller hub with blades and the propeller shaft. The shaft is supported by one spherical roller bearing and two axial roller bearings. The shaft seal of rubber sleeves prevents water from penetrating and oil leakage. Kamewa 1650 K/BMS - CP Operating Principle In the propeller hub there is a servomotor which turns the propeller blades. The servomotor consists of an integrated piston and an axially moving piston rod. The movement is obtained by leading pressure oil to one side or the other of the piston. The piston rod has a crosshead with four transverse slots for sliding shoes, one for each of the blades. The eccentric crankpin fits into the hole of the sliding shoe. The crankpin ring is supported in a bearing lining, which is integrated within the hub body. When the piston rod moves, the crankpin ring rotates with the circular movement transmitted via the piston rod slot sliding shoe and crankpin. The propeller blade, which is fixed on the crankpin ring by screws, will then turn. Each blade is provided with a sealing ring to prevent water entrance to the hub or oil leakage. Remote Control System The control system is a microprocessor based remote control system used to control the pitch setting of the tunnel thruster. The system can order both port and starboard manoeuvres by changing the pitch setting while the propeller blades continue rotating in one direction. The manoeuvring is performed from a control station equipped with a control lever. When ordering thrust with the control lever, the system applies the proper pitch setting according to a pitch curve which is pre-programmed in the computer, allowing the thrust to be proportional to the lever position. When manoeuvring, the load of the drive motor is controlled by the system through automatic regulation of the pitch. The maximum allowed load is determined by the load limit. When there is more than one control station, there is also a responsibility system included, which allows only one control station at a time to be In Command. On each control station the actual pitch setting of the tunnel thruster(s) will be continuously indicated. The driving motor can be started only when the propeller blades are in zero position, which reduces the starting torque to a minimum. This means low starting current. Control of the system is generally from the main bridge or bridge wings, but can be controlled from the engine control room usually for pre-departure tests or due to control system failure.

The control panels have the following features: Control of pitch with proportional thrust command Indication of pitch Indication of drive motor current Start/stop of drive motor and hydraulic pump motor Indication of alarm Operating Procedures Before Starting the Tunnel Thruster a) Check that power is available. b) Start the electric driven hydraulic pump. c) Check that no alarm exists. d) The pitch will automatically go to zero. Starting the Drive Motor a) Start the drive motor. b) Check that the drive motor has started. A lamp indicates that the drive motor running. c) The tunnel thruster is now ready for use. Control Panel Selection a) Select the control panel by pushing the COMMAND REQUEST push-button. When the IN COMMAND lamp lights, the control panel is in command. b) The propeller thrust can now be manoeuvred in the desired direction by means of the control lever. c) The propeller thrust is approximately proportional to the position of the control lever, via the pitch curve. Stopping the Tunnel Thruster a) Set the control lever in 0 position. b) Stop the drive motor. c) Stop the electrically driven hydraulic pump.
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Pitch Control Operation Control lever The control lever can be rotated 60 with click stop locations for the outputs 0-1/2-1. The propeller thrust is approximately proportional to the position of the control lever, via the pitch curve. The control system controls the pitch. The lever movement is transmitted to the central unit and fed into a function generator (FG) where the required relationship between lever position and pitch command can be adjusted. Output from the F.G. is the pitch command, which is fed to the regulator where it is compared to the actual pitch position, (feedback signal). The pitch correction signal, from the load control process and the external thrust reduction, is also fed to the regulator. If there is a difference between ordered and actual pitch, the hydraulic pitch control valve is activated in order to correct the actual pitch setting until the control error (difference) has disappeared. Change from Main Bridge to Bridge Wing Control Push the Command Request/Test button for request of command and transferring between main bridge and the bridge wing station(s). (When the drive motor is stopped, pitch testing is possible by pushing this button). The In Command lamp lights, indicating when the control station in question is In Command. (Can only be in command when the drive motor is started). When the command is on Bridge the command can be transferred between main bridge control station and the bridge wing control station(s). When the push button Command Request is pushed the command is directly transferred. The lamps In Command indicates which station is in command. Change from Main Bridge to ECR Control When in Control Room control the lamp indicates Control Room in command. When in Bridge control the lamp indicates Bridge in command. The Switch BR/ECR is used for manoeuvre station change over. When Command request button is pressed on the bridge, the switch is changed to Bridge. For switching over the control between Bridge and Engine Control Room there is a manoeuvre responsibility system. The Engine Control Room is the master control station where the switch BR/ECR is located. Issue: 1 Change of Control Station from Bridge to ECR When the switch in the control room is switched from position Bridge to position ECR, the command will be directly transferred from bridge to ECR. Change of Control Station from ECR to Bridge When the switch in control room is switched from position ECR to position Bridge the command will not be transferred until Command request is pushed at any of the bridge control stations. Until then no station will be in command. When set for ECR operation the pitch can be operated using the push buttons on the ECR panel. These act directly on the hydraulic control valves. The main control system is bypassed and the control failure alarm blocked. Load Control The load control system prevents the drive motor from being overloaded. The system measures the drive motor current, i.e. load on the drive motor. The load signal is compared to the Load limit parameter (Load limit 1 or Load limit 2). If the drive motor current is too high, the pitch, as well as the drive motor load, will be reduced. To prevent mechanical damage at high speed, pitch changes, caused for example by air in the hydraulic system, is protected by supervision of a pitch response overspeed. Emergency Stop The emergency stop push-button activates an opening contact which causes the drive motor to stop. The drive motor running information disappears. When the drive motor is stopped, the pitch is automatically reset to zero. Drive Motor Start/Stop In order to be able to start the drive motor, the pitch must be in zero position and the hydraulic pump motor has to be running. When stopping the drive motor, the drive motor running information disappears, causing the control system to steer the pitch to zero. In order to be able to start the drive motor, the hydraulic pump motor must first be started by using the Hydr. start push button. If the hydraulic pump motor is stopped by using the Hydr. stop push button, the drive motor will be stopped as well, due to lack of hydraulic pressure.
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QG10 Emergency Engine Cooling F.W. Tank QG10 For Exhaust Gas Boiler QG39 To Inert GS and Vapour Collection System & Foam System To Accomodation From Accomodation QG9 Upper Deck

Illustration 2.14.1a Domestic Fresh Water System
To Accomodation
Fresh Water Expansion Tank
Key
Fresh Water Calorifier To Main Engine Boiler Water Cooling Sample QG1 QG23 To Auxiliary Generator Room No.1 To Auxiliary Generator Room No.2 and 4 QG13 To Seperator Room For Oil Fired Boiler QG15 QG17 QG16
Fresh Water Hydrophore Unit
QG39
On Tank Top Forward
QG11
PI
Domestic Hot Water QG43 Air
To Bilge Separator
To F.W. Expansion Tank QG35 QG49
To F.W Gen & F.W Fill System
QG32
To No.1 L.O. Purifier
QG31
To No.2 L.O. Purifier
QG39 QG50 QG39

From General Service Air
QG12
To A/E L.O. Purifier
For Engine Workshop
QG48
1,000 litres QG2 Fresh Water Tank (Port) QG3 Fresh Water Spray Fire Extinguishing System Pump P QG38 QG14 P
Fresh Water Hydrophore Pumps PI
Drinking Water Fountain To Wash Basin To Wash Basin To W.C To Oily Water Discharge & Monitoring System To F.W Gen. Chemical Dosage Tank
QG30
PS
TG4
QG29
To No.1 F.O. Purifier
QG22 QG26 QG32 QG32 QG32 To Sewage Treatment System
QG34
From Fresh Water Generator
QG25
QG28
To No.2 F.O. Purifier
QG18
TG7 Aft Peak Tank Fresh Water Tank (Starboard) QG4 QG6
To No.1 A/E
To No.2 A/E
To No.3 A/E
QG27
To D.O. Purifier
QG39 Stern Tube Cooling Water Tank On Tank Top Aft For Chemical Cleaning Tank Of M.E. Air Cooler
QG5
QG39
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2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
Introduction Fresh water for domestic water use is stored in two fresh water storage tanks. Each tank can supplement the other system. Both tanks are normally filled from the fresh water generator, but can be filled from shore if required. Water is supplied to the fresh water system by two pumps, which pressurise the hydrophore tank. One of the pumps will be on duty with the other pump on automatic standby. Cold sterilised fresh water is supplied under pressure to the accommodation for domestic purposes. The hydrophore tank supplies outlets in the engine room, accommodation and deck. Cold water is also supplied to the calorifier where it is heated for the domestic hot water system. The calorifier is a thermostatically controlled vertical storage and heating vessel of 1m3 capacity, which utilises steam or electricity to provide the heat. The electric heater is reserved for use when the steam plant is shut down or during refit. Fresh water is heated to 70C and is then circulated around the ship by the hot water circulating pump. By continually circulating the hot water around the ship, water is saved by not having to run as much water off in order to get hot water at the outlet. Both the steam and electrical supplies are thermostatically controlled. A separate fresh water pump supplies water to the water spray fire extinguishing system in the purifier and generator rooms. The pump draws water directly from the fresh water storage tanks. The hydrophore system can supply the water spray extinguishing system in an emergency. The fresh water system supplies the following: Water spray extinguishing system Sanitary system Drinking water system Calorifier and accommodation hot water services Main engine turbocharger cleaning L.O. and F.O. purifier operating water systems Inert gas fan washing Exhaust gas boiler washing Fresh water cooling system tanks Chemical dosing unit g) Repeat steps (b - f) until the tank is at the operating pressure, with the water level at about 75% full. b) Start one F.W. supply pump. c) Fill the hydrophore tank to about 75% capacity. d) Stop the pump. e) Slightly open the air inlet valve to the tank until the operating pressure is reached. f) Close the air supply. Bilge water separator Auxiliary engine turbocharger cleaning Main engine chemical cleaning tank Main engine air cooler cleaning Oil discharge monitoring equipment Engine room services Boiler sample cooler Preparation for the Operation of the Domestic Fresh Water System a) Set up the valves as shown. Position Open Open Open Open Open Closed Closed Open Open Open Open Open Description F.W. Tank Outlet Valve No.1 F.W. Supply Pump Suction Valve No.2 F.W. Supply Pump Suction Valve No.1 F.W. Supply Pump Discharge Valve No.2 F.W. Supply Pump Discharge Valve Hydrophore Discharge to Fog System Hydrophore Discharge to F.W. System Master Valve to Accommodation Cold System QG11 Inlet Valve to Calorifier Outlet Valve from Calorifier Inlet to Hot Water Circulating Pump Outlet from Hot Water Circulating Pump QG08 QG13 Open Open Valve QG3 or QG4 QG25 QG26

h) Switch one hydrophore pump to automatic operation. i) Open the hydrophore tank outlet valve slowly until the system pressurises. j) Start the hot water circulating pump. k) Vent air from the calorifier. l) Start the electric heater for calorifier. m) Switch the other supply pump to standby. n) Supply steam to the calorifier when steam is available. o) Shut down the electric heater when steam is available and in use. p) The water spray extinguishing system should now be made ready by setting the following valves: Position Open Description F.W. Tank Outlet Valve Water Fog F.W. Pump Suction Valve Water Fog F.W. Pump Discharge Valve Valve QG3 or QG4 QG38 QG14
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Illustration 2.14.2a Domestic Refrigeration Plant System
Vegetable Room
Meat Room
Control Valve
OP PS PS
LP DPS
HP
Key
No.1 Condensing Unit

Refrigerant Gas Refrigerant Liquid
L.T. Cooling Water
OP PS PS
LP DPS
HP
No.2 Condensing Unit
Instrumentation
Refrigerant Pump No. 1
Thermostat Thermostatic Expansion Valve Oil Separator
Refrigerant Pump No. 2
Accumulator
Accumulator
Open To Release Air TI

DPS PS
Constant Pressure Valve Differential Pressure Switch Pressure Switch Water Pressure Switch Water Pressure High Pressure Low Pressure Temperature Indicator Oil Pressure
To and From L.T. F.W. Cooling System
QB2
Condenser
WPS
QB4
Condenser
QB1
WP
QB3
WPS WP
TI
HP
WPS WP Filter and Dryer Charging Connection
TI Filter and Dryer Charging Connection
LP TI OP
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2.14.2 Domestic Refrigeration System
Introduction Cooling for the meat room and vegetable room is provided by a direct expansion R-134 system. The plant is automatic and consists of two compressors, two condensers and one evaporator coil in the meat room and one evaporator coil in the vegetable room. Air in the cold rooms is circulated through the evaporator coils by electrically driven fans. The meat room evaporator is equipped with a timer controlled electric defrosting element. The frequency of defrosting is chosen by means of a defrosting relay built into the starter panel. Under normal conditions one compressor/condenser unit is in operation, with the other on standby, but on manual start up with all valves shut until required. The plant is not designed for parallel operation of the two systems because of a risk of transfer of lubricating oil between the compressors. The compressor draws R-134 vapour from the cold room cooling coils and pumps it under pressure to the low temperature fresh water cooled condenser where the vapour is condensed. The liquid refrigerant is returned through a dryer unit and filtered to the cold room evaporators. The compressors are protected by high pressure, low pressure and low lubricating oil pressure cut-out switches. Each unit is also fitted with a crankcase heater. Thermostats in each room enable a temperature regulating device to operate the solenoid valves independently, so as to reduce the number of starts and running time of the compressor. The air coolers convert the refrigerant as it expands into a super-cooled vapour, under the control of the expansion valves. This vapour is then returned to the compressor through the non-return valves. When all the solenoid valves at the air coolers are closed by the room thermostats, the low-pressure switch will stop the compressor. A back pressure controlled constant pressure valve is included in the vegetable rooms to prevent the temperature dropping too far below the normal set point, which would damage the provisions, should the inlet solenoid valve fail to close properly. Any leaks of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of the system being undercharged will be low suction and discharge pressures, with the system eventually becoming ineffective with bubbles appearing in the sight glass. A side effect of low refrigerant gas charge is an apparent low lubricating oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant, causing the level in the sump to drop. When the system is charged to full capacity the excess oil will be separated out and returned to the sump. During operation the level as shown in the condenser level gauge will drop. If the system does become undercharged the whole system should be checked for leakage. When required, additional refrigerant can be added through the liquid charging line, after first venting the connection between the refrigerant bottle and the charging connection. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant system will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. Refrigeration Plant Maker: No. of sets: Model: Daikin Ind. Ltd 2 RHSD 5A

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

Air Heater
Exhaust Fan Exhaust Air Duct Return Air Duct
Air Filter
Air Heater
Exhaust Fan Exhaust Air Duct
TI
Total Heat Exchanger
TI PI From 7kg/cm2 Steam System TH
Total Heat Exchanger
PI From 7kg/cm2 Steam System
TH
Fresh Air Duct
Fresh Air Duct
TI
TI Air Filter
TI
TI Air Filter
Total Heat Exchanger Unit

Supply Air duct
Condensate Outlet
Total Heat Exchanger Unit

Supply Air duct
Condensate Outlet
Humidifier Air Heater TI
Humidifier Air Heater PI QE73 From 7kg/cm2 Steam System TI Air Cooler TI
PI QE73 HU From 7kg/cm2 Steam System
TI
Air Cooler
HU
Condensate Outlet
Condensate Outlet
Air Handling Unit
Supply Fan
Steam Trap
Air Handling Unit
Supply Fan
Steam Trap
LP
HP HLS OPS
OP
Condensing Unit
LP HLS
HP OPS
OP
Condensing Unit
Key
Steam Condensate Fresh Water Cooling Refrigeration Gas Refrigeration Liquid Electrical Signal
No.1 Air Conditioning Compressor
No.2 Air Conditioning Compressor
Condenser
QB16 QB17
Thermostatic Expansion Valve WP WPS TH LP HP OP HLS OPS HU Water Pressure Gauge Water Pressure Switch Thermostat Low Pressure Gauge High pressure Gauge Oil Pressure Gauge High and low Pressure Switch Oil Pressure Switch Humidity Controller Charging Connection Filter and Dryer TI WP WPS
Condenser
QB18 QB19
TI Filter and Dryer
WP
WPS
Charging Connection
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2.14.3 Accommodation Air Conditioning Plant
Maker: No of sets: Condensing Unit Model: Air Handling Unit Model: Capacity: Introduction The air is supplied to the accommodation by two air handling units located in the A.C. room in the engine room. The units consists of an electrically driven fan drawing air through the following sections: Filter Mixing chamber for fresh and recirculated air Preheating coil Humidifier nozzles Evaporator coils Water separator The air is forced into the distribution trunking which supplies the accommodation. Air may be drawn into the system either from outside or from the accommodation via recirculation trunking. All cabin ventilation units have been adjusted to supply no more than the maximum air quantity assigned to the individual rooms served by the plant. Regulation of the air quantity is effected by means of the control knob on the cabin unit and adjustment is left entirely for the room occupant to choose. With heating or cooling coils in use, the unit is designed to operate on 70% fresh air supply. The ratio of circulation air may be varied manually using the damper in the inlet trunking. The inlet filters are of the washable mat type and heating is provided by coils supplied by steam from the 7 kg/cm2 system. Cooling is provided by a direct expansion R-134A system. The plant is automatic and consists of two compressor/condenser units supplying the evaporators contained in the accommodation air handling units. Each condensing unit is capable of supplying 100% of the total capacity requirement and under normal conditions one compressor will be in use. Cooling of the air is achieved by direct expansion coils. The coils are fed with refrigerant from the air conditioning compressor as a superheated gas which is then passed through the condenser where it is condensed to a liquid. When the system is charged to full capacity, this excess oil will be separated out and returned to the sump. During operation, the level as shown in the condenser level gauge will drop. Namirei-Showa Co. Ltd 2 ACU-3713a NAHEV-150 30 m3/h per person The liquid R-134 is then fed, via filter drier units, to the cooling coils where it expands under the control of the expansion valves, before being returned to the compressor as a gas. The compressor is fitted with an internal oil pressure activated unloading mechanism which affords automatic starting and variable capacity control. The compressor is protected by a high and low pressure cut-out switch and low lubricating oil pressure trip. A crankcase heater and cooler are fitted. Any leakage of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of system undercharge will be low suction and discharge pressure and the system eventually becoming ineffective. A side effect of low refrigerant gas charge is an apparent low oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant gas, causing the level in the sump to drop.

Before opening the crossover valves, to prevent over charging of the system to be used, ensure that the system to be shut down is fully pumped down. Also, pump down the running unit before separating the two systems by closing the crossover valves. To Start the Ventilation System a) Check that the air filters are clean. b) Set the air dampers to the outside position. c) Start the supply fans. To Start the Air Conditioning Compressor a) All stop valves in the refrigerant line, except the compressor suction, should be opened and fully back seated to prevent the pressure in the valve reaching the valve gland. b) The crankcase heater on the compressor to be used should be switched on a few hours prior to starting the compressor. c) Check that the oil level is correct. d) Start up the ancillaries, pumps etc. If the system does become undercharged, the whole system pipework should be checked for leakage. When required, additional gas can be added through the charging line, after first venting the connection between the gas bottle and the charging connection. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. Cooling water for the condenser is supplied from the low temperature fresh water cooling system. Operation of the Air Conditioning System The air conditioning system is designed to run with one compressor at a time meeting the full air conditioning load of the accommodation. Capacity control is automatic, but for borderline temperatures capacity can be controlled manually. The other condensing unit is on standby or available for maintenance. The system can be crossed over by opening the common liquid and gas valves, which will allow one compressor to supply both air handling units. h) Continue opening the suction valve slowly taking care not to allow liquid into the compressor. Also ensure the suction pressure is above the cut out point. e) Open the valves for the condenser cooling water. Check there is sufficient flow. f) Open the compressor suction valve one turn. g) Start the compressor.
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Whilst Running: a) Check the inlet and outlet pressure gauges. b) Check the oil level and oil pressure. c) Check for leakages. Compressor - Running Checks a) The lubricating oil pressure should be checked daily. b) The oil level in the crankcase should be checked daily. c) The suction and discharge pressure should be checked daily. d) The temperature of oil, suction and discharge gasses should be checked daily, together with the motor bearing temperatures. e) A daily check should be kept on any undue leakage at the shaft seal. To Stop the Compressor for Short Periods a) Close the condenser liquid outlet valve and the outlet from the filter. b) Allow the compressor to pump out the system so that the low level pressure cut-out operates. c) Isolate the compressor motor. d) Close the compressor suction valve. e) Close the compressor discharge valve. f) Close the inlet and outlet valves on the cooling water to the condenser. g) Close the inlet valves on the cooling water to the oil cooler. h) Switch on the crankcase heater. f) Close the inlet and outlet valves on the cooling water to the oil cooler. g) The compressor discharge valve should be marked closed and the compressor motor isolated to prevent possible damage. To Shut Down the Compressor for a Prolonged Period If the cooling system is to be shut down for a prolonged period, it is advisable to pump down the system and isolate the refrigerant gas charge in the condenser. Leaving the system with full refrigerant pressure in the lines increases the tendency to lose charge through the shaft seal. a) Shut the liquid outlet valve on the condenser and the outlet from the filter. b) Run the compressor until the low pressure cut-out operates. c) After a period of time the suction pressure may rise in which case the compressor should be allowed to pump down again until the suction pressure remains low. d) Shut the compressor suction and discharge valves. e) Close the inlet and outlet valves on the cooling water to the condenser.
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2.14.4 Miscellaneous Air Conditioning Units
Package air conditioning units are provided to supply the following spaces: Engine control room Workshop They are all self-contained, comprising a fan, compressor, refrigerant circuit, filters and controls. They are and on an external cooling water supply. Maker: Model: No. of sets: Carrier Corporation 90 MA 308-611 R134a 1
Procedure for the Operation of the Package Air Conditioning Units Starting a) Switch on the crankcase heater for approximately 24 hours before operation. b) Open the condenser refrigerant inlet and outlet valves. c) Open the condenser cooling water inlet and outlet valves. d) Check for any signs of leakage of refrigerant and lubricating oil. e) Ensure that the air filter is clean. f) Switch off the crankcase oil heater. g) Set the change over switch to COOL. h) Start the fan. i) Operate the start switch. Shutting Down a) Close the condenser refrigerant outlet valve. b) Allow the compressor to shut down on the low suction pressure trip. c) Stop the compressor. d) Close the condenser refrigerant inlet valve. e) Close the condenser cooling water inlet and outlet valves.
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Maersk Ramsey
Illustration 2.14.5a Sewage Treatment System
From Accommodation Sewage RD12 Upper Deck Sewage Water Waste Water Waste Water Sewage Water Hospital Water From Accommodation Sewage
RD13 Upper Deck Kitchen Water
RD2
RD3 RD81 RD10
RD4
RD5
RD6 Engine Room W.C. RD7 Oil Trap RD11 RD9 RD16
RD17
R18
From General Service Air System RD24 Sewage Treatment Plant B. W. L.
RD14
RD15
Key
Discharge Pump From F.W. Service System RD20 RD23 RD19 Sewage Pipes Bilge Tank
Air Domestic Fresh Water
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2.14.5 Sewage Treatment System
Maker: Lu Zhou - Hamworthy Level Switch Operation If the discharge mode selector switch is set to the AUTO position, the pump will start when the high level switch is activated and stop when the low-level switch is activated. Manual Operation If discharge is required below the low-level switch position, the pump can be started manually by setting the mode selector switch to HAND and pushing the start button. Discharge will continue until the low-level switch is activated, or until the pump is manually stopped. ! CAUTION Running the pump dry will damage the pump. Alarms A high-level alarm is activated if the high-level switch is not reset within a set period of time of it being activated. A thermal relay alarm will indicate overcurrent in the pump motor. ! CAUTION Discharge overboard should not take place within 12 nautical miles of the coast.
Basic Description and Operation The sewage treatment plant is a tank, divided into three compartments: 1. Aeration compartment The incoming sewage enters the aeration compartment, where it is digested by aerobic bacteria and micro-organisms. This is assisted by the addition of atmospheric oxygen delivered by the compressors. The resulting CO2 is emitted through the vent pipe and the water and bacteria cells are displaced into the settling compartment. 2. Settling compartment Here the bacteria settle out and are returned to the aeration compartment via the airlift tube. The tube takes its supply from the bottom of the compartment, via a visual pipe, which allows a check to be made on the returning sludge. The sloping sides prevent the settled sludge from accumulating and help direct it to the suction side of the air lift. The effluent enters the compartment through a filter and stilling chamber. It rises through the clarifier before discharging into the chlorine compartment through a weir at the top of the clarifier. A surface skimmer is provided to skim off and return surface debris back to the aeration compartment. 3. Chlorine contact compartment The effluent is stored in this compartment to allow time for the chlorine to kill off any harmful bacteria. This is achieved by chlorine tablets being added into two tubes with the effluent passing over them. The effluent absorbs the required amount of chlorine before flowing into the chlorine contact tank, where it is finally discharged overboard. The discharge may be controlled manually or automatically. The control equipment includes facilities for high level control and alarm functions using signals from float switches fitted in the treatment tank. The contents of the tank can be discharged: By level switches Manually
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Maersk Ramsey
Garbage Management Plan
Garbage Management Plan For Maersk
Ship Operational Garbage
Cabin Garbage and Public Room
Galley and Messroom Garbage
Deck 1. Plastic 2. Floating dunnage 3. Lining/packing materials 4. Paper, rags, glass, metal, bottles, etc. 5. Oily rags 6. Solid oily waste 7. Waste oil
Engine Room 1. Plastic 2. Floating dunnage 3. Lining/packing materials 4. Paper, rags, glass, metal, bottles, etc. 5. Oily rags 6. Solid oily waste 7. Waste oil
Officers 1. Plastic 2. Paper, rags, glass, bottles, metal, etc.
Crew 1. Plastic 2. Paper, rags, glass, bottles, metal, etc.
Galley Stores 1. Plastic 2. Packing material 3. Paper, glass, bottles, metal, etc.
Galley & Messroom 1. Food waste 2. Plastics 3. Packing material 4. Paper, glass, bottles, metals, etc.
Separation Generated garbage separated at source into the marked receptacles by the Chief Cook
Separation Generated garbage separated at source into the marked receptacles by the Chief Cook & 2/Cook
Separation Generated garbage separated at source into the marked receptacles by the occupants/users
Separation Generated garbage separated at source into the marked receptacles by the occupants/users Chief cook will check with the bridge if vessel is more than 12 miles from nearest land.
Location of receptacles Bridge Radio room C.C.R. Laundry Deck stores
Collected by 4-8 GP1 4-8 GP1 4-8 GP1 GP2 GP2
Location of receptacles Work shop E.C.R. Engine Store E/R Decks
Collected by Motorman Motorman Motorman Motorman
Location of receptacles Cabin Cleaning gear Lkr on A&C-Dk Conf. room Off. smoking room Infirmary
Collected by 2/Cook 2/Cook 2/Cook 2/Cook 2/Cook
Location of receptacles Cabin Cleaning gear Lk. on upp.&B-Dk Crew smoking room Suez room Gymnasium
Collected by Occupant GP2 GP2 GP2 GP2 Location of receptacles Inside Store Collected by 2/Cook
Yes
No
Processing of Food Waste Food waste will be processed using chafe cutter or disposer and will be disposed to the sea. Chief Cook is responsible for the operation of the DISPOSER located in the galley.
Location of receptacles
Collected by
Inside galley 2/Cook Officers mess 2/Cook Crew Mess GP2
To Sea
Storage WATER TIGHT GARBAGE ROOM LOCATED: ON UPP. DECK AFT The collected garbage to be brought every morning to the garbage room as per designated duties for storage.
Storage WATER TIGHT GARBAGE ROOM LOCATED : ON UPP. DECK AFT The collected garbage to be brought every morning and evening to the garbage room as per designated duties for storage.
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Garbage Management Plan
Storing Garbage In Garbage Room (Located On Upper Deck Aft)
Red Receptacle For incineration Examples 1. Plastic 2. Burnable dunnage 3. Paper, rags, etc 4. Oily rags 5. Solid oily waste 6. Waste oil
Blue Receptacle For sea disposal >25 nm outside special area Examples 1. Floating dunnage 2. Lining 3. Packing materials
Yellow Receptacle For sea disposal >25 nm outside special area Examples 1. Paper, rags, glass, metal, bottles, crockery & similar refuse 2. Incinerator ash
Green Receptacle Food waste for sea disposal >25 nm outside special area Examples 1. Food waste
Black Receptacle For landing ashore Examples 1. Paint 2. Chemicals 3. Oil soaked material
Collected By GP2 & GP1 Under supervision of C/O and taken to incinerator.
Sea Disposal 1. Under the supervision of C/O 2. Obtained permission from Bridge 3. All Disposals to be recorded in the garbage log By GP2
Disposal To Shore Facility 1. Under the supervision of C/O 2. All Disposals to be recorded in the garbage log By GP2 and assisted by GP1
Incineration Under supervision of 2/E.
Generated ash brought to storage area and kept in yellow receptacle for sea disposal by Motorman.
To Sea
To land ashore
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Maersk Ramsey
Illustration 2.15.1a Inert Gas Generator In Engine Room
Open Deck B.W.L. BN16
Open Deck In Funnel
From Control Air System To Deck System

PIC
BN30 S
BN64
I.G.G. D.O. Tank (4.3m3)
From F.O. Transfer System
To C.W. System
PI
PZA
PIC
BN8
PC
TI
TZA
TI
TZA
PZA
rner
TI PT
PI
PI
Pilot Bu
From S.W. Cooling System From 7 kg/cm2 Steam System BN12

QIR
Main Bu
PZA
rner
Combustion Chamber
LZA PZA
To Atmosphere
F1
QT
QIR
Condensate To Atmospheric Condenser No.6 W.B.T. (S)
Fuel Oil Unit
PI
PZA
L19
PZA
PZA
PI Connection As Smooth As Possible BN72 BN14
PI
PIC
PI
BN15
N 2 O2
Key
Dom. Fresh Water
No.1 Blower
No.2 Blower
To and From Fresh Water System In E/R QA17
From Bilge Ballast
BN5 BN6 B.W.L.
Sea Water Inert Gas Fuel Oil
QA18 QA39 QA26
Air Saturated Steam
QA16 I.G. Scrubber Pump (280 m3) Sea Water Main Pipe
Condensate
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2.15 Inert Gas (Top-up System) Generator
2.15.1 Inert Gas Generator
The inert gas plant, installed in the engine room, produces inert gas which is used to provide a gas explosion protection system for the cargo oil tanks and slop tanks. This is achieved by maintaining a slight over-pressure in the tanks at all times. When products are carried, the respective tanks would normally be blanked off from the I.G. system Whilst discharging the cargo, liquid pumped out of the tanks is replaced by inert gas. At all times, pressure of the inert gas in the tanks is maintained slightly above atmospheric pressure. The operating principle is based on the combustion of a low sulphur content fuel and the cleaning and drying of the exhaust gases. The inert gas plant includes an inert gas generator, a scrubbing tower unit, blowers, an effluent water seal, a fuel injection unit, deck seal and an instrumentation / control system. Manufacturer: Inert gas delivery rate (m3/h): Inert gas composition (% vol) O2: Inert gas composition CO2: Inert gas composition CO (max): Inert gas composition NOx (max): Inert gas composition SO2 (max): Nitrogen balance to 100%: Inert gas composition 'soot' : The inert gas plant is locally operated. Working Principle Inert gas is produced by the combustion of diesel oil supplied by the diesel oil pump and air provided by blowers, taking place in the combustion chamber of the inert gas generator. Good combustion is essential for the production of a good quality soot free low oxygen inert gas. Bacharach 0 Smit Sinus Gas Systems B.V. 3,750 0.5 14% 100ppm 65ppm 2ppm The products of the combustion are mainly carbon dioxide, water and small quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The nitrogen content is generally unchanged during the combustion process and the inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide. Initially, the hot combustion gases produced are cooled indirectly in the combustion chamber by a sea water jacket. Thereafter, cooling of the gases mainly occurs in the scrubber section of the generator, where the sulphur oxides are washed out. The sea water for the Inert Gas Generator is supplied from the sea water cooling system. Before delivery out of the generator, water droplets and trapped moisture are separated from the inert gases by a demister. The inert gas is supplied to deck via a deck water seal. The Inert Gas System can supply fresh air instead of inert gas with the same capacity. Burner Description The combustion air is supplied to the main burner by two blowers, each supplying 50% of the total capacity of the generator. The quantity of combustion air to the burner can be manually adjusted by a regulating valve in the excess air discharge line. Fuel (M.D.O.) is supplied at a constant pressure by the gas oil electric pump which has a built-in pressure overflow valve. Before ignition or start up of the unit, and with the pump running, all the fuel is pumped back via the fuel oil overflow valve. This valve also serves to regulate the delivery pressure of the pump. The fuel oil flows to the nozzle of the main burner via two solenoid valves and two fuel oil regulating valves. A programme switch in the local control panel regulates one of the solenoid valves which operates the pilot burner and initial firing. The main burner is ignited by a pilot burner. The main fuel oil burner is of the high-pressure steam assisted atomising type. The fuel is directed to the burner orifice through tangential slots which ensure that the fuel leaves the burner as a thin rotating membrane which is atomised just after the nozzle. Steam is supplied to the atomising ring which is fitted to the end of the burner gun and imparts a tangential flow into the oil stream thus ensuring a ultra-fine dispersion of the fuel oil. In this manner good combustion is guaranteed with no formation of soot.

2.15.2 Operation
a) Open all valves for utilities (sea water, fuel, etc.). b) Supply electrical power to the inert gas generator panel. c) The generator is started by operating the start button. The complete starting process is fully programmed and safety interlocked. d) The purge line is open when the generator is started and will remain open until the oxygen content drops to within required limits. At this point the supply to deck valve will open and the purge valve will close. The starting program runs as follows: a) The blower purges the system with air before the pilot burner is ignited by the spark plug. b) The pilot burner is ignited. As soon as the flame is detected the main burner is started. c) After flame detection of the main burner and flame stabilisation, the pilot burner is shut down. d) After 4 minutes of purging, the delivery line is opened and the purge line closed - provided that the oxygen content is correct. If not, the purge line remains open until the correct fuel/air ratio has been set and the correct oxygen content is obtained. For long standstill periods it is recommended to purge the sea water cooling system is purged with fresh water. To allow for a remote stop of the generator, an extra contact is available in the control panel for connection to the ship's main control room.
2.15.3 Maintenance
a) The use of blowers and deck seal sea water supply pumps should be alternated on a regular basis. b) Check the calibration of the oxygen analyser before use. c) The sootblower for the boiler uptake valve should be operated before opening the uptake valves. The manual steam valve to the required uptake valve should be opened prior to this operation. The Push to Clean button is pressed. The manual steam supply valve is then closed after the operation. d) The blowers should be water washed at shut down to prevent build up of solids on the impeller. Prior to this operation the drain valve is opened and the flexible hose is connected. When the blower motor receives the stop signal, open the water supply to the blower while the fan is running down. On completion, the fresh water valve is closed and the flexible hose disconnected. 2.15 Inert Gas (Top-up System) Generator Page 2
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Part 3 Main Machinery Control

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Maersk Ramsey
Illustration 3.1.1a Integrated Management System Layout

UCS586 UCS587
W/H Console
UCS654/5
GOS
UCS650 UCS651 220Voc
UCS634/5
GOS
UMS 2100
BASIC ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP Bridge
S1 S2 S3 S4
DIMMER
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
UCS41 24Vdc
ENT UMS 2100 BASIC ALARM PANEL
GOS Box UCS656

UCS588 UCS589
GOS Box
Lyngso Marine
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
7 STU
8 VWX
9 YZ
Ospace
+/ALARM GROUP9 ALARM GROUP10
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
UCS636
Cargo Control Room
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP - ECR
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
UCS54 24Vdc UCS128 UCS129 UCS41 24Vdc UCS582/583

UMS 2100 BASIC ALARM PANEL
Accommodation Area
UCS614/5
GOS
Lyngso Marine
ALARM
FIRE
FAULT
24Vdc UCS644/5
ALARM LIST
STOP HORN
ALARM ACKN.
BAP - ECR
S1 S2 S3 S4
DIMMER
GOS
UCS60 24Vdc UCS641 220Voc 24Vdc UCS50 24Vdc UCS51
24Vdc UCS52
UCS53
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
GOS Box UCS616

Engine Control Room
UMS 2100
ACCOMMODATION ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 12
Lyngso Marine
S1 S2 S3 S4
DIMMER
UMS 2100

ADD. LIST DISPLAY CHANNEL
ALARM
FIRE
FAULT
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 11
ALARM GROUP1 ALARM GROUP2
8 VWX 9 YZ
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
7 STU Ospace
GOS Box UCS646

Chief Engineers Office UCS587 UCS586 24Vdc UCS46 24Vdc 24Vdc UCS44 24Vdc 24Vdc UCS42
UMS 2100 ALARM FIRE FAULT
ALARM LIST STOP HORN ALARM ACKN.
ALARM
FIRE
FAULT
ASSIST CALL
S1
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
ALARM S4
GROUP7
ALARM DIMMER GROUP8
24Vdc UCS48 24Vdc UCS47

UCS49
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 10
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
7 STU 8 VWX 9 YZ Ospace
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
AAP 09
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS127 UCS126 24Vdc UCS 02 A,B,C,D
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 08
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
+/ALARM GROUP10
UCS125 UCS124
UCS580 UCS581
ASSIST CALL
S1
DUTY
S2
MAINTENANCE
S3 ALARM
GROUP6
ALARM S4
GROUP7
ALARM DIMMER ALARM GROUP8 GROUP9
1 ABC
AAP 07
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS123 UCS122
ALARM
FIRE
FAULT
ASSIST CALL
S1
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
ALARM S4
GROUP7
ALARM DIMMER GROUP8
UCS45
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 06
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS121 UCS120
Gamma Outstation No 2
24Vdc UCS 01 A,B,C,D
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
AAP 05
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS119 UCS118
Alarm
UCS700 UCS701 220Vac
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
UCS43
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 04
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS117 UCS116
Gamma Outstation No 1 Alarm

UCS711 UCS710
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
AAP 03
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS115 UCS114
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
AAP 02
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS113 UCS112
220Vac
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 01
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
ADD. LIST
DISPLAY CHANNEL
7 STU
8 VWX
9 YZ
Ospace
UCS111 UCS110
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
UCS109 UCS108 UCS130 UCS105 UCS104 UCS202/3. 500/1 UCS100 UCS101 UCS131
UCS810
Rotating Light
UCS811
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
UCS107 UCS106
Horn
UCS812
Stop Horn
Engine Control Room
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3.1 Integrated Management System
3.1.1. System Overview
Maker: Lyngso Marine The Extended Alarm Display is used together with the Basic Alarm Panel to extend the amount of information to be displayed simultaneously. (In the Universal Control System UCS 2100, the function of the Extended Alarm Display is an integrated part of the Graphics Operator Station GOS). The Alarm/Log Printers are used for printing the different logs and reports. This system contains Alarm Panels which allow remote alarm annunciation at the bridge, at the engineers cabins and in the public rooms. A printer which logs all the alarms and events is connected to the system. As the system is selected for unmanned machinery space it will sound an audible alarm in the cabin of the engineer who has been selected on duty, as well as in the public rooms, enabling the duty engineer to move freely between any of these locations and still be sure to receive the alarm. To acknowledge the alarm, the Duty Engineer must go to the Engine Control Room. The system contains extended alarm displays which present more information, giving the operator an improved overview. UCS 2100 Control System The systems are all interconnected using an RS485 data bus, any alarms on a system group will sound common alarms according to the mode selected (UMS etc) at the designated control position. UMS 2100 System Overview The system is formed by a number of standard hardware units as shown in Illustration 3.1.1a. Outstations with Local Operator Panels Basic Alarm Panels Accommodation Alarm Panels Extended Alarm Display Alarm / Log printer The outstation is equipped with a Gamma computer which handles the functions of the alarm detection, and additionally one of the outstations controls the alarm panels (Basic Alarm Panels and Accommodation Alarm Panels). The outstation is supplied with Local Operator Panels, which provide the operator with alarm information directly on the front of the outstation. The basic alarm panel is normally installed on the bridge and in the engine control room. It provides the operator with all the necessary facilities for use of the alarm system including alarm acknowledge, duty engineer selection, control of printer etc. Issue: 1 The UCS 2100 Control System provides the operator with an enhanced overview and operator facilities. It has facilities for displaying logged data and can be used to generate reports based upon this data. Reports, trend, and screen pictures can be printed on request. The system controls automatic and sequential restart of pumps and fans, control of temperature controllers and power management of the diesel generators. Integrated with the UMS 2100 Alarm System, the UCS 2100 Control System will offer the standard facility to display alarm information together with the control and monitoring information. The two systems are allocated the same Gamma computer hardware modules reducing the overall costs and minimising the use of I/O channels and cabling costs. The System Configuration is as follows: A Graphic Operator Station on the bridge, general office, main switchboard room, and ECR (x2). A basic alarm panel on the bridge, main switchboard room and ECR. An accommodation alarm panel fitted in all the engineers cabins and public rooms. This system offers an overview of alarm, control and monitoring information. The information is presented in graphic form at the Graphic Operator Stations (GOS) See 3.1.1a for system layout and location of GOS. The Accommodation Alarm Panel is normally installed in the cabins of the duty engineers/officers and in the public rooms. The accommodation alarm panel is used for alarm signaling and duty call of crew members etc. in the accommodation areas.

An alarm printer and log printer in the ECR. Two Gamma outstations in the ECR. The controlled machinery components are operated from control pictures, all with graphic representations of the controlled machinery components. An interactive interface with pull-down menus and clear indications of the actual state of the machinery component is used. Alarms related to the controlled machinery components are visualised just beside the graphic symbol for the machinery component. The actual state of the alarm is clearly indicated (normal/cut-out/alarm). The Graphic Operator Stations log all commands to, and condition changes from, the machinery. It also logs the change of set-points to the temperature controllers. The events are stored in a cyclic event log containing all events occurred during the last 24 hours. The event log is readable on the screen of the Graphic Operator Stations and can be printed on request. The Graphic Operator Stations logs all of the supervised analog values. The values are stored continuously for a period covering the previous eight hours. All changes are detected and stored. Additionally, the values are also stored as one minute mean values for a period covering the last month. Generator and Power Management System This is comprised of the power management system and diesel starter control system. The diesel starter control system controls the following functions: Manual stop/start of the generators Engine safety/shutdown system Selection/control of standby generator Blackout recovery Pre-lubrication of engines H.F.O./D.O. change over The power management system controls the following functions: Semi/fully automatic mode control Synchronising Frequency control Start of standby generator at low frequency or low voltage Heavy consumer control
Main System Components The machinery monitoring, alarm and control system can be divided into four groups: DPS 2100 Main engine remote control and safety system DMS 2100 Bridge manoeuvring system UCS 2100 Universal alarm, monitoring and control system PMS 2100 Power management system The DPS and DMS 2100 systems are described in detail in section 2.1.2, Main Engine Manoeuvring Control. The UCS and PMS systems are grouped by the manufacturer under the system title: UMS/UCS2100 Universal Alarm, Monitoring and Control System The UMS system is basically the alarm system and the UCS system is the control and monitoring system.
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Illustration 3.1.2a Operator Stations
Bridge
Lyngso Marine
Chief Engineer's Office
F1 F2 F3 F4
Help Alarm List Group Overview Group Display
F5 F6 F7 F8
Additional List Event Log Trend Log Display Channel
F9 F10 F11 F12
Bar graph Menu Stop Horn Acknowledge Alarm
F1 F2 F3 F4
F5 F6 F7 F8
F9 F10 F11 F12
Function Keys
Cargo Control Room
Ball
Used To Move Cursor Used To Acknowledge And Open 'Display Channel' Dialogues
Engine Control Room
Left Button
Used To Select Diagrams And Objects Not Used
Trackball Unit
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PMS Operation Modes The ships electrical power plant can be operated in several different modes: Local control Manual control of auxiliary engine Diesel Starter with Blackout Start PMS Semi-Automatic Mode PMS Automatic Mode Local Control In local control there is no PMS operation at all. When the auxiliary engine local control is selected for a generator set the engine is operated locally and the main breaker is operated from the MSB. The diesel generator local control is selected by means of the local/remote blocking switch on the auxiliary engine control panel at the engine. Manual Control In manual control, manual start/stop of the auxiliary engine from the Graphic Operator Stations is available but closing of the main breaker is limited to an automatic blackout start situation. When the auxiliary engine is in remote control and main breaker manual control is selected for a generator set, the diesel starter can start and stop the auxiliary engine in question, but only start/stop; no synchronising or any other functions are carried out. The main breaker is manually operated from the MSB. The diesel generator manual operation is selected by means of the manual/auto selector switch for each generator on the main switchboard. Semi-Automatic Mode The PMS modes, which always include the Diesel Start and Blackout Start functions, can be used for either operator supervised Semi-Automatic remote control or for unmanned full Automatic control of the ships electrical power plant. The PMS is changed between the two PMS modes from the Graphic Operator Stations. In the Semi-Automatic Mode, the PMS acts as a remote control station, where the automatic controls are those of blackout start, frequency control, load sharing, start/synchronising control and disconnection of a generator when the operator enters a start or stop order from the Graphic Operator Stations. A generator cannot be connected or disconnected by the PMS automatically. If the operator wants to stop an on-line PMS controlled diesel generator, this can be done from the Graphic Operator Stations. Stopping means unloading, switching off-line and stopping the diesel generator. Heavy consumers will be allowed to start if enough available power is present, otherwise they will be blocked from starting. Issue: 1 Frequency control and load-sharing between all on-line PMS controlled diesel generators are also part of the Automatic Mode. A diesel generator can be removed from the automatic start/stop sequence by switching it to local or manual control mode. A diesel generator can be stopped without changing its mode, by changing the priority, so that the on-line diesel generator is given a lower priority. The PMS will then automatically start a diesel generator with higher priority and stop the one with the lower priority. In the same way, starting a stopped PMS controlled diesel generator can be done by changing its priority to a higher priority. If the PMS control mode is changed from local, manual, or semi-automatic to automatic mode, the PMS will automatically update the plant, so the diesel generators with the highest priority are on-line to the MSB. Start of the pre-selected standby diesel generator and connection of the main breaker after blackout is handled by the PMS, independent of the actual mode. PMS Automatic Mode In Automatic Mode the PMS will perform the functions from the SemiAutomatic Mode extended with load dependent start/stop, start of standby diesel generator at shutdown pre-warning alarm of an on-line diesel generator, and control of heavy consumers etc. In Automatic Mode, the PMS can connect and disconnect the generators automatically to and from the MSB. This may be initiated by load-dependent start/stop, or from a shutdown pre-warning. The load-dependent heavy consumer start facility may involve standby diesel generator start and acceptance or rejection of heavy consumer start request. Alarm System
Alarms relative to the controlled machinery are displayed on the corresponding pictures with an indication of the alarm state and the cut-out state. A steady red square indicates an acknowledged alarm, a flashing red square indicates an unacknowledged alarm and a light blue square indicates a cut-out. By pointing and clicking on the square the actual process state can be read. When an alarm occurs, the label for the relevant system flashes on the overview display In the alarm list, the overview of all the present machinery alarms, cut outs and system failures can be seen. Operation from the Graphic Operator Stations To operate a machinery component the operator activates the symbol of that specific component by pointing and clicking. The desired command is chosen from the pop up menu. from the diagrams on illustration 3.1.2a the operation of starting a fuel pump (fuel pump No.1) can be seen. a) From the overview menu the operator selects FUEL OIL SUPPLY by pointing and clicking. b) From the fuel oil supply display the operator can assess the current status of pump No.1. The symbol is green for running, magenta for stopped, red for blocked or I for interlocked. The alarm status square is also situated here. c) By clicking on the symbol, the pump I.D. and command options are displayed. d) By clicking on MASTER START, the pump is started. (For safety reasons only one GOS can operate on one symbol). e) The pop up menu disappears and the symbol on the display changes to RUNNING. Alarm Handling from Graphic Operator Stations Acknowledgment of alarms is carried out at the alarm watch station and must be preceded by silencing the alarm horn by pressing the STOP HORN function key on the keyboard. The oldest unacknowledged alarm is always on display in the header. Acknowledgment is by pressing the ACKNOWLEDGE function key. Alarms from the alarm list can be acknowledged by pointing and clicking using the tracker ball. Acknowledgment of alarms can also be made from within the corresponding control picture where the alarm indication is displayed by pointing to the flashing red symbol and clicking.
3.1.2. Operator Stations

The Graphic Operator Station is basically a personal computer approved for marine use. The various displays feature a wide range of machinery components made up of standard function blocks. The blocks are a combination of graphical symbols and corresponding control programs and include a process interface and a man/machine interface. Operation is by using the tracker ball device to control the position of a cursor and pointing at a symbol. The activation push button (left) will then activate a pop up menu of available commands. The right button will acknowledge and open display channel dialogue. They also have facilities for the display of logged data as trend curves and they can be used to generate reports. These reports, trend curves and screen pictures can be printed on request. Besides operation and graphics indication of the UCS 2100 Control System, the Graphic Operator Stations have the facility to display information such as lists for alarms, cut-outs, analog values, and alarm limits.
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Illustration 3.1.3a Screen Displays
UCS 2100 File Edit Alarms: Manual Suppress: Unack'ed Alarms: Oldest Unack. Alarm: Main Menu
Lyngso Marine

UTC 06/01/99 14:52:24 View User Programs 14 0 0 Watch: Duty: Backup: 20TIA003 Area Diagram ECR CHIEF ENGINEER 1'ST ENGINEER M.E. EXHAUST GAS CYLINDER 3 LOW ALARM NORM Graph Window Help ATTENDED
Alarm Groups
M.E. Shutdown Alarms M.E. Slowdown Alarms Main Engine Aux. Engine Engine Room Bilge Alarms
Standard Function Blocks

Thermometer Fuel Supply Lub.Oil System Cooling System Bilge System Ballast System Boiler System Compressed Air Systems
Custom Mimics
Fuel Oil System Lub.oil System Cooling System Bilge System Ballast System Boiler system Compressed Air System Main Engine 1 Overview Main Engine 2 Overview Power Management System Fire System, Overview
GOS Startup Screen
Essential Alarm Non Essential Alarms Reefer Alarms Manoeuvring Alarms Systems Failures PCS: Slowdown PCS: Shutdown PCS: Misch. CPP Control
(Main) ME Oil Supply
DO SERVICE TANK 3
4.7m
HFO SERVICE TANK 1 3
8.3m m3
HFO SERVICE TANK 2 3
4.5m m3
6 4 2 0
m3
10 8 6 4 2 0
10 8 6 4 2 0
Mimic Diagram
Standby
Master
4.2 bar Master Standby
7.4 bar
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Alarm Handling Operations The following is a description on carrying out the most common alarm handling tasks: Open alarm list a) Left click ALARM LIST button in the header. b) Press F2 function key. c) Left click on DIAGRAM in the menu bar, select ALARM LIST from drop down menu. Open lists for cut outs, simulation, sensor fail or device fail a) Left click ADD. LIST button in the header. b) Press F5 function key. c) Left click on DIAGRAM in the menu bar, select ADD. LIST from drop down menu. Open Alarm Group Diagram Most important alarm lists are listed in the main menu and are opened by left clicking on the group title text label. If the group name is not shown: a) Left click on DIAGRAM in the menu bar. b) Select ALARM GROUP from the drop down menu. c) Press F4 function key. d) Select alarm group from the drop down menu. e) Left click on OK button. Stop Horn a) Left click STOP HORN button in the header. b) Press F11 function key. c) Press STOP HORN key on basic alarm panel. Acknowledge oldest unacknowledged alarm a) Left click ACKN. button in the header. b) Press F12 function key. Acknowledge alarms a) Right click anywhere on the alarm line, left click on ACKNOWLEDGE on the drop down menu. Issue: 1 Unacknowledged alarm within a display channel diagram a) Left click on the b) Left click anywhere on the alarm line, select alarm and acknowledge by left clicking on the

One Text Printer in black and white for: Daily, monthly and yearly reports Trend values in tabulating form Status print-outs for a picture/system (System documentation) Event log The Alarms and Main Events are printed on the text printer directly connected to a Gamma computer, which is related to the UMS 2100 alarm handling function of the system. The Thermometer (relative measuring system) Daily, monthly and yearly reports are available as standard based on compressed data from the log. To generate a daily report the data is compressed further to provide values for each hour. Detailed reports show the 60 values for each hour plus the total values for a day. Reports can be printed out on request or at specified times. Other reports may be user configured. Data may also be exported in DIF file format for analysis using other PC applications. Analogue and binary parameters may be logged on the GOS hard drive for later analysis. All condition changes of parameters and values, defined to be logged, covering the previous 24 hours, are stored for 30 days. Event Log Main Events such as running feedback signals from motors and engines can be automatically logged on the alarm and event log printer, to give the operator a complete machinery log. All events, such as commands and feedback changes, may also be logged on the Graphic Operator Stations hard-disk. The log is accessible on the Graphic Operator Stations and may be printed on a printer, either on request as a report or continuously. The commands are only included in the log on the specific Graphic Operator Stations from which the command is actually activated. Printers and Screen Dumps Two printers can be connected to each Graphic Operator Station: One Graphics Printer in colour or black and white for: Hard copy of the total screen including all windows Hard copy of the active window of the screen Hard copy of trend curves The thermometer function is a relative measurement system for supervision of, for example, the exhaust gas temperatures of the main engine cylinders with individual alarms for high temperature, high mean value and an alarm for large deviations from the mean value. The display presentation includes an overview diagram for all of the cylinders and two graph-diagrams each presenting up to five cylinder temperatures. The thermometer picture can be selected either by the key-board function key or from the Diagrams menu.
! icon.
Unacknowledged alarm within a mimic diagram a) Right click on the icon in alarm, left click on ACKNOWLEDGE on the drop down menu.
! icon.
Reports and Data Collection Logging
3.1.3. Screen Displays

The display of the Graphic Operator Stations is divided into two parts: a header window and a selectable working area window which will be a control overview or an alarm list. The menu bar and header with status information are always present. For enhanced safety the header constantly displays the most essential information from the alarm system, independent of the actual control assignment, such as: Oldest unacknowledged alarm Number of present and unacknowledged alarms Number of present cut-outs (inhibited alarm channels) Actual watch station, duty officer and backup officer Date and time Below the header, pictures with symbolic representation of the control objects enable remote control of the controlled machinery components and group of machinery components. Control is easily carried out by using the point-out and pop-up menus. The alarm information is clearly indicated by means of a graphic alarm symbol placed close to the symbol for the machinery component.
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Illustration 3.1.4a Alarm Displa y
Identifier for the alarm, maximum 8 characters Description for the alarm, maximum 30 characters Alarm state: ALM (standing alarm) Norm (no alarm) Fail (sensor fail or device fail) Message text for the current alarm state Current values for analogue alarms Starting time for the alarm
ID M_TO_G2 PANEL 2 PANEL 3 PANEL 5 PANEL 6 SN1TO2 201C001 60XA001 20SIAH02 20WIAH01 70XA231 28PIC001 35TIA033 28PIC005 70XA232
DESCRIPTION MASTER ALARM NET TO GAMMA 2 MASTER TO BRIDGE MASTER TO 1'ST ENGINEER MASTER TO CAPTAIN MASTER TO OFFICER'S MESS GAMMA 1:STL NET TO GAMMA 2 F.W.E. AUX. ENGINE 1 SHUTDOWN M.E. RPM COMMAND M.E. POWER FIRE ALARM 1 M.E. START AIR PRESSURE M.E. LUB.OIL TEMPERATURE M.E. SERVICE AIR PRESSURE FIRE ALARM 2
STATE ALM ALM ALM ALM ALM ALM ALM ALM FAIL FAIL ALM NORM ALM ALM NORM
MESSAGE COMM. ERR COMM. ERR COMM. ERR COMM. ERR COMM. ERR COMM. ERR HARBOUR SHUT DOWN SENS FAIL SENS FAIL ALARM NORMAL HIGH HIGH LOW PRESS NORMAL
VALUE
UNIT
UTC 1999/01/23 1999/01/23 1999/01/23 1999/01/23 1999/01/23 09:54:42.0
+15 -
09:54:42.0 09:54:42.0 09:54:42.0
- 31 rpm - 2479 bhk + 32.0 bar + 800C + 2.2 bar
09:54:42.0 10:12:22.0 10:13:12.0 10:14:13.0
! !!!
Entry 1-13 of 13
Acknowledge all alarms on the current page of the alarm list. Red when enabled. Acknowledge one selected alarm. Red when enabled. Scroll buttons ( page up / page down ). Update list, only used to remove acknowledge alarms when normal again. Select a new alarm system.
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Picture Hierarchy on the Graphic Operator Stations The alarm and control pictures of the UCS 2100 Control System are placed in a picture hierarchy. The Alarm and Control Overview picture presents labels to all of the control pictures. Any of the pictures can be selected by pointing at the picture label and then pressing the activation push-button. A square located to the left of the picture label flashes in case of an unacknowledged alarm on the picture. This time saving feature gives the operator a fast and safe overview of the actual situation. The Alarm and Control Overview picture can, be selected by pressing a function key on the keyboard or by the area/diagram pull-down menu on the command bar in the upper edge of the screen. All of the alarm and control pictures are available from the picture label on the Alarm and Control Overview picture or from the Area/Diagram pull-down menu on the command bar in the upper edge of the screen. 3.1.4 Alarm Display ALM The alarm display is a display of all standing alarms both acknowledged and unacknowledged. The system can include from 1 to 4 systems (bridge, machinery etc), each alarm system has its own alarm list. Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the actual number is shown in the bottom right of the display. The colour of the alarm text is normally green with the alarm state text in red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A right click on the alarm brings up a small menu with two texts: DISPLAY CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE allows the alarm to be acknowledged or if not possible, the text is shown in grey (already acknowledged or horn not silenced etc). Left clicking on DISPLAY CHANNEL opens the display for the particular system the alarm originates from. Detailed alarm information, such as delays and limits etc., is also shown. Trend Displays One to five graphs for supervised parameters can be displayed in the same trend display with individual colour and measuring scale. The individual colour is used to separate the ID number, the measuring scale, the trend curve, and the digit valve for each measurement. See Section 3.1.5 Alarm Groups An alarm group is a list of alarms for one machinery component (independent of alarm state). Up to 100 alarm groups are available. The list is sorted alphabetically after the I.D. FAIL FAIL NORM / CA Steady Yellow Flashing Red Steady Red Steady Blue Steady White The possible states for an alarm channel are as follows: State NORM ALM ALM ALM ALM ALM Appearance Steady Green Flashing Red Steady Red Flashing Magenta Steady Magenta Flashing Yellow Description Alarm channel in normal state Unacknowledged alarm: Priority 1 Acknowledged alarm: Priority 1 Unacknowledged alarm: Priority 2 Acknowledged alarm: Priority 2 Unacknowledged alarm: Priority 3 Acknowledged alarm: Priority 3 Unacknowledged alarm: Sensor fail Acknowledged alarm: Sensor fail outside range Standing alarm: Suppressed/Cut out GOS/GAMMA Computer hardware failure Limit: Type: Message: Prio.: Value: Delay on/off: M.cut:

The Channel parameters are also shown here and may include: Binary has 1 limit, Analogue may have 3 for an alarm and 4 for an event Binary/low limit/high limit Message text Alarm channel priority Limit value for analog channels Delay times/adjustment etc Manual cut out on/off, adjustment etc
Standard Function Block Diagrams These diagrams are divided into 12 blocks (squares), each one representing one machinery component. Information from each component is displayed as a standard function block. There are two main types of object: digital and analog. Digital Objects are used to display the status of a machinery component such as a pump. The current status is shown as a symbol and as text, usually running or stopped. From these digital objects it is possible to send start and stop commands. Analogue objects are used to display the current value of a measurement or an adjustable value. The value can be shown as a number and/or a bar graph. Function blocks can be operated in local or remote and manual or automatic modes. Change over is carried out directly on the machinery component. Function blocks are described in more detail in the manufacturers operation manual for this system. Mimic Diagrams A mimic diagram shows a machinery system as a static background with dynamic objects as symbols upon it representing the machinery components and function blocks of bar graphs etc for measurements. These mimics give a good overview of a system showing graphically the location of the measurement or machinery component. Clicking on the object reveals an I.D. Mimics can be opened by clicking on the appropriate listing from the main menu or choosing EDIT from the menu bar and selecting OPEN BY NAME from the drop down menu. Entering the system I.D. will display the required mimic diagram.
There are also lists for alarm suppressions and alarm failures. Display Channel Diagram This displays detailed information of an alarm channel and it is possible to adjust some parameters although these are password level 1 protected. The display channel diagram for a binary and analogue channel are shown in illustration 3.1.3a. the configuration includes: Type: Alarm system: Outstation: Address: Analogue or Binary Name of alarm system the channel belongs to Name of the outstation where PLC is located Address number for PLC
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Illustration 3.1.5.a Trending Display
Main Engine Temperature

410.75 348.53 302.92 484.24 000033 000034 000035 000036 M.E. Cylinder 1 Temperature ( 0 - 600 C ) M.E. Cylinder 2 Temperature ( 0 - 600 C ) M.E. Cylinder 3 Temperature ( 0 - 600 C ) M.E. Cylinder 4 Temperature ( 0 - 600 C ) 600 500 400 300 200 100 0 600 500 400 300 200 100 0 221.84 000037 M.E. Cylinder 5 Temperature ( 0 - 600 C )
600 500 400 300 200 100 0
600 500 400 300 200 100 0
600 500 400 300 200 100 0
MM:SS
00:00
05:00
10:00
15:00
20:00
25:00
30:00
95/09/15
14:10:25
=>341.3 234.2342.2 207.0 284.6
The trend display with 5 curves showing the exhaust gas temperature for half an hour. The arrow on the top of the graph chart is used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.
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3.1.5 Trending
The system can display one to five graphs for parameters under analysis in the same trend display with individual colours and measuring scales. The individual colour is used to separate the ID number, the measuring scale, the trend curve and the value for each measurement. Trend displays that are used often can be accessed directly from the command menu named GRAPH. Trend curves showing values for the previous 24 hours (maximum 4 days) or part of that period, are based upon the continuously logged data. A Trend display for a period exceeding the last 24 hours (maximum 4 days) are based upon the compressed values. Parameters, which are not predefined for logging, may be displayed during online data collection, initiated at the request of the operator. There is also a zoom function available, selected by pointing out the area required using the tracker ball. Trend curves can be saved as a file on the PC hard disk or printed as screen dumps for subsequent printing or analysis. The data used for the trend displays are accessible on the Graphic Operator Stations and can be printed in tabulating form on a printer. The SHOW GRAPH function is used for setting up a graph-diagram. The graph pictures can be particularly helpful in identifying and analysing the operating disruptions. Additionally, it can be helpful in providing a visual evaluation of changes of the process values, just as the graphs are an important tool in connection with the documentation of the vessels operation. In the individual configuration, a number of graph windows can be configured, each one displaying graphs of up to 5 variables of predetermined element values. If the operator selects one or more elements, the graph diagram will automatically include these. (More than one element can be selected by keeping the [shift] key pressed when selecting the elements). Regardless of how it is opened, a graph window has a fixed position and size on the screen. The fixed definition graph can be selected from the menu Graphs (by clicking on the required graph name). The Graphs menu can contain up to 19 graph displays. If no elements are selected when the operator activates the SHOW GRAPH function, a box will appear showing a list of all elements in the system. From the list you can select up to five elements which are displayed simultaneously in the graph-diagram. Start Time and Window Period for Graphs After opening a graph window, the operator will be asked to key in a start time and a window period. This will occur if the graph window is not defined to start with fixed time specifications. The system always suggests the current time as the start time unless it has been defined to start a number of hours before. If the operator does not want to change this, the time can be accepted by using the RETURN key. The start time is the time when the desired graph is to be started, while the window period is the length of the time of which the axis is to be displayed in the graph field. The length can also be changed by the operator before the activation. A start time which goes back in time up to 90 days can be determined. Of course, this requires that the relevant data is still accessible on the hard disk. When the start time and period length, which are to be displayed, have been keyed in the RETURN key must be activated. Hereafter, the Graphic Operator Stations will retrieve and work up data in order to draw the desired graph on the screen. As the new values accrue to the system, the graph will be updated. Error Messages in Connection with Graph Generation If, within the selected time period there has been a period in which data has not been collected, or in which data has later been deleted, an error message appears on the screen, e.g. Open error on file TEST.L13. This just means that the drawn graph is not complete since data cannot be found for the entire period. The message means that data for a whole hour is missing. If data for less than a whole hour is missing it will be shown in the graph by horizontal lines. Changing the Presentation of a Graph Display During monitoring, the display of the graphs can be changed in a number of different ways. The display of one or more of the (up to five) graphs can be removed from the graph window. This is done by clicking the element name in the upper part of the window. The name will now be displayed with a weak type, and the accompanying graph is closed. The graph can be retrieved by clicking the element name once more or for all by clicking at a field placed just to the right for all the graph names. Being able to de-activate one or more graph displays can, for example, be helpful in situations where two graphs completely or partially cover one another, or in situations where one of several graphs is desired to be examined more closely or even printed separately. If the element name in a graph window is double-clicked, the area is filled out under the curve with full colour or with a raster pattern. If normal display is desired again, double-click the name and the curve will appear as a line. Even though the area is filled out, the curve can still be turned off by clicking the name. Issue: 1

The display with a filled area under the curve is particularly useful when having to present analogue alarm channels with high alarm limit, low alarm limit as well as the current value in the same curve picture. The alarm areas can be displayed as belts and the elements current value as a line between these two belts. Regardless of the selection of the graph form, the zoom and pan functions are the same. Graph Data in Table Format It is possible to get a complete list of all of the values which are used for the graph drawing. This is achieved by a double-click on the ruler symbol, whereafter a window, containing the recorded values in table form, is opened. The values are presented in table form together with date and time for their recording. The table is displayed for each element variable on the graph window. The table is framed with a line which has the same colour as the column on the graph window. The Up and Down buttons located at the bottom of the window, are used to scroll up and down in the table (i.e. backwards and forwards in time).
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Illustration 3.1.6a UMS2100 System Layout
Bridge Control Console

Port Wing Alarm Bell UCS613 Stb'd Wing Alarm Bell UCS614
EAD
220V AC
UMS 2100
BASIC ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP Bridge
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
EAD
UCS450 UCS430
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
EAD Box
220V AC 24V DC 24V DC
EAD Box
Accommodation Area
24V DC
1st Engineer Buzzer UCS612 24V DC
Ship's Control Centre
Chief Engineer Buzzer Engineers' Alley Buzzer UCS611 UCS610 Officers' Smoke Room 24V DC 24V DC
UMS 2100
24V DC
UMS 2100 ACCOMMODATION ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 08
Lyngso Marine
S1 S2 S3 S4
DIMMER

ALARM
FIRE
FAULT
UCS122 UCS123
EAD
UCS420 UCS421 220V AC Duty Mess 24V DC Ship Control Centre 24V DC Gymnasium 24V DC
UMS 2100
Dining Saloon 24V DC

UMS 2100
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 07
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
ALARM
FIRE
FAULT
ASSIST CALL
S1
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
ALARM S4
GROUP7
ALARM DIMMER GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 06
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 05
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS117 UCS116
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
EAD Box
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 04
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS115 UCS114
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 03
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS113 UCS112
24V DC

ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 02
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS111 UCS110
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
AAP 01
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
ADD. LIST
DISPLAY CHANNEL
7 STU
8 VWX
9 YZ
Ospace
UCS109 UCS108
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4 ALARM
GROUP7
DIMMER ALARM GROUP8
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
UCS107 UCS106
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
UCS105 UCS104
EAD UCS 01 UCS 02 UCS 40 UCS 41 UCS 42 UCS 43 UCS 44 UCS 45 UCS 46 24V DC UCS 47 UCS 48 UCS 51 UPS UCS 81 UCS 82 UCS 83 UCS 84 UCS 85
24V DC 220V AC
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP - ECR
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
EAD Box
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
EAD
220V AC
Engine Control Room
EAD Box
UCS 410
220V AC UCS 411
Engine Control Centre Console

24V DC
UCS 700
Alarm
Gamma Outstation No.2

Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
LOP GAMMA 2
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC 2 DEF 3 GHI
Gamma Outstation No.1

4 JKL
5 MNO
6 PQR
DEAD MAN
WATCH
PRINTER CONTROL
7 STU
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
Lyngso Marine
ALARM
FIRE
FAULT
Rotating Light Horn Stop Horn
ALARM LIST
STOP HORN
ALARM ACKN.
LOP GAMMA 1
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
7 STU
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
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3.1.6 UMS - Manned Hand Over
The following procedures are followed when changing over to Manned Operation: Due to alarm initiation a) When summoned by the extension alarm system, the duty engineer proceeds to the E.C.R. b) Ensure that the patrol man alarm system has been activated. c) Inform the bridge of manned condition and the alarm cause. d) Switch watch-keeping control to the E.C.R. e) Rectify the alarm condition, if necessary call for assistance. Normal hand over a) The duty engineer proceeds to the E.C.R. b) The patrol man alarm should be in use until the arrival of other members of the E.R. personnel. . c) Inform the bridge of manned condition. d) Switch watch-keeping control to the E.C.R. e) Examine the data logger printouts generated during the UMS period. f) Hand over to the oncoming duty engineer, discussing any irregularities. Ideally the hand over should be carried out in front of the other engineers to provide them with continuous plant operation knowledge. g) Inform the senior engineer of any plant defects. He will then decide if they should be included in the present day's work list. h) The senior engineer delegates the work list and discusses relevant safety practices. i) The duty engineer should be aware of all the maintenance being carried out and should be informed of any changes to the days schedule. j) The duty engineer can then proceed with his normal tour of inspection.
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Illustration 3.2a Engine Control Room Console
12 1 2 3 4 5 6
@ @ @ @ @ @ @ @ @ @ @ @ @ @ @
15
16
20
23
25
38
min
x10 Nm
45
7 4 1 8 5 2 0 9 6 3 _
47
1 2 3 4
48
11 10 9 8 7
12
x10 Km
13
17
18 21 24
26
49 46
50
400 200 0 200
58
SPEED
59
KTS
FURUNO
14 7
19
1 2 4 7 7 2 1 2
27 22
Lyngso Marine
39
GGGG GGGG GGGG GGGG GGGG GGGG GGGG GGGG GGGG GGGG GGGG GGGG
41 43
OFF OPEN CLOSED
42 44
OFF OPEN CLOSED
51
51
52
53
OMRON
FSFASF
OFF
AUTO RUN
40
11
28
Lyngso Marine
DMS 2100 BRIDGE MANOEUVRING SYSTEM
29
Lyngso Marine
DPS 2100 ENGINE SAFETY SYSTEM ALARM FAULT ENGINE SAFETY SYSTEM SYSTEM OK
Hgtdshshshsadsa Hgtdshshsh Hgtds Hgtdshshsh Hgtdshshshsad Hgtdshshshsadsa
31
EGS2000 ALARM FAULT BLOCKED
30
EGS2000 GOVERNOR SYSTEM
61
Lyngso Marine
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP - ECR
S1 S2 S3 S4
DIMMER
ALARM
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
ACTUAL SPEED: 65 RPMt
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
STATUS LIST
MAIN
EDIT
S1
S2
S3
S4
DIMMER
EDIT
MENU
S1
S2
S3
S4
DIMMER
STATUS LIST
MAINT
TEST
ALARM ACKN.
HAYES!
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
BRIDGE CTRL ECR CTRL
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
EMERG CTRL
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
SLOWD. ACTIVE
SLOWD. CANCEL
SLOWD. RESET
ESC
ENT
AUTO SELECT
ESC
ENT
54
Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshsh Hgtds Hgtdshshsh Hgtdshshshsad Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshsh Hgtdshs Hgtdshshsh Hgtdshshshsadsa Hgtdsh Hgtdshshshsadsa
7 STU
8 VWX
9 YZ
Ospace

7 STU 9 YZ Ospace 8 VWX
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
9 YZ
8 VWX z
SEA MODE
STAND BY
F.W.E.
ALARM GROUP7
ALARM GROUP8
SHUTD.
SHUTD. ACTIVE
RPM
POWER
MODE
60 56
Hgtdshshshsadsa Hgtdshshsh Hgtdshs Hgtdshshsh Hgtdshshshsadsa Hgtdsh
32
33
34
Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshsh Hgtds Hgtdshshsh Hgtdshshshsad Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshsh Hgtds Hgtdshshsh Hgtdshshshsad Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshshsadsa
10 37 35 36
Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshsh Hgtdshs Hgtdshshsh Hgtdshshshsadsa Hgtdsh Hgtdshshshsadsa Hgtdshshsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshsadsa Hgtdshshsh Hgtdshs Hgtdshshsh Hgtdshshshsadsa Hgtdsh Hgtdshshshsadsa Hgtdshshshs Hgtdshshshs Hgtdshshshs Hgtdshshshs Hgtdshshshs Hgtdshshshs Hgtdshshshs
GHGgggghhghbhgghghga GHGggggh GHGgggghhghbhggh GHGgggghhghbhgghghga GHGgggghhghbhgghghga GHGgg GHGgggghhghbhgghgh GHGgggghhghbhgghghga hbhgghghga GHGgggghhghbhgghghga GHGgggghhghbhggh GHGgggghhghbhgghghga
INSTRUCTIONS
INST R UCTIONS INST R UCTIONS INST R UCTIONS INST R UCTIONS INST R UCTIONS
EXT. No
1 4 7
2 5 8
3 6 9
2 5 8
INSTR UCTIONS
VINGTOR
Marine a.s
57
55
1. DC 24V Power On 2. AC 220V Power from Main Switch Board 3. AC 220V Power from Emergency Switch Board 4. Steering Gear No.1 Running 5. Steering Gear No.2 Running 6. Rudder Angle Indicator 7. Consilium Fire Alarm Remote Panel 8. Lyngso Marine Monitor 2100 - 7 9. Keyboard 10. Mouse 11. UMS 2100 Basic Alarm Panel 12. Main Engine Jacket Cooling Water Inlet Pressure 13. Main Engine Jacket Cooling Water Inlet Temperature 14. Main Engine Cooling Water Inlet Air Cooler 15. Main Engine L.O Inlet Temperature 16. Main Engine L.O Inlet Pressure 17. Main Engine F.O Inlet Pressure
18. Main Engine L.O Camshaft Pressure 19. Main Engine Piston Cooling Oil Inlet Pressure 20. Main Engine RPM 21. Main Engine Rev Counter 22. Main Engine Panel 23. Main Engine Turbocharger RPM 24. F.O Pump Index 25. Main Engine Starting Air Inlet Pressure 26. Main Engine Control Air Inlet Pressure 27. Main Engine Scavenger Air Inlet Pressure 28. DMS 2100 29. DPS 2100 30. EGS 200 31. Instruction Panel 32. Manual RPM Reduction 33. Main Engine Remote Control Failure 34. Lamp test
35. Main Engine Control Lever (Bridge) 36. Main Engine Control Lever (Engine Room) 37. Bridge/ ECR Control Changeover Switch 38. Main Engine Output Monitor 39. Fuel Oil Viscosity Indicator 40. F.O Indicator 41. High Sea Water Suction 42. Low Sea Water Suction 43. High Sea Water Suction Switch 44. Low Sea Water Suction Switch 45. Engine Room Clock 46. Clock Adjuster 47. Exhaust Boiler Steam Pressure 48. Exhaust Boiler Water Level 49. Auxiliary Boiler Steam Pressure 50. Auxiliary Boiler Water Level
51. Blank 52. Auxiliary Boiler Burner On 53. Auxiliary Boiler Emergency Stop 54. Auto.Telephone and PA Index 55. Auto.Telephone and PA Index 56. Auto Telephone 57. Intrinsically Safe Telephone 58. Alarm Monitor 59. Speed Log Repeater 60. Keyboard 61. Printer
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3.2 Engine Control Room, Console and Panels
The engine control room is situated on the port side of the upper platform of the engine room, where all the necessary equipment and controls are located to permit the centralised supervision of machinery operations. Automatic and remote control systems are provided to allow the machinery spaces to run unattended at sea and in port during cargo operations. It contains the following: Main engine control and operating console Main switchboard Computer work stations UCS2100 remote control system cabinet DMS2100 remote control system cabinet Inert gas generator alarm repeater panel Instruction books cabinet and shelves Air conditioning unit Safety plan posters Spare life-jackets The main engine control and operating console contains: Two UCS/UMS monitor screens with keyboards and mouse. Local operator stations for: UMS2100 DMS2100 DPS2100 EGS2000 Main engine manoeuvring control lever (bridge control) Main engine manoeuvring control lever (engine room control) Auto telephone, sound powered telephone and talk-back telephones. Rudder angle indicator Fire alarm repeater panel Temperature and pressure gauges for the main engine air, lubricating oil and fuel oil systems Main engine R.P.M. counter Main engine monitoring panel Fuel oil viscosity control D.O. / H.F.O. in use indicator lights High / low sea water suction c/o switch Engine room clock Auxiliary boiler and exhaust gas boiler steam pressure and water level indicators Auxiliary boiler emergency trip switch Ship performance monitor Ship speed log repeater panel Alarm printer The Main Switchboard contains: Diesel generators input and power management panels Main 440V and 230V power distribution panels
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Part 4 Emergency Systems

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Maersk Ramsey
Illustration 4.1a Engine Room Fire Hydrant System
N.C. QD45

To Cleaning Cargo Tank System
To Foam Fire System

B.W.L.
To Deck Sea Water Fire System Upper Deck
Pump Room Engine Room QD32 To Sea Water Cooling System QD33 Fore QD47 QD20 QD36 Fore Drain Aft QD50 Fore QD51 Aft QD42 QD30 QD42 QD34 QD52 QD58 QD57 Aft QD56 Fore QD49 QD55 Aft Fore QD38 Aft QD48 QD54 QD53 Aft QD46 Upper Platform Fore
N.O. QD37
QD39 N.O. PV Main Fire Pump (160/280 m3/h) P P N.O. QD27 N.O. QD31 N.C. QD25 QD35 N.C. QD26 QD28 PV Bilge, Ballast & Fire Pump (160/280 m3/h)
Sea Water Main Cross Connection
Key
Bilges
Bilge Main
Sea Water Fire/Deck Water
To Stern Tube Cooling Tank
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4.1 Fire Hydrant System
Introduction The fire hydrant and wash deck system can supply sea water to: The fire hydrants in the engine room The fire hydrants on deck The fire hydrants in the accommodation block The fire hydrants in the pump room Main foam system Inert gas scrubber Pump room bilge eductor Hawse pipes Forward bilge eductors Fresh water generators Stern tube cooling tank The following pumps can supply the fire and wash deck system: Bilge, Ballast and Fire Pump Maker: No. of sets: Model: Capacity: Shinko 1 RVP 200MS 160/280 m3/h Preparation for the Operation of the Fire Hydrant System All intermediate isolating valves along the fire main and foam main on the main deck are open. All foam monitor valves are closed. All hydrants are closed. Set up the valves as shown in the table below. Position Deck Open Open Closed Closed Closed Foam Room Open Engine Room Locked Open Locked Open Closed Closed Open Open Issue: 1 Main Fire Pump S.W. Suction Valve Main Fire Pump Discharge to Fire Main Main Fire Pump Discharge to S.W. Cooling Main Fire Pump Suction from Stern Tube Cooling Tank Bilge, Ballast and Fire Pump S.W. Suction Valve Bilge, Ballast and Fire Pump Discharge to Fire Main QD28 QD37 QD30 QD31 QD27 QD39 Master Deck Valve BY1 Supply Valve to Main Deck Firemain Supply Valve to Forecastle Services Port Hawse Pipe Supply Valve Starboard Hawse Pipe Supply Valve All Forecastle Eductor Valves Description Valve Emergency Fire Pump Maker: No. of sets: Model: Capacity: Shinko 1 RVP 130MS 72 m3/h Closed Closed

Bilge, Ballast and Fire Pump Disch. to S.W. Cooling QD34 Bilge, Ballast and Fire Pump Suction from Stern Tube Cooling Tank All of the above pumps are ready to be started remotely. QD35
The emergency fire pump supplies the fire main only. It is an electrically driven self-priming vertical centrifugal pump. It is situated in the emergency fire pump room and its power supply is taken from the emergency switchboard. Isolating valves are positioned along the main deck between each set of hydrants on the fire main line and foam line. The fire main and foam line can be cross-connected by a valve situated at the forward end of the main deck
Main Fire Pump Maker: No. of sets: Model: Capacity: Shinko 1 RVP 200MS 160/280 m3/h
The Bilge, Ballast and Fire pump and the Main Fire pump are permanently set up for foam and fire main service with the discharge and suction valves locked open. They can also provide a backup for the inert gas scrubber system. All the above pumps take suction from the main sea water crossover line in the engine room.
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D For Engine For For Engine Room Pump Room Control Room E

Wheelhouse
Illustration 4.2a CO2 Flooding System

C
COa2 Room
D E Control Cylinders Fire Control Station
Control Cylinders
Vent Stop to ESB / MSB Power Supply (AC 204V) ECR Console
For Engine Room
For Pump Room
For Engine Control Room
Junction Box
P A B A B
Engine Room 121 Cylinders
Ballast Pump Room and E.C.R 4 Cylinders Pump Room
Engine Room RL
Key
CO2 Pipe Line
Engine Control Room Engine Room, Engine Control Room or Pump Room. Release from Remote Release Box or from CO2 Room. 1. Open Release Box Door (C) to the room on fire. 2. Confirm that all personnel have left the room. 3. Open the valve on one of the control cylinders. 4. Open Control Valve No.1 (D) for main battery for the room on fire. 5. Open Control Valve No.2 (E) for distribution valve for the room on fire. Engine Room, Engine Control Room or Pump Room. Emergency Release from CO2 Room. 1. Open the Distribution Valve (C) manually to room on fire. 2. Open the required number of CO2 Cylinders (A) + (B) to the room on fire. CO2 Nozzles A. Pilot Cylinders. B. CO2 Cylinders. C. Release Box. D. Control Valve No.1 for Mani Battery. E. Control Valve No.2 for Distribution Valve. CO2 Nozzles RL
RL RL Control Line RL
Electrical Signal
Air
Check Valve P Main Valve Instruction Chart Key Box
CO2 Nozzles
Air Supply
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Maersk Ramsey
4.2 CO2 Flooding System
The CO2 flooding system for the engine room/pump room/engine control room consists of 129 high pressure cylinders each containing 45kg of CO2. These are contained in the CO2 room, situated on the port side of the A deck. In the event of a fire in the pump room or engine control room, only 4 cylinders would be released. All 129 cylinders will be released for an engine room fire. The system can be operated from its respective fire control stations or locally in the CO2 rooms. Engine Room CO2 Flooding System Maker : Type : Capacity : Discharge Time : Unitor High Pressure 129 cylinders each containing 45kg 2 minutes h) Open No.1 cylinder valve. The main valve on the line to the engine room will open. i) Open No.2 cylinder valve. All 129 cylinders will release after a delay of 30 seconds and discharge into the engine room. j) If the pneumatic system fails to operate, the main valve can be opened manually from the CO2 room and the cylinders released by hand. k) Do not re-enter the engine room for at lease 24 hours and ensure that all reasonable precautions have been taken. These include: maintaining boundary inspections; noting cooling down rates and/or any hot spots which may have been found. l) After this period, an assessment party, donning breathing apparatus can quickly enter the space through a door which is then shut behind them. m) Check that the fire is extinguished and that all surfaces have cooled prior to ventilating the engine room. Premature opening could cause re-ignition if oxygen comes into contact with hot combustible material. n) Do not enter the engine room without breathing apparatus until the engine room has been thoroughly ventilated and the atmosphere proved safe. Pump Room and Engine Control Room CO2 Flooding Systems Maker : Unitor Type : High Pressure Capacity : 4 cylinders each containing 45kg Discharge Time : 2 minutes In the Event of Fire in the Pump Room or ECR: The engine room ventilation fans will stop. d) Ensure all personnel have evacuated the engine room and have been accounted for. e) Close and check that all doors, hatches and fire flaps are shut. c) Unlock the cabinet and open the door. f) Stop the main engines, generating engines and auxiliary boilers. The single air horn will operate in the Pump Room / ECR g) Operate the F.O, D.O. and L.O. tank quick closing valves. a) Go to the master control cabinet located in the CO2 rooms or fire control station. b) Break the key box glass and take the key.

The Pump Room / ECR vent fans will stop. d) Ensure all personnel have evacuated the Pump Room / ECR. e) Close all doors, hatches and fire flaps. f) Open No.1 cylinder valve. The main valve on the line to the pump room will open. g) Open No.2 cylinder valve. h) Four of the cylinders will release after a delay of 30 seconds and discharge into the pump room ECR. If the pneumatic system fails to operate, the main valve can be opened manually from the CO2 rooms and the cylinders released by hand. Allow time for the CO2 to extinguish the fire and the space to cool down. i) Do not re-open the space until all reasonable precautions have been taken to ascertain that the fire is out. Premature opening could cause re-ignition if oxygen comes into contact with hot combustible material. j) When the fire is out, ventilate the space thoroughly. k) Do not enter the pump room/ECR without breathing apparatus until the room has been thoroughly ventilated and the atmosphere proved safe. Alarms for Engine Room and Pump Room System Should any cylinder discharge accidentally, it will pressurise the main line up to the stop valve. This line is monitored by a pressure switch and will activate the CO2 leakage alarm in the control room. Over pressure of the main line is prevented by a safety valve, which will vent the gas to atmosphere. The pressure of the control air in the release cabinets is monitored by a pressure switch. A drop in pressure will activate the Pilot air pressure low alarm in the Control Room. Should the power supply to the system fail, the CO2 power failure alarm will operate in the control room.
WARNING Release of CO2 into any space must only be considered when all other options have failed and then only on the direct instructions of the Chief Engineer, who will have consulted the Master. In the Event of Fire in the Engine Room a) Go to the master control cabinet located in the CO2 rooms or fire control station. b) Break the key box glass and take the key. c) Unlock the cabinet and open the door. The alarm horns and flashing lights will operate in the engine room.
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Illustration 4.3a Quick Closing and Remote Closing Valve System
PS PAL PI To Safety Area No.1 M.E. Cylinder Oil Storage Tank No.2 M.E. Cylinder Oil Storage Tank No.2 M.E. Cylinder Oil Service Tank
M.E. L.O. Storage Tank
M.E. L.O. Settling Tank
A.E. L.O. Storage Tank
Incinerator D.O. Tank
Reservoir (200 L)
RS37
RS36
RS32
QS3
QS2
QS1
P P
For Upper Platform
QU1
N.O.
For Lower Platform For Fuel Oil Tanks
To Cylinder Oil Day Tank
To Cylinder Oil Measure Tank
To Main Engine
To Main Engine L.O. Sump Tank
To A.E L.O. Purif. Feed Pump
To Incinerator
I.G.G. D.O. Tank
Incinerator Waste Oil Service Tank
Fire Control Station (Cargo Control Room)

P P P P
To I.G.G F.O. Unit From Compressed Air System
To Incinerator
Key
F.O. Settling Tank
Fuel Oil Lubricating Oil
F.O. Service Tank

Main Engine
D.O. Service Tank
RR8
RR9
QR39
RR10
RR7
QR37
QR36
RR6
Diesel Oil Air
To Boiler
To F.O. Purif. Feed and Transfer Pumps
To F.O. Transfer Pump
To F.O. Supply Unit
RR1
P P
To A.E D.O. Supply Pump To D.O. Supply Unit To D.O. Purifier Feed and Transfer Pumps to Boiler
Wire Operated Type
Emergency D.G. D.O. Tank

RR74
No.1 H.F.O. Tank (Port) To Emergency Generator
No.2 H.F.O. Tank (Port)
F.O. Minor Tank
No.1 H.F.O Tank (Starboard)
QR9
QR10
P P
QR7
QR24
QR8
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4.3 Quick Closing and Remote Closing Valve System
Introduction All the outlet valves from the fuel oil and lubricating oil tanks, from which oil could flow to feed a fire, are equipped with air operated quick closing valves,.These are controlled from the fire control centre. They are supplied from an air reservoir situated at the fire control centre. The reservoir is supplied through a non-return valve from the compressed air system in the Engine Room at a pressure of 3kg/cm2. The reservoir is fitted with a low pressure alarm transmitter. The tanks are grouped into five systems with one valve operation for each system. In normal operation, the supply to each group of tanks is vented to atmosphere, but when the cock is opened, air is supplied to a piston which collapses the bridge of the valve. The valves are reset by venting the air supply and turning the valve handwheel in a close direction in order to reset the bridge mechanism, after this the valves are opened in the normal way. The emergency generator diesel oil tank quick closing valve is operated by a directly connected wire from outside the emergency generator room. Valves for Upper Platform Tank No.1 Cylinder Oil Tank No.2 Cylinder Oil Tank M.E. Cylinder Oil Daily Service Tank M.E. L.O. Storage Tank M.E. L.O. Settling Tank Aux. Eng L.O. Storage Tank Incinerator D.O. Tank Incinerator W.O. Service Tank Inert Gas Generator D.O. Tank Outlet Issue: 1 Valve Description To Cylinder Oil Transfer Pump To Cylinder Oil Transfer Pump Valve RS37 RS36 Valves for Lower Platform Tank H.F.O. Settling Tank H.F.O. Settling Tank H.F.O. Service Tank H.F.O. Service Tank H.F.O. Service Tank D.O. Service Tank D.O. Service Tank D.O. Service Tank D.O. Service Tank Valve Description To Auxiliary Boilers To F.O. Purifiers To F.O. Transfer Pump To M.E./A.E. F.O. Unit To Main Engine To M.E./A.E. F.O. Unit To Auxiliary Boilers To D.O. Purifier To A.E. F.O. Unit Valve RR7 QR37 QR36 RR6 RR1 RR8 RR9 QR39 RR10
Valve for Fuel Oil Tanks No.2 H.F.O. Bunker Tank (Port) No.1 H.F.O. Bunker Tank (Port) H.F.O. Minor Tank No.2 H.F.O. Bunker Tank (Starboard) No.1 H.F.O. Bunker Tank (Starboard) To F.O. Transfer Pump To F.O. Transfer Pump To F.O. Transfer Pump To F.O. Transfer Pump To F.O. Transfer Pump QR10 QR9 QR7 QR24 QR8
Tank Outlet Valve
RS32
Wire Operated Valve Description Emergency Generator D.O. Tank Outlet Valve RR74
To M.E./Stern Tube Sump/Drain Tanks QS3 To L.O. Purifiers Feed Pump To L.O. Transfer Pump/A.E. Sumps QS2 QS1
Tank Outlet Valve
QU1
Outlet to Incinerator
Outlet to Inert Gas Generator 4.3 Quick Closing and Remote Closing Valve System Page 2
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Illustration 4.4a Fresh Water Spray Extinguishing System

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

QG15 QG16 QG17 Zone Isolating Valves
GENERATOR ROOM AND PURIFIER ROOM
Compressed Air (0.4 Bar)
To Engine Room Services
IN CASE OF FIRE IN THE PROTECTED COMPARTMENT (S) : 1. CLOSE THE DOOR, STOP VENTILATION AND SHUT-OFF DAMPERS.
P P
To F.W. Hydrophore
2. EVACUATE ALL PERSONNEL. 3. ENSURE POWER SUPPLY IS AVAILABLE TO F.W. FIRE FIGHTING PUMP. 4. OPEN THE SELECTOR VALVE TO THE COMPARTMENT ON FIRE. 5. THE SYSTEM IS IN OPERATION.
PS
From Fresh Water Tanks
Standby Open
QG13
WATER FROM HYDROPHORE TANK IS NOW DISCHARGED THROUGH SPRAY NOZZLES. WHEN THE PRESSURE DROPS TO 3 BAR, THE FRESH WATER FIRE FIGHTING PUMP WILL START.
QG23
NOTE:
To Engine Room Services To F.W. Heater To Engine Room Services To Main Engine Scavenge Spaces QG14 QG38
STANDBY: MAINTAIN PRESSURE IN HYDROPHORE TANK TO ABOUT 4 BAR.
From Fresh Water Tanks
PUMP AND HYDROPHORE TANK OUTLET VALVES ARE OPEN.
Water Spray Pump 23.4 m3/h
Instruction Plate
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4.4 Fresh Water Spray Extinguishing System
Maker: Working Pressure: Description The system is supplied by a hydrophore tank which contains fresh water at a pressure of 0.5 kg/cm2. The hydrophore tank has a relief valve set at 0.8kg/cm2 and a pressure gauge for inspection purposes. A pump is fitted which is designed to supply fresh water to the system when the pressure falls below 0.5 kg/cm2 due to the opening of a zone isolation valve, which causes a pressure drop in the system. The pump is connected to the emergency switchboard. Zone isolation valves for the following spaces: Diesel generator room No.1 Diesel generator room No.2 and 3 Purifier room Main engine scavenge spaces Operation Should a fire occur in any of the above spaces, the procedure is as follows: a) Ensure all personnel are clear of the area. b) Shut down the machinery in the compartment on fire. c) Close all doors and flaps. d) Check that the power supply is available to the fresh water pump. e) Open the zone isolation valve to the compartment on fire. The system is now in operation and fresh water will be delivered to the nozzles in the zone that has been opened up. When the system pressure falls to below 0.5 kg/cm2, the pump will start and continue to supply fresh water to the spray nozzles. When the fire has been extinguished, stop the pump manually and reset all the valves to their standby positions. Refill the hydrophore tank and adjust the pressure to 0.7kg/cm2 using the compressed air system. Unitor 0.5 kg/cm2
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Part 5 Emergency Procedures

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5.1 Flooding in Engine Room Procedure Is engine room Bilge Transfer pump running? Normal Priority Urgent Priority
NO YES Start pump
Level still rising.
Level not rising. Find and isolate the source of ingress of water. Restrict the rate of entry by any means available, such as shoring, bandaging or caulking, if the source of water cannot be isolated by valves.
Is pump pumping?
Open the Emergency Bilge suction valve QA23 for No.3 Main Cooling Sea Water pump and discharge directly overboard. YES
NO Check the following : 1. Position of all valves, particularly any extra suction valve which may be open. 2. Pump or bilge suction strainer is not choked. If pump does not pump proceed to next task. Start Main Fire pump taking suction from the bilge system. Level rising. Is pump pumping?
Level rising. Inflow of water is exceeding the capacity of the pump Level still rising. Start Main Fire pump taking suction from the bilge system. Is pump pumping? NO YES Advise the bridge. Stop the main engines and secure them against the ingress of water. Isolate equipment from the main switchboard before the equipment is flooded. Before the sea water pumps are flooded, it will be necessary to shut down the boiler, stop the main generators and start the emergency diesel generator. Secure the boiler against the ingress of water. Secure the main feed pumps and main generators against the ingress of water. Find and isolate the source of ingress of water. Restrict the rate of entry by any means available, such as shoring, bandaging or caulking, if the source of water cannot be isolated by valves. Level not rising.
Start Bilge, Ballast and Fire pump taking suction from bilge system. Level not rising. YES Is pump pumping? NO Level rising Summon assistance using the engineers call bell. YES Find and isolate the source of ingress of water. Restrict the rate of entry by any means available, such as shoring, bandaging or caulking, if the source of water cannot be isolated by valves.
NO Check as for engine room bilge pump. If pump does not pump proceed to next task.
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Illustration 5.2a Emergency Operation of Main Engine
Pull Rod Connection from Governor Stop Indicator Stop 102

Start 101
100 105
A C Emergency Control Indicator
Blocking Arm "Normal Control" Position
B Stop Indicator Stop Indicator
Stop Indicator Hollow Shaft Connected to Regulating Hand wheel on Emergency Console
Keys and Keyways Shaft Connected to Regulating Arms on Fuel Pumps Remote Blocking Arm
Emergency P Impact Hand wheel
Plate Connected to Regulating Hand wheel Emergency Control
Plate Connected to Governor Emergency Control Mechanism Normal Control
Plate Connected to Regulating Shaft
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5.2 Emergency Operation of the Main Engine
Emergency Control from Engine Side The engine can be operated from the emergency console on the engine side in the following circumstances: 1. As a result of breakdown of the normal pneumatic manoeuvring system. 2. As a result of a breakdown of the the governor or its electronics. 3. If direct index-control is required. Change over with a stopped engine: a) Check that valve 105, which is the telegraph handle of the emergency control system, is in the required position. (Note ! Reversing to a new direction is only possible when STOP valve 102 is activated.) b) Turn the lever A anti-clockwise to free the regulating handwheel B. c) Put the blocking arm in emergency position. d) Turn hand wheel B to move the innermost lever of the change over mechanism C to a position where the impact hand wheel P is able to enter the tapered slots in both levers. e) Quickly, turn the impact hand wheel P anti-clockwise. This causes disconnection of the governor and connection of the regulating hand wheel B to the fuel pumps. f) Change position of valve 100 from Normal to Emergency. Now air supply is led to the valves of the manoeuvring system for emergency running. g) Ready for start. Start is described in section 2.1.2 of the machinery manual. (Note ! Always keep the threads of the changeover mechanism well lubricated.) Change over with a running engine: a) Reduce the engine load to a maximum 80% of MCR. b) Check that the position of reversing valve 105 corresponds to the present running direction. c) Move the regulating hand wheel to bring the tapered slots of the change over mechanism in position opposite each other. d) Put the blocking arm in emergency position. e) Quickly, move the impact hand wheel to the opposite position. This action disconnects the fuel pumps from the governor and connects them to the regulating handle on the emergency console. f) Move the change over valve 100 to EMERGENCY position. This vents valves 84, 86, 88 and 90 and leads control air to the valves in the emergency console. If STOP valve 102 is not deactivated, the engine now receives a STOP order. g) Activate START valve 101 briefly. This air impulse deactivates STOP valve 102. h) Set the engine speed directly with the regulating hand wheel. (Note ! When the governor is disengaged, the engine is still protected against over-speed by the electric over speed trip, i.e. the engine is stopped automatically if the revolutions increase to the overspeed setting.) The overspeed shutdown can only be reset by moving the regulating hand wheel to STOP position. Manoeuvring must therefore be carried out very carefully, especially when navigating in rough weather.
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Illustration 5.3a Emergency Steering
Control Panel for Steering Gear Servo Motors
Control Valve Block showing Bypass Buttons
Push in and Lock this Button
Buttons to Move Steering Gear either Port or Starboard
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5.3 Emergency Steering
If failure occurs in the remote operating system from the wheelhouse, the steering can be operated from the trick wheel in the steering gear room. Description The steering gear consists of a tiller, turned by a four cylinder hydraulic system, that in turn is driven by two electric motors. In accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate as two isolated systems. The steering gear is fitted with an automatic isolation system. This system is used to divide the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks. In accordance with IMO regulations the hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of power failure from the main switchboard, one pump can be supplied from the emergency switchboard. Procedure for Operation of the Steering Gear on Loss of Remote Bridge Control a) On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located on the steering gear compartment platform. Indication of the rudder angle and a compass repeater are provided for manual control of the steering gear. See Illustration 5.3a b) Turn local/remote control switch to local control. This switch is on the No Follow Up panel on the starboard side of the steering gear room. c) Operate the push buttons Port or Starboard to turn the steering gear in the direction request by the bridge. If this system should fail, manual operation can be carried out as follows: a) Switch off the torque motor power. b) Push in the button A and screw lock in place. c) The tiller can be moved in accordance with the steering command from the bridge by turning the torque motor, using the shaft end knob.
Emergency Steering Manual Operation
T orque Motor Shaft Knob
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Illustration 5.4a Emergency Fire Pump
Motor Check Valve
Vacuum Pump
Circulating Water Tank
Auto Cylinder
Strainer
Key
Extracted Air Circulating Air
Auto Cylinder Control
Suction
Discharge
Exhaust Air and Overflow Pipe
Pump
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5.4 Emergency Fire Pump
Maker: No. of sets: Model: Shinko 1 RVP 130MS
The emergency fire pump is located in a well, with access from the steering gear room. It is a vertical centrifugal pump, primed by a vacuum pump driven by the fire pump shaft. The pump is electrically driven by power from the emergency switchboard 440V feeder panel. The pump can supply the fire main at a capacity of 72m3/h. Starting and stopping of the pump can take place from the following locations: Locally at the pump In the foam/fire control room The wheelhouse The emergency fire pump draws from its own sea water chest. The pump suction valve WD069 and the discharge valve WD072 are always locked in an open position. The pump discharges into the aft section of the fire main. Operation of Fire Pump When the pump is stopped, no pressure is detected at the pump discharge. The auto-cylinder pushes the vacuum pump friction drive coupling against the pump shaft friction drive coupling. When the pump is started, the pump coupling drives the vacuum pump which is sealed by circulating water from the water tank. The vacuum pump draws air from the pump suction, which in turn primes the pump. The pump picks up suction and the pressure, detected on the discharge of the pump, operates the auto cylinder to disconnect the vacuum pump drive. The pump suction and discharge valves should be operated and lubricated weekly. The vacuum pump linkage should be operated and lubricated weekly.
Emergency Pump Motor
Suction Strainer
Sea Suction Valve
Discharge Valve
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5.5a Fire Control Station
Emergency Stops Fire Alarm Monitor and Fire Pump Start / Stop Buttons
CO2 Fire Extinguishing System
O.D.M.E. Monitor
Quick Closing and Remote Operating Valve System
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5.5 Fire in Engine Room
If a fire should occur in the engine room: s) On arrival of the fire brigade inform the Fire Chief about: General a) Sound the fire alarm and muster the crew. b) If personnel are missing, consider the possibility of searching in the fire area. c) Determine the location of the fire, what is burning, the direction of spread and the possibility of controlling the fire. d) If there is the least doubt about whether the fire can be controlled by the ship's crew, inform the shore authorities of the situation on the distress frequencies. e) If the fire-fighting capacity is limited, give priority to fire limitation until the situation is clarified. f) If substances which may emit poisonous gases or explode are on fire, or close to the fire, direct the crew to a safe position before actions are organised. g) Establish the vessels position and update communication centre. h) If any person is seriously injured request assistance from the nearest rescue centre. In Port g) Close all fire flaps and funnel doors. i) Activate the emergency shutdown system after first getting agreement to do so from the terminal duty personnel. j) Conduct a crew check. k) Organise the crew for fighting the fire. l) Inform the local fire brigade even though the fire may appear to be under control. m) If personnel are missing, consider the possibility of searching in the fire area. n) Close all accessible openings and hatches to prevent the spreading of fire. o) Prepare to disconnect cargo hoses if required. p) Prepare to vacate berth if required. q) If there is a danger of the release of poisonous gases or an explosion consider part or total ship abandonment. Ship drawings, cargo plan etc., should be taken ashore. A crew check is to be carried out. Issue: 1 h) Close all doors to inert gas plant and engine room. i) Start emergency fire pump and pressurise fire main. j) Operate CO2 system. Emergency Stops From Ships Control Centre and Wheelhouse Purifier room fan No.1 engine room fan No.2 engine room fan No.3 engine room fan No.4 engine room fan Fore hydraulic pump room supply fan Emergency fire pump Accommodation air conditioning unit e) Trip the quick closing valves and engine room auxiliary machinery from the fire control centre. f) Count all personnel and ensure that none are in engine room. Any personnel missing Assumed location of fire What is thought to be burning Any conditions that may constitute a hazard t) Assist the Fire Chief by supplying drawings and plans. If the fixed fire extinguishing system is to be used, take the following action: Battening Down of Engine Room a) Stop the main engine and shut down the boilers. b) Sound the evacuation alarm. c) Stop all the ventilation fans. d) Start the emergency generator and put on load. r) Consider using fixed extinguishing systems, depending on extent of fire.

Welding exhaust fan Main engine auxiliary blower No.1 blower of I.G.G. No.2 blower of I.G.G. Auxiliary boiler Air conditioning unit for E.C.R. Galley equipment No.1 A.C. supply/exhaust fan No.2 A.C. supply/exhaust fan No.1 pump room fan No.2 pump room fan Group starter board 3 (accommodation fans) From Ships Control Centre only Main generators Power distribution board P4 (L.O. purifiers) Power distribution board P3 (F.O. purifiers) Cargo and inert gas systems No.1 crosshead L.O. pump No.2 crosshead L.O. pump No.1 main L.O. pump No.2 main L.O. pump No.1 F.O. supply unit No.2 F.O. supply unit No.1 hydraulic oil pump No.2 hydraulic oil pump D.O.transfer pump L.O. transfer pump F.O. transfer pump Auxiliary engine priming L.O.pump
5.5 Fire in Engine Room Page 2
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5.6 Fire Escape System and Fire Doors
Illustration 5.6a Escape System and Fire Doors in Engine Room
Engine Room Lower Platform Engine Room Floor
Engine Room Upper Platform
D.O. Service Tk
H.F.O. Tank (Port No.1)
H.F.O. Tk (Port No.2)
Store Room F.O. Sett. Tk 51.2m3
Supply Oil Unit Room
H. Sea Chest
F.O. Setting Tk 51.2m3
Boiler Water Tank 112.3m3
Elec. Workshop
Control Room
F.O. Service Tk 38.4m3
A A
F.O. Serv. Tk
A Diesel Oil Tank (Port) F.O. Drain Tank Sound. Tank Dirty Bilge W. Tank Hydraulic Oil Storage Tk 10.5m3 Purifier Room Ballast Pump Room Ballast Pump Room A Workshop Pump Room H.F.O. Tank (Stb'd No. 1) 217.7m3
Clean Bilge W. Tank
A Exit
Hydraulic Oil Storage Tank
Steer Gear Room A
Exit A H.F.O. Tank (Stb'd No.1) A H.F.O. Tank (Stb'd No.1) H.F.O. Minor Tank 153.7m3
H.F.O. Minor Tk
H.F.O. Tk (Stb'd No.2)
M/E L.O. Setp. Tk
No. 2 Cyl. Oil Store Tk
No. 1 Cyl. Oil Store Tk H.F.O. (Stb'd No. 2) 346.9m3
M/E L.O. Store Tank 30m3
A/E L.O. Store Tank 11.7m3
SYMBOL
Description
Fire Door Class A Self Closing Fire Door Class A Secondary Escape
Primary Escape
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H.F.O. Tank (Port No. 1) 217.7m3
H.F.O. Tank (Port No.1)
H.F.O. Tk (Port No.2)
H.F.O. (Port No. 2) 411m3
Maersk Ramsey
5.7 Fire Alarm System
llustration 5.7a Fire Alarm System in Engine Room
Engine Room Upper Platform
Engine Room Lower Platform Engine Room Floor
Engine Room Lower Platform

Boiler Water Tank 112.3m3 Elec. Workshop Control Room F.O. Sett. Tk 51.2m3
Store Room
F.O. Serv. Tk H.F.O. Tk (Port No.2) H.F.O. Tank (Port No.1) D.O. Service Tk H.F.O. Tk (Port No.2) H.F.O. Tank (Port No.1)
Supply Oil Unit Room
H. Sea Chest
Workshop x2
F.O. Service Tk 38.4m3
Steer Gear Room Purifier Room Ballast Pump Room Ballast Pump Room
Clean Bilge W. Tank
Diesel Oil Tank (Port) F.O. Drain Tank Sound. Tank
Dirty Bilge W. Tank Hydraulic Oil Storage Tk 10.5m3
H.F.O. Minor Tank 153.7m3
Hydraulic Oil Storage Tank
M/E L.O. Setp. Tk
No. 2 Cyl. Oil Store Tk
No. 1 Cyl. Oil Store Tk H.F.O. (Stb'd No. 2) 346.9m3
Exit Exit M/E L.O. Store Tank 30m3 H.F.O. Tank (Stb'd No.1) A/E L.O. Store Tank 11.7m3
H.F.O. Tank (Stb'd No.1)
H.F.O. Minor Tk
SYMBOL
Description Smoke Detector (Salwico RDJ-2)
Damp Proof Fire Alarm Push Button
Damp Proof Temp. Detector (Salwico TDT-2K/80) Fire Alarm Indicator Panel (Wall Mounting) (Salwico MN3000) Electric Siren For C02 (Unitor Y05) Rotating Light For C02 (Zollner TS/4) Elec. Horn For Fire Alarm (Zollner ZADS 1/115) Alarm Bell
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H.F.O. Tank (Stb'd No. 1) 217.7m3
Pump Room
F.O. Setting Tk 51.2m3
H.F.O. Tank (Port No. 1) 217.7m3
H.F.O. (Port No. 2) 411m3
Part 6 Communications
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Illustration 6.1.1a UMS2100 System Layout
Bridge Control Console
Port Wing Alarm Bell UCS613 Stb'd Wing Alarm Bell UCS614
EAD
UCS430
EAD
220Vac
UMS 2100
BASIC ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP Bridge
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
220Vac
UCS450
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
EAD Box EAD Box

24Vdc
Ship's Control Centre

24Vdc 24Vdc
Accommodation Area
EAD
UCS420 UCS421 220Vac 1st Engineer Buzzer Chief Engineer Buzzer Engineers' Alley Buzzer UCS611 UCS610 24Vdc
UMS 2100 ACCOMMODATION ALARM PANEL
UCS612 24Vdc
EAD Box
24Vdc

Dining Saloon 24Vdc Duty Mess 24Vdc
Officers' Smoke Room 24Vdc
24Vdc
UMS 2100
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 08
Lyngso Marine
S1 S2 S3 S4
DIMMER

ALARM
FIRE
FAULT
UCS122 UCS123
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 07
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
ALARM
FIRE
FAULT
ASSIST CALL
S1
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
ALARM DIMMER GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 06
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
Ship Control Centre 24Vdc
Gymnasium 24Vdc
UMS 2100
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 05
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS117 UCS116
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 04
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT

Lyngso Marine
UCS115 UCS114
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 03
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS113 UCS112
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 02
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
UMS 2100

Lyngso Marine
UCS111 UCS110
ALARM
FIRE
FAULT
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
1 ABC
ALARM LIST
STOP HORN
ALARM ACKN.
AAP 01
2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
ADD. LIST
DISPLAY CHANNEL
7 STU
8 VWX
9 YZ
Ospace
UCS109 UCS108
ASSIST S1 CALL
DUTY
S2
MAINTENANCE
S3
ALARM GROUP6
S4
ALARM GROUP7
DIMMER ALARM GROUP8
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
UCS107 UCS106
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
UCS105 UCS104
EAD UCS 01 UCS 02 UCS 40 UCS 41 UCS 42 UCS 43 UCS 44 UCS 45 UCS 46 24Vdc UCS 47 UCS 48 UCS 51 UPS UCS 81 UCS 82 UCS 83 UCS 84 UCS 85
24Vdc 220Vac
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
BAP - ECR
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
EAD Box
EAD
Engine Control Room
220Vac
EAD Box
UCS 410
220Vac UCS 411
UCS 700
24Vdc
Engine Control Centre Console

Alarm
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
LOP GAMMA 2
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC 2 DEF 3 GHI
4 JKL
5 MNO
6 PQR
DEAD MAN
WATCH
PRINTER CONTROL
7 STU
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
Lyngso Marine
ALARM
FIRE
FAULT
Rotating Light Horn Stop Horn
ALARM LIST
STOP HORN
ALARM ACKN.
LOP GAMMA 1
S1 S2 S3 S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
1 ABC
DEAD MAN
WATCH
PRINTER CONTROL
7 STU
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
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6.1 Communication Systems
6.1.1 UMS 2100 System Maker: Type: Introduction The purpose of an alarm and monitoring system is to collect the information concerning safety on board the ship and to monitor the alarm situation. The system carries out the following tasks: Acquisition of supervision data. i.e. sensor values Detection of alarm states i.e. illegal values or states Announcement of detected alarms Supervision of engineer response Logging of alarms and events After discovering an alarm situation, the system will announce this to the duty engineer and the bridge, thereby making it possible to safely operate the ship with unmanned machinery spaces. The alarm is not only presented as an alarm in general but also as an alarm group. The engineer can determine the nature of the alarm quickly, e.g. from either main engine, pumps, power plant, fire etc. When the system detects an alarm, it announces it both by a light, a sound and on various types of text displays. In response to the alarm announcement, the engineer must stop the buzzer/horn and acknowledge the alarm, in order to confirm that he is aware of what has happened. Failure to do this will result in the system announcing the alarm in all possible locations. An alarm has four states: Normal Normal and not acknowledged Present but not acknowledged Present and acknowledged The ECR station is the centre of the system, and it is from here that the alarms must be acknowledged. (Note ! Silencing the buzzer/horn has no significance to the alarm state. The alarm must be acknowledged in order to avoid the ALL ENGINEERS CALL.) Issue: 1 When an alarm occurs, the buzzer on the bridge will sound, and the navigator can only silence it locally by pressing STOP HORN on the bridge panel. This will not effect the status of the alarm anywhere else. To select/deselect unmanned machinery spaces a request is raised from the ECR panel to the bridge panel. This may accepted or rejected by the bridge, or withdrawn by the ECR. Any of the AAPs located in the cabins can be brought to function as the panels in the public rooms. Therefore a cabin panel not selected on duty, can be selected to give alert as the alarm occurs. This allows a duty engineers to visit another cabins other than their own. Duty Engineer Watch System When a UMS alarm sounds the duty engineer can acknowledge the alarm either in his cabin or a public room, depending where the engineer is when it occurs. In both cases the action is to first silence the buzzer/horn locally and then proceed to the ECR panel to silence and acknowledge the alarm at source. Failure to acknowledge the alarm at the ECR panel within predetermined time (typically 5 minutes) will result in an ALL ENGINEERS CALL announcement on all panels. A back up engineer can also be selected if necessary, in case the duty engineer does not respond to an alarm, or if a dead man alarm is released. Bridge and Accommodation Alarm System The advising of an alarm to the duty engineers takes place through the accommodation Alarm Panels (AAPs) which are located in the cabins of the duty engineers and the public rooms, and on the Basic Alarm Panels on the bridge. Lyngso Marine UMS 2100 Alarms Cut-out In some cases alarms may need to be disabled, e.g. if the sensor is faulty, if work is being carried out that may cause undesired alarms or when the main engine is stopped resulting in a low F.O. pressure alarm. These can be activated at the ECR Station or the Local Operating Panel after inserting a valid password. WARNING Alarm cut-outs should only be carried out by authorised personnel. Description UMS2100 Printer
The printer is controlled from the ECR panel and the Bridge panel, however only the printing of reports are possible from the Bridge. The following information can be printed: Alarm/Event log Data log Alarm list Cut-out list Alarm/Event log This log contains events concerning: Alarms changing from normal to alarm and vice versa Change of state of event channel Channels entering and leaving cut-out states System and configuration error messages Entering and leaving of privileged modes Change of duty engineers and Unmanned Watch Station status Change of system date and time Data Log This is a report on channels showing their current value or status. Alarm List Report This is a print of the content of the alarm list and it contains all the standing and acknowledged alarms in the system at the moment the report was ordered. It runs continually but can be interrupted for reports of other types, such as Noon Log reports each day. Cut-out List Report This contains all the channels which are in the automatic or manual cut-out list state.
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Illustration 6.1.1b UMS 2100 Operator Panels
UMS 2100
Lyngso Marine
UMS 2100
LOCAL OPERATOR PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
ALARM LIST
STOP HORN
ALARM ACKN.
ADD. LIST
DISPLAY CHANNEL
S1
S2
S3
S4
DIMMER
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
S1
S2
S3
S4
DIMMER
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
DEAD MAN
SELECT
PAGE UP
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
+/ALARM GROUP9 ALARM GROUP10 ASSIST CALL
7 STU
8 VWX
9 YZ
Ospace
+/SETTINGS PAGE DOWN
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
MAINTENANCE
STATUS
CONTROL
UMS 2100
BASIC ALARM PANEL
Lyngso Marine
ALARM
FIRE
FAULT
ALARM LIST
STOP HORN
ALARM ACKN.
ADD. LIST
DISPLAY CHANNEL
ADJUST CHANNEL
S1
S2
S3
S4
DIMMER
1 ABC
2 DEF
3 GHI
4 JKL
5 MNO
6 PQR
DEAD MAN
WATCH
PRINTER CONTROL
ALARM GROUP1
ALARM GROUP2
ALARM GROUP3
ALARM GROUP4
ALARM GROUP5
ESC
ENT
7 STU
8 VWX
9 YZ
Ospace
ASSIST CALL
DUTY
MAINTENANCE
ALARM GROUP6
ALARM GROUP7
ALARM GROUP8
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Operator Panels See illustration 6.1b Operator Panels There are 3 types of panels available: Local Operator Panels (LOP) Basic Alarm Panels (BAP) Accommodation Alarm Panels (AAP) The main difference between the LOP and the other 2 panel types, is that the LOP gives the operator access to the channels connected to the LOP only, not the entire UMS 2100 system. The BAPs and AAPs are normally used at the following locations: On the bridge (BAP only) In the ECR. The panel is used as a Watch Station (BAP only) In the public rooms (AAPs only) In the engineers cabins (AAPs only) During the periods when the engine room is manned, the alarms are announced and acknowledged from the ECR BAP or the related LOP. When the engine room is unmanned the AAPs enable the system to distribute the alarm announcement to the duty engineers cabin, the public rooms and the bridge. Local Operator Panels (LOP) The panel consists of the following features: A four line LCD display with backlight A buzzer An alarm LED A keyboard Basic Alarm Panels (BAP) The panel consists of the following features: A four line LCD display with backlight A buzzer An alarm LED A keyboard Alarm group LEDs Buzzer: Draws the engineers attention to any new situation in the UMS2100 Alarm LED: Used for the indication of unacknowledged alarms Keyboard: Soft keys The functions of these keys are shown on the display Cursor and select keys Used for scrolling in lists and pointing at elements Function keys Each key enables the operator to access a unique function or mode in the UMS 2100 When one of the keys is pressed an LED on the key will be illuminated Alarm Group LEDs: Accommodation Alarm Panels (AAP) The panel consists of the following features: A two line LCD display with backlight A buzzer An alarm LED A keyboard Alarm group LEDs Basic description of features LCD display: Displays the numerical data Duty LED function
This is used for the following purposes: Indication that a duty engineer has been selected Indication that a duty call is unacknowledged Indication that a duty selection is in progress Automatic duty call announcement at the alarm panels When a duty engineer has been selected, a duty call is given when a new alarm appears. The call is announced on the panels at the following locations: In the duty engineers cabin The public rooms On the bridge, if Unattended Engine room is selected The panels react in the following way: The buzzer flashes The alarm LED flashes The duty LED flashes The duty call is acknowledged in the following ways: By pressing the STOP HORN in the duty engineers cabin By pressing the STOP HORN on the BAP Acknowledging the alarm at the LOP When the duty call has been acknowledged the following occurs: All buzzers which have been started due to the duty call are stopped The duty LED stops flashing All engineers call The call is announced on all the panels at the following locations:
These are able to display the status of ten different alarm groups via the group alarm LEDs
The public rooms On the bridge In all cabins In the ECR (Note ! When an all engineers call is initiated, the buzzers cannot be stopped locally. All of the buzzers sound until all the alarms have been acknowledged from the ECR watch station-BAP.)
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Illustration 6.1.2a Sound Powered Telephone System Common Battery T elephone System
Wheel House Navigation Console Cargo Control Console
Intrinsically Safe T elephone System
Bell Bell
Pump Room Top Engine Control Console Emergency Diesel Generator Room
Bell
Bell Hydraulic Power Station
Bell
Pump Room Bottom
Bell
M.E. Man. Station Engine Room Bell Steering Gear Side
Key
Bell
Rotating Light
Electrical Signal
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6.1.2 Sound Powered Telephones
Sound Powered Telephones There are two independent sound powered telephone systems: No.1 system: Wheelhouse Engine control room Steering Gear Room Main Engine Side Emergency Generator room No.2 System: Cargo control Room Pump Room Entrance and Tank Top (Intrinsically safe type) Cargo Pump Turbine Side Speech transmission is powered by voice, and a hand-cranked generator at each extension operates the calling bells and air horn relays. The telephones at the main engine side, pump room, cargo pump turbine side and steering gear room are of the head set type.
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Radio Space Pilot Radio (From Com. Aerial System) Amplifier

Spare Officer
Illustration 6.1.3a Exchange Telephones
Radio Cassette (Radio Space) Plug Box Plug Box (Port) (Stb'd)
Captain's Bedroom Cap. Day Room Captain's Office Chief Eng. Day Room Chief Eng. Bedroom Officer Ist Eng. Chief Officer's Spare Day Room Day Room Ist Eng. Chief Eng. Chief Officer's Conference Bedroom Office Bedroom Room
Speaker Speaker (Port) (Stb'd) From From 220V DC24V
Microphone
Telephone Exchange
Man. Station
Man. Station
From From 220V DC24V
Junction Box 1
Speaker (Passage - C Deck) Speaker (Passage - C Deck) Speaker (Passage - B Deck) Speaker (Passage - B Deck) Amplifier Amplifier
Key
Volume Control Panel Telephone Station Microphone
Volume Control Panel

Officer's Smoke Saloon Crew's Day Room Officer Spare(A) Ship Ass.(B) Ship Ass.(A)
Junction Box
2nd Officer Officer Spare(C) Chief Steward Day Room Chief Steward Bedroom
Electric Bell
Officer Spare(B)
1st Officer
2nd Engineer
Speaker
P4
Dining Saloon Duty Mess Room (Ship Control Centre)
Speaker (Passage - A Deck) Speaker (Passage - A Deck)
Junction Box 2
Speaker (Fore) Speaker (Aft) Speaker (Engine Room Upper Platform) Station Telephone With Microphone Station Telephone With Microphone
Infirmary
Galley
Mic. Speaker Speaker (Upper Deck) (Upper Deck) Man. Station Volume Control Panel Volume Control Panel
Speaker (Steering Gear Room) Crew(A) Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H) Crew(I) Gym
Telephone Handsets
Speaker Speaker Speaker (Engine Room (Engine Control (Main Engine Electric Bell and Light Workshop) Room) Side) (Engine Room)
Signal Acquisition Unit
Speaker (Engine Room Lower Platform)
From Relay DC24V Box
Man. Station
Handset
(Inside Tel. Booth)
From Relay DC24V Box
Junction Box 4 Junction Box 3a
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6.1.3 Exchange Telephones
Automatic Telephone The automatic telephone system is a solid state electronic telephone switching system with integrated circuit components which ensure high quality transmission. It is fitted to provide communication through out the vessel. The exchange caters for fifty extensions, each with auto-dialling facilities to the other extensions. Alongside each extension is a directory of all extensions in the system. A two-digit numbering system is used. The system is designed for four lines to linked simultaneously The following five lines have a priority override feature to enable them to be connected to an engaged line: Wheelhouse Captains Cabin Chief Engineers Cabin Engine Control Room Cargo Control Room The exchange is supplied by the 220V system and in the event of power failure, from the 24V emergency battery system. The exchange telephones can activate the public address system for paging purposes. Four telephones, two situated in the wheelhouse consoles, one on the cargo console and one on the engine control console have a priority function, where they can interrupt telephones that are engaged by dialling a predetermined number when the engaged tone is heard. Telephones are situated in all officer and crew cabins, including separate bedrooms, public rooms, galley, emergency generator room, fire control station, engine room workshop, main engine manoeuvring stations and engine room floor. Rotating lights and horns are activated when the engine room telephones are accessed.

6.1.4 Public Address and Talk-back Systems
Public Address System The Master station consists of the public address/talk back amplifier, radio tuner and tape recorder. The panel is fitted with a microphone, a monitor speaker, and is able to control all speakers on board for broadcasting important instructions. Speakers are provided in the accommodation alleyways, public rooms, working spaces and deck. The public address system can be accessed from the auto telephone system for paging purposes. The system is supplied from the main 220volt system with back up from the emergency 24volt system. A facility is provided for overriding the general alarm during announcements. Talk-Back System Communication can be achieved with out the telephone exchange and sound powered system by using the talk back system. Microphones and speakers are supplied at: Wheelhouse Port and Starboard Bridge Wings Engine Control Room Forward Deck Aft Deck
6.1.5 Shipboard Management System

The shipboard management system exists to ensure vessel is managed safely and efficiently. Meetings are held at regular intervals to ensure all personnel are aware of the objectives of the system. Weekly meetings are held to discuss the vessels forthcoming operations schedule, as well as mechanical or fabric maintenance due to be completed. A safety meeting is held each month, with a minimum of one meeting every 3 months. The object is to discuss safety at sea, prevention of human injury or loss of life and avoidance of damage to the marine environment and property.
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Maersk Ramsey

1: Machinery Operating Manual

Machinery Operating Manual

Part 1: Operational Overview

Part 2: Main Engine and Auxiliary Systems

List of Contents - Page 1

Machinery Operating Manual

Illustrations 3.1.1a 3.1.2a 3.1.3a 3.1.4a 3.1.5a 3.1.6a 3.2a

Illustrations 6.1.1a 6.1.1b 6.1.2a 6.1.3a

Part 4: Emergency Systems

Illustrations 4.1a 4.2a 4.3a 4.4a

Part 5: Emergency Procedures

List of Contents - Page 2

Machinery Operating Manual

WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents

January 2000 January 2000

Machinery Operating Manual

Machinery Operating Manual

January 2000 January 2000 January 2000 January 2000

January 2000 January 2000

January 2000 January 2000 January 2000 January 2000

January 2000 January 2000 January 2000 January 2000

Issue and Update Control - Page 3

Machinery Operating Manual

Storm Valve With Hand Wheel

Screw Down Non-Return Valve

Flow Control Valve

Expansion Bend Pipe

Angle Stop Valve

Pressure Reducing Valve

Hopper Without Cover

Air Trap / Deaerating Valve

Discharge/Drain Normally Open or Normally Closed Tank Penetration

Angle Screw Down NonReturn Valve

Gear or Screw Type Pump

Lift Check Non-Return Valve

Blind (Blank) Flange

Swing Check Non-Return Valve

Mono Screw Pump

Dresser Type Expansion Joint Not Connected Crossing Pipe

Liquid Level Gauge

Connected Crossing Pipe

Cylinder Piston Actuator

3-Way Cock (L-Type)

Butterfly Valve With Air Actuator

Vent Pipe with Flame Screen

Filter Regulating Valve With Strainer

3-Way Cock (T-Type)

Suction Non-Return Valve

Non-Return Ball Valve

Safety / Relief Valve

Reciprocating Type Pump

Hydraulic Operated Valve (Open/Shut)

Angle Safety / Relief Valve

Deck Stand (Manual)

Self Closing Valve

Valve Locked Closed

Fire Hose Box

Quick-Closing Valve (Pneumatic Operated) Quick-Closing Valve (Wire Operated)

Valve Locked Open

Steam Trap Without Strainer

Bellows Type Expansion Joint

Steam Trap With Strainer