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Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page 1 of 8
LIST OF CONTENTS
Issue and Updates
Introduction
Machinery Symbols and Colour Scheme
Electrical and Instrumentation Symbols
Section 1: Operational Overview
1.0 EngineRoomArrangement 1.1 ToBringVesselintoLiveCondition 1.2 ToPrepareMainPlantforInPortCondition 1.3 ToPrepareMainPlantforManoeuvringinPort 1.4 ToChangeMainPlantfromManoeuvringtoFullAway 15 ToPrepareforUnmannedOperation 1.6 ToChangefromUnmannedtoMannedOperation 1.7 ToChangefromFullAwaytoManoeuvringCondition 1.8 ToSecureMainPlantatFinishedwithEngines 1.9 ToSecureMainPlantforDryDock 1.10 TankCapacityTables
Illustrations
1.0.1a EngineRoomArrangement-LowerFloor 1.0.1b EngineRoomArrangement-LowerPlatform 1.0.1c EngineRoomArrangement-UpperPlatform 1.0.1d EngineRoomArrangement-SteeringFlatandCasing 1.0.1e EngineRoomArrangement-SideElevation
Section 2: Main Engine and Auxiliary Systems2.1 Main Engine and Propulsion Systems
2.1.1 MainEngineSpecification 2.1.2 MainEngineManoeuvringControl 2.1.3 MainEngineProtectionSystem 2.1.4 MainEngineDigitalGovernor
Illustrations
2.1.1a MainEngine 2.1.1b MainEnginePistonCoolingFlowPath 2.1.1c MainEngineManoeuvringControlandStartSystem 2.1.2a MainEngineManoeuvringControlandSafetySystem 2.1.2b MainEngineManoeuvringControlandStartSystem 2.1.2c EngineSideControlPanel 2.1.2d EngineControlRoomTelegraphUnit 2.1.2e ManoeuvringSystemPanels 2.1.3a MainEngineProtectionSystem 2.1.3b EngineProtectionSystemPanel 2.1.4a DigitalGovernorSystem
2.2 Boilers and Steam Systems
2.2.1 GeneralDescription 2.2.2 Oil-FiredAuxiliaryBoiler 2.2.3 Oil-FiredBoilerControlSystem 2.2.4 Oil-FiredBoilerSootblowers 2.2.5 CompositeBoiler 2.2.6 CompositeBoilerControlSystem 2.2.7 CompositeBoilerSootblower 2.2.8 EngineRoomSteamSystem 2.2.9 DeckSteamSystem
Illustrations
2.2.2a Oil-FiredBoiler 2.2.2b BoilerFiringRate 2.2.3a BoilerControlPanel 2.2.3b BoilerAir/OilCombustionControlPanel 2.2.4a Oil-FiredBoilerSootblower 2.2.5a CompositeBoiler 2.2.6a CompositeBoilerControlPanel 2.2.7a CompositeBoilerSootblower 2.2.8a EngineRoomSteamSystem 2.2.9a DeckSteamandCondensateSystem
2.3 Condensate and Feed Water Systems
2.3.1 CondensateSystem 2.3.2 HeatingDrainSystem 2.3.3 DeckCondensateSystem 2.3.4 BoilerFeedWaterSystem
Illustrations
2.3.1a EngineRoomCondensateSystem 2.3.2a EngineRoomHeatingDrainSystem 2.3.2b BypassingtheAtmosphericCondenser 2.3.3a DeckSteamandCondensateSystem 2.3.4a BoilerFeedWaterSystem
2.4 Sea Water Systems
2.41 MainandAuxiliarySeaWaterSystem 2.4.2 SeaWaterServiceSystem 2.4.3 EngineRoomBallastSystem 2.4.4 FreshWaterGeneratorSystem
Illustrations
2.4.1a SeaWaterCoolingSystem 2.4.1b BackflushingCentralCoolers 2.4.2a AuxiliarySeaWaterSystem 2.4.3a EngineRoomBallastSystem 2.4.4a FreshWaterGeneratorSystem
2.5 Fresh Water Cooling Systems
2.5.1 MainEngineJacketCoolingWaterSystem 2.5.2 CentralCoolingWaterSystem
Illustrations
2.5.1a HighTemperatureCoolingWaterSystem 2.5.2a LowTemperatureCoolingWaterSystem
2.6 Heavy Fuel Oil and Diesel Oil Service Systems
2.6.1 MainEngineFuelOilServiceSystem 2.6.2 GeneratorEngineFuelOilServiceSystem 2.6.3 AuxiliaryBoilerFuelOilServiceSystem 2.6.4 CompositeBoilerFuelOilServiceSystem 2.6.5 EmergencyGeneratorFuelOilSystem 2.6.6 InertGasGeneratorFuelOilSystem 2.6.7 FuelOilDrainSystem 2.6.8 LowSulphurFuelOperations 2.6.9 AirPollution
Illustrations
2.6.1a Viscosity-TemperatureChart 2.6.1b MainEngineFuelOilSystem 2.6.2a GeneratorEngineFuelOilSystem 2.6.3a BoilerFuelOilSystem 2.6.4a CompositeBoilerFuelOilServiceSystem 2.6.5a EmergencyGeneratorFuelSystem 2.6.6a InertGasGeneratorFuelOilSystem 2.6.7a FuelOilDrainSystem 2.6.7b SludgeDischargeSystem
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 FuelOilandDieselOilBunkeringandTransferSystem 2.7.2 FuelOilandDieselOilSeparatorSystem 2.7.3 WasteOilandSludgeSystem
Illustrations
2.7.1a FuelOilBunkeringSystem 2.7.1b FuelandDieselOilTransferSystem 2.7.2a HeavyFuelandDieselOilSeparatorSystem 2.7.2b HeavyFuelOilSeparatorControlPanel 2.7.3a WasteOil/SludgeTransferSystem
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page 2 of 8
2.8 Lubricating Oil Systems
28.1 MainEngineLubricatingOilSystem 2.8.2 SternTubeLubricatingOilSystem 2.8.3 LubricatingOilSeparatorSystem 2.8.4 LubricatingOilFillingandTransferSystem 2.8.5 LubricatingOilDrainSystem
Illustrations
2.8.1a LubricatingOilServiceSystem 2.8.2a SternTubeLubricatingOilSystem 2.8.2b SternTubeAirSealControlPanel 2.8.3a LubricatingOilSeparatingSystem 2.8.3b LubricatingOilSeparatorControlPanel 2.8.4a LubricatingOilTransferSystem 2.8.4b LubricatingOilBunkeringSystem 2.8.5a LubricatingOilDrainSystem
2.9 Bilge Systems
2.9.1 EngineRoomBilgeandBilgeOilSeparatorSystem 2.9.2 ForwardBilgeSystem
Illustrations
2.9.1a EngineRoomBilgeSystem 2.9.1b BilgeOil/WaterSeparator 2.9.2a ForwardBilgeSystem
2.10 Compressed Air Systems
2.10.1 StartingAirSystem 2.10.2 WorkingAirSystem 2.10.3 ControlAirSystem
Illustrations
2.10.1a StartingAirSystem 2.10.1b AirCompressorControlPanel 2.10.2a WorkingAirSystem 2.10.2b DeckWorkingAirSystem 2.10.3a ControlAirSystem
2.11 Steering Gear and Bow Thrust
2.11.1 SteeringGear 2.11.2 BowThrustUnit
Illustrations
2.11.1a SteeringGearHydraulicSystem 2.11.1b IsolationFlowChart 2.11.2a BowThrustHydraulicSystem 2.11.2b BowThrustControlPanels
2.12 Electrical Power Generators
2.12.1 DieselGenerators 2.12.2 EmergencyDieselGenerator
Illustrations
2.12.1a ControlRoomGeneratorControlPanel 2.12.1b GeneratorEngineLocalControlPanelandGaugeBoard 2.12.2a EmergencyDieselGeneratorControlPanel
2.13 Electrical Power and Distribution
2.13.1 ElectricalEquipmentOverview 2.13.2 MainSwitchboardandGeneratorOperation 2.13.3 EmergencySwitchboardandGeneratorOperation 2.13.4 ElectricalDistribution 2.13.5 ShorePower 2.13.6 MainAlternators 2.13.7 EmergencyAlternator 2.13.8 PreferentialTrippingandSequentialRestarting 2.13.9 UPSandBatterySystems 2.13.10 CathodicProtectionSystemandMGPSSystem 2.13.11 CargoPumpElectricalControlSystem
Illustrations
2.13.1a MainElectricalNetwork 2.13.2a GeneratorandSynchronisingPanels 2.13.3a EmergencySwitchboardPanels 2.13.4a Main440Vand220VDistribution 2.13.4b Emergency440Vand220VDistribution 2.13.5a ShorePower 2.13.6a MainAlternator 2.13.7a EmergencyAlternator 2.13.8a PreferentialTripping 2.13.8b SequentialRestart 2.13.9a BatteryChargerandDischargeBoard 2.13.10a CathodicProtectionSystem 2.13.10b MarineGrowthPreventionSystem 2.13.11a CargoPumpControlConsole
2.14 Accommodation Systems
2.14.1 DomesticFreshWaterSystem 2.14.2 DomesticRefrigerationSystem 2.14.3 AccommodationAirConditioningSystem 2.14.4 MiscellaneousAirConditioningUnits 2.14.5 SewageTreatmentSystem 2.14.6 GarbageManagement
Illustrations
2.14.1a EngineRoomFreshWaterServiceSystem 2.14.2a DomesticRefrigerationSystem 2.14.3a AccommodationAirConditioningPlant 2.14.3b AirConditioningVentDuctArrangement 2.14.5a SewageTreatmentSystem 2.14.5b SewageTreatmentUnit 2.14.6a RegulationsforGarbageDisposalatSea
2.15 Inert Gas System
2.15.1 InertGasGenerator 2.15.2 Operation 2.15.3 OxygenAnalyser
Illustrations
2.15.1a InertGasSystem-Deck 2.15.1b InertGasGenerator 2.15.2a InertGasGeneratorControlPanels 2.15.2b InertGasCapacityRegulatorandERPanelNo.5
2.16 Hydraulic Oil Systems
2.16.1 DeckMooringHydraulics 2.16.2 HydraulicValveSystem 2.16.3 MainEngineTopHydraulicBracingSystem
Illustrations
2.16.1a DeckHydraulicPowerSystem 2.16.2a HydraulicValveRemoteControlSystem 2.16.2b EmergencyPortableHydraulicHandpump 2.16.2c HydraulicValvePowerPack 2.16.3a MainEngineTopHydraulicBracingSystem
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page 3 of 8
Section 3: Main Machinery Control System
3.1 Main Machinery Control System
3.1.1 MainMachineryControlandAlarmSystem 3.1.2 OperatorStations 3.1.3 Trending 3.1.4 ScreenDisplays 3.1.5 AlarmHandling 3.1.6 UnmannedService/MannedHand-over
Illustrations
3.1.1a IntegratedManagementSystemLayout 3.1.1b AlarmandMonitoringSystemGroupDisplay 3.1.1c DutyAlarmPanels 3.1.2a OperatorPanel 3.1.2b ChannelPropertiesandSystemStatus 3.1.4a MonitoringandControlSystemDisplay 3.1.6a AlarmSystemStatus
3.2 Engine Control Room, Console and Panels
3.2.1 EngineControlRoom 3.2.2 EngineControlConsole
Illustrations
3.2.1a EngineControlRoomArrangement 3.2.2a EngineControlRoomConsole
3.3 Frequency Converter Room 3.3.1 CargoPumpControlConsole
Illustrations
3.3.1a FrequencyConverterRoomArrangement
3.3.1ba CargoPumpControlConsole
Section 4: Emergency Systems
4.1 Fire Hydrant System
Illustration
4.1a EngineRoomFireHydrantSystem 4.1b FireHydrantSystem-Deck
4.2 CO2 Fire Fighting System
Illustration
4.2a CO2FireFightingSystem
4.3 Quick-Closing Valves and Fire Dampers
Illustration
4.3a Quick-ClosingValveSystem
4.4 Water Mist Fire Extinguishing System
Illustration
4.4.a LocalWaterMistFireExtinguishingSystem
Section 5: Emergency Procedures
5.1 FloodingintheEngineRoom
Illustrations
5.1a EngineRoomBilgeSystem 5.1b EmergencyBilgeSuction 5.1c FloodingintheEngineRoom
5.2 Emergency Operation of the Main Engine
Illustration
5.2a EmergencyControlStation
5.3 Emergency Steering
5.4 Emergency Fire Pump
5.5 Fire in the Engine Room
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page 4 of 8
Issue and Update Control
Thismanualisprovidedwithasystemofissueandupdatecontrol.Controllingdocumentsensuresthat:
Documentsconformtoastandardformat;
Amendmentsarecarriedoutbyrelevantpersonnel;
Each document or update to a document is approved beforeissue;
Ahistoryofupdatesismaintained;
Updatesareissuedtoallregisteredholdersofdocuments;
Sectionsareremovedfromcirculationwhenobsolete.
Documentcontrolisachievedbytheuseofthefooterprovidedoneverypageandtheissueandupdatetablebelow.
In the right-hand corner of each footer are details of the pages, the sectionnumberand thepagenumberof the section. In the left-handcornerof eachfooteristheissuenumber.
Detailsofeachsectionaregiven in the firstcolumnof the issueandupdatecontroltable.Thetablethusformsamatrixintowhichthedatesofissueoftheoriginaldocumentandanysubsequentupdatedsectionsarelocated.
Theinformationandguidancecontainedhereinisproducedfortheassistanceof certificated officers who by virtue of such certification are deemedcompetenttooperatethevesseltowhichsuchinformationandguidancerefers.Anyconflictarisingbetweentheinformationandguidanceprovidedhereinandtheprofessional judgement of such competent officersmust be immediatelyresolvedbyreferencetotheCompanyTechnicalOperationsOffice.
Thismanualwasproducedby:
WORLDWIDE MARINE TECHNOLOGY LIMITED.
Foranynewissueorupdatecontact:
TheTechnicalDirector
WorldwideMarineTechnologyLimited
DeeHouse
Parkway,Zone2
DeesideIndustrialPark
Flintshire
CH52NS.
UnitedKingdom
e-mail:[email protected]
ISSUES & UPDATES TABLE WILL BE INSERTED HERE WHEN MANUAL REACHES ISSUE 1 STATUS
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page 5 of 8
INTRODUCTION
General
Although the ship is supplied with shipbuilders plans and manufacturersinstruction books, there is no single handbook which gives guidance onoperatingcompletesystemsasinstalledonboard,asdistinctfromindividualitemsofmachinery.
Thepurposeofthismanualistofillsomeofthegapsandtoprovidetheshipsofficers with additional information not otherwise available on board. It isintendedtobeusedinconjunctionwiththeotherplansandinstructionbooksalreadyonboardandinnowayreplacesorsupersedesthem.
Informationpertinenttotheoperationofthisvesselhasbeencarefullycollatedin relation to the systems of the vessel and is presented in two on boardvolumesconsistingofaDECKOPERATINGMANUALandMACHINERYOPERATINGMANUAL.
TheDeckOperatingManualandtheMachineryOperatingManualaredesignedtocomplementMARPOL73/78,ISGOTTandCompanyRegulations.
ThevesselisconstructedtocomplywithMARPOL73/78.TheseregulationscanbefoundintheConsolidatedEdition,1991andintheAmendmentsdated1992,1994and1995.
Officers should familiarise themselveswith the contentsof the InternationalConventionforthePreventionofPollutionfromShips
ParticularattentionisdrawntoAppendixIVofMARPOL73/78,theformofBallastRecordBook.ItisessentialthatarecordofrelevantballastoperationsarekeptintheBallastRecordBookanddulysignedbytheofficerincharge.
Inmanycasesthebestoperatingpracticecanonlybelearnedbyexperience.Wheretheinformationinthismanualisfoundtobeinadequateorincorrect,details should be sent to the companysTechnicalOperationsOffice so thatrevisionsmaybemadetomanualsofothershipsofthesameclass.
Safe Operation
Thesafetyoftheshipdependsonthecareandattentionofallonboard.Mostsafety precautions are a matter of common sense and good housekeepingandaredetailedinthevariousmanualsavailableonboard.However,recordsshow that even experienced operators sometimes neglect safety precautionsthroughover-familiarityandthefollowingbasicrulesmustberememberedatalltimes.
Never continue to operate any machine or equipment whichappearstobepotentiallyunsafeordangerousandalwaysreportsuchaconditionimmediately.
Make a point of testing all safety equipment and devicesregularly.
Alwaystestsafetytripsbeforestartinganyequipment.
Never ignore any unusual or suspicious circumstances, nomatterhowtrivial.Smallsymptomsoftenappearbeforeamajorfailureoccurs.
Never underestimate the fire hazard of petroleum products,especiallyfueloilvapour.
Never start a machine remotely from the control roomwithout checking visually if the machine is able to operatesatisfactorily.
Inthedesignofequipmentandmachinery,devicesareincludedtoensurethat,asfaraspossible,intheeventofafaultoccurring,whetheronthepartoftheequipment or the operator, the equipment concerned will cease to functionwithoutdangertopersonnelordamagetothemachine.Ifthesesafetydevicesareneglected,theoperationofanymachineispotentiallydangerous.
Description
Theconceptofthismanualistoprovideinformationtotechnicallycompetentshipsofficers,unfamiliartothevessel,inaformthatisreadilycomprehensibleandtherebyaidingtheirunderstandingandknowledgeofthespecificvessel.Specialattentionisdrawntoemergencyproceduresandfirefightingsystems.
Themanual consists of a number of parts and sections which describe thesystems and equipment fitted and their method of operation related to aschematicdiagramwhereapplicable.
Thevalvesandfittingsidentificationsusedinthismanualarethesameasthoseusedbytheshipbuilder.
Illustrations
Allillustrationsarereferredtointhetextandarelocatedeitherinthetextwhensufficientlysmallorabovethetextonaseparatepage,sothatboththetextandillustrationareaccessiblewhenthemanualislaidfaceup.
Whentextconcerninganillustrationcoversseveralpages,theillustrationmaybeduplicatedaboveeachpageoftext.
Where flows are detailed in an illustration, these are shown in colour. Akey of all colours and line styles used in an illustration is provided on theillustration.
Detailsofcolourcodingused in the illustrationsaregiven in the illustrationcolourscheme.
Symbolsgiveninthemanualadheretointernationalstandardsandkeystothesymbolsusedthroughoutthemanualaregivenonthesymbolspages.
Notices
Thefollowingnoticesoccurthroughoutthismanual:
WARNING
Warnings are given to draw readers attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTIONCautions are given to draw readers attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR.
Note: Notesaregiven todrawreadersattention topointsof interestor tosupplysupplementaryinformation.
Safety Notice
It has been recorded by International Accident Investigation Commissionsthatadisproportionatenumberofdeathsandserious injuriesoccuronshipseachyearduringdrillsinvolvinglifesavingcraft.Itisthereforeessentialthatall officers and crewmake themselves fully conversant with the launching,retrievalandthesafeoperationofthelifeboats,liferaftsandrescueboats.
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page of 8
P2P1
S
M
A
S
Discharge / Drain
Remote Operated EmergencyShut-Off Valve
Ball Valve
Deck Stand (Manual)
Air Horn
NOorNC
Normally Open orNormally Closed
LOorLC
Locked Open orLocked Closed
Float Valve
Rose Box
Simplex Strainer
Duplex Strainer
Y-Type Strainer
Hopper Without Cover
Vent Pipe / Gooseneck
Steam Trap Without Strainer
Flow Meter
Observation Glass
Water Separator
Air Trap / Deaerating Valve
Gear or Screw Type Pump
Centrifugal Pump
Blind (Blank) Flange
Orifice
Flexible Hose
Stop Valve
Angle Stop Valve
Gate Valve
Screw-Down Non-ReturnValve
Angle Screw-Down Non-Return Valve
Lift Check Non-Return Valve
Self-Closing Valve
Quick-Closing Valve(Wire Operated)
Quick-Closing Valve(Pneumatic Operated)
Safety / Relief Valve
Angle Safety / Relief Valve
Storm Valve With Handwheel
Flow Control Valve
Swing Check Non-ReturnValve
Regulating Valve
Hose Valve
Pressure Reducing Valve
2-Way Cock
3-Way Cock (L-Type)
3-Way Cock (T-Type)
Mud Box
Spool Piece
Overboard Discharge
Tank Penetration
Air ControlValve
Temperature ControlValve (With Handwheel)
3-Way Temperature ControlValve (With Handwheel)
Non-Return Ball Valve
Butterfly Valve
Solenoid Valve
Hand Pump
Eductor (Ejector)
Suction Bellmouth
Steam Trap With Strainer
Wax Expansion TemperatureControl Valve
3-Way Wax ExpansionTemperature Control Valve
Pipe Head for Sounding orFilling
Sounding Head with Self-Closing Cap and SamplingCock (Self-Closing)
Vent Pipe withFlame Screen
Spectacle Flange( Open, Closed)
Filter Regulating ValveWith Strainer
Machinery Symbols and Colour Scheme
Domestic Fresh Water
HT Cooling Water
LT Cooling Water
Hydraulic Oil
Sea Water
Feed Water
Fire/Wash Deck Water
CO2
Marine Diesel Oil
Fuel Oil
Steam
Compressed Air
Condensate
Bilge / Drain
Electrical Signal
Instrumentation
Lubricating Oil
Viscosity Controller
Inert Gas
Solenoid Actuator
Cylinder Piston Actuator
Hydraulic Operated Valve
Electric Motor Driven
Air Actuator
Solenoid Valve
Self-Closing Drain Valve
Suction Bellmouth
Pressure Retaining Valve
Thermal Expansion Valve
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Front Matter - Page of 8
ASTP Auto Control Start / Stop
AST Auto Control Start
ASP Auto Control Stop
ACH Auto Changeover
COS Changeover Switch
CP Compound Gauge
DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Pressure Transmitter
ESD Emergency Shutdown
ESLD Emergency Slowdown
FD Flow Detector
FS Flow Switch
FT Flow Transmitter
FCO Flow Counter (Flow Meter)
FLG Float Type Level Gauge
HDPA High Differential Pressure Alarm
H2O Hydrometer
IL Indicator Lamp
LAC Level Automatic Control
LAH Level Alarm High
LAHH Level Alarm High High
LAL Level Alarm Low
LI Level Indicator
LIC Level Indicating Controller
LS Level Switch
LT Level Transmitter
PAC Pressure Automatic Control
PAH Pressure Alarm High
PAL Pressure Alarm Low
PDS Pressure Differential Switch
PI Pressure Indicator (Gauge)
PIC Pressure Indicating Controller
PIAH Pressure Indicator Alarm High
PIAL Pressure Indicator Alarm Low
PIAHL Pressure Indicator Alarm High Low
PS Pressure Switch
PT Pressure Transmitter
RI RPM Indicator
RCO RPM Counter
RX Revolution Transmitter
RC Revolution Controller
RSTP Remote Control Start / Stop
RST Remote Control Start
RSP Remote Control Stop
SAH Salinity Alarm High
SI Salinity Indication (Salinometer)
SX Salinity Transmitter
SM Smoke Indication
SMX Smoke Transmitter
TAC Auto Temperature Control
TAH Temperature Alarm High
TAL Temperature Alarm Low
TM Torque Meter
TI Temperature Indicator (Thermometer)
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TM Torque Meter
TR Temperature Recorder
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator (Gauge)
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
Automatic Trip
Interlock
Electrical and Instrumentation Symbols
Fuse
Normally Closed Switch
Making Contact
Making Contact
Making Contact
Breaking
Breaking
Breaking
Making Contact
Breaking
Pushbutton Switch(Alternative)
Pushbutton Switch(Alternative)
Normally Open Switch
Battery Charger (Rectifier)
Inverter
Battery
10A
With TimeLimit inClosing
With TimeLimit inOpening
FlickerRelay
AuxiliaryRelayContact
Low Level Start for PumpLST
High Level Stop for PumpHSP
Low Pressure AlarmLPA
Low Level AlarmLLA
High Level Alarm
Low Temperature Alarm
Temperature Display withRecording
HLA
High Diff. Pressure AlarmHDA
Low Salinity AlarmDAH
High Salinity AlarmSAH
Emergency Alarm StopES
Diff. Pressure IndicatorDP
Temperature TransmitterTT
Manometer
Level Switch
Pressure Switch
ThermometerT
P
LI
Level TransmitterLT
Pressure TransmitterPT
Vacuum GaugePV
Pressure GaugePI
Temperature ControllerTC
Trip
I
P S
Pressure TransmitterP T
Temperature TransmitterT R
Temperature SwitchT S
Float SwitchF S
L S
Limit Switch
High Temperature Alarm
Transmitter
Automatic Start and Stop
Automatic Stop
Automatic Change
HTA
LTA
TR
Level Gauge/Indicator
Issue: Final Draft - November 2011 IMO No: 9431305Produced by: Worldwide Marine Technology Limited
Email: [email protected]
ANYTHING TO UPDATE?Itisimportantthatthismanualiskeptuptodateasalivedocument.Ifyoubelievethereareanyerrorsoromissionsinthismanual,
oryouareawareofchangestotheequipmentorsystemsonboardthenpleasecontactthepublishers:
WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NSTel: +44 (0)1244 287 850 Fax: +44(0)1244 288 609 Email: [email protected]
THIS PAGE IS INTENTIONALLY BLANK
Front Matter - Page 8 of 8
Issue: Final Draft - November 2011 IMO No: 9431305Produced by: Worldwide Marine Technology Limited
Email: [email protected]
Section 1 - Page 1 of 18
SECTION 1: OPERATIONAL OVERVIEW
1.0 Engine Room Arrangement
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for In Port Condition
1.3 To Prepare Main Plant for Manoeuvring in Port
1.4 To Change Main Plant from Manoeuvring to Full Away
1 5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished with Engines
1.9 To Secure Main Plant for Dry Dock
1.10 Tank Capacity Tables
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 1 - Page 2 of 18
No.2 Heavy FuelOil Tank (Port)
No.2 Heavy FuelOil Tank (Starboard)
Void Space
Void Space
No.7 Water BallastTank (Port)
No.7 Water BallastTank (Starboard)
No.1Heavy Fuel OilTank (Port)
LO Drain Tank
No.1Heavy Fuel OilTank (Starboard)
SeaChest(Port)
Floor Side Line
SeaChest
(L)
FODrainTank
Clean BilgeWater Tank
Dirty BilgeW. Tank
FOOverflow
Tank
Stern Tube LOSump Tank
Aux. Engine LOOverflow Tank
Stern Tube ForwardSeal LO Tank
Sound.Tank
LO Sump Tank
Lower Platform Line
Inner Bottom Line
Illustration 1.0a Engine Room Arrangement - Lower Floor
1
24 10
18
67 9
1221 22
25
29
30
115 8
13 1516 20
2427
2623
28 31
32
36
35
34 41
40
39
38
42
433337
19
1 Torque Meter
Shaft Earthing Device2
3 Aft Sealing Air Space Control Unit
4
5
6 No.2 Feed Pump for Auxiliary Boiler
7 No.1 Feed Pump for Auxiliary Boiler
45L Foam Fire Extinguisher
Stern Tube LO Pump
8 Stern Tube LO Circulation Pumps
9 No.2 Feed Pump for Composite Boiler
10 No.1 Main LO Pump
No.2 Main LO Pump
No.1 Feed Pump for Composite Boiler
Feed Pump for Auxiliary Engine LO Purifier
11
12
13
14 Sewage Emergency Transfer Pump
15 No.1 Feed Pump for LO Purifier
16 No.2 Feed Pump for LO Purifier
17 Daily Bilge Pump
18 Main Engine
19 Chemical Cleaning Tank
20 Air Cooling Clean Pump
21 Stuffing Box LO Drain Tank
Scavenger Box Drain Tank22
23 Sea Water Pump for Fresh Water Generator
24
25
26 Inert Gas Scrubber Sea Pump
27 No.1 Deck Seal Water Pump
LO Transfer Pump
Bilge Oil Water Separator
28 No.2 Deck Seal Water Pump
29 FO Transfer Pump
30 DO Transfer Pump
Sludge Pump
Main Engine Top Bracing Power Station
No.2 Bilge, Ballast, Fire and General Service Pump
31
32
33
34 Tank Cleaning Pump
35 No.1 Central Cooler
36 No.2 Central Cooler
37 No.1 Bilge, Ballast, Fire, General Service Pump
38 No.1 Main Cooling Sea Water Pump
39 No.2 Main Cooling Sea Water Pump
40 No.3 Main Cooling Sea Water Pump
41
42
43 MGPS Control Box
Tank Cleaning Pump
Cathodic Protection Unit
Key
Exit
17
14
3
1.0 ENGINE ROOM ARRANGEMENT
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Machinery Operating Manual Maersk Kiera
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Section 1 - Page 3 of 18
Illustration 1.0b Engine Room Arrangement - Lower Platform
Lower Platform Side Line
Upper PlatformSide Line
Store Room
DirtyBilge Water
Settling TankNo.2 Heavy FuelOil Tank (Port)
Heavy FuelSettling Tank
Heavy FuelService Tank
LS Heavy FuelService Tank
LS Heavy FuelSettling Tank
MGOService Tank
No.2 HeavyFuel Oil Tank(Starboard)
MGO Tank
Void Space
Storage Cupboards
Void Space
No.7 WaterBallast Tank(Port)
No.1 HeavyFuel Oil Tank(Port)
No.1 HeavyFuel Oil Tank(Starboard)
LO SludgeTank
FO SludgeTank
Separator Flat
No.7 WaterBallast Tank(Starboard)
2
13
1
24
25
2926
27
30
3119
18
17
11
12
3
5
7
6 8
9 1014
15
20
21
22
23
36 37
35
34
33
32
4546
5657
55
54
53
52
51
50
4849
47
38
44
43
42
41
40
39
16
4
1 Rack for Spare ME Fuel Valves
No.1 Auxiliary Engine and Alternator2
3 No.2 Auxiliary Engine and Alternator
4
5
6 Auxiliary Air Receiver
7 Water Mist Fire Fighting Unit
No.3 Auxiliary Engine and Alternator
Control Air Dryer
8 Emergency Air Compressor
9 No.2 Main Air Receiver
10 No.1 Main Air Receiver
Main Engine Exhaust Valve Grinding Machine
Store Room Crane Beam
Auxiliary Engine Crane Beam
No.1 Main Air Compressor
11
12
13
14
15 No.2 Main Air Compressor
16 Air Compressor LO Storage Tank
17 Sewage Treatment Unit
18 Atmospheric Condenser
19 Condensate Tank and Inspection Tank
20 Main Engine LO Auto. Filter/Bypass Filter
21 Main Engine LO Cooler
Fresh Water Generator22
23 Fresh Water Generator Treatment Unit
24
25
26 Auxiliary Boiler FO Heater
27 Composite Boiler FO Heater
Aux. Engine MGO/MDO Cooler
Main Engine MGO/MDO Cooler
44 Auxiliary Engine LO Separator
45 Exhaust Fan for Separator Flat
46 Cleaning Silk for Separator
47 DO Separator Heater
48 DO Separator Feed Pump
No.1 FO Separator Heater49
50 No.1 FO Separator Feed Pump
51
52
53 No.1 Heater for LO Separator
54 No.2 Heater for LO Separator
No.2 FO Separator Heater
No.2 FO Separator Feed Pump
55
56 LO Separator Crane Beam
57 Sludge Pump
Heater for Auxiliary Engine LO Separator
28 Composite Boiler FO Supply Unit
29 Auxiliary Boiler FO Supply Unit
30 Main Engine Fuel Oil Unit
Auxiliary Engine DO Supply Pump
No.1 LT Fresh Water Cooling Pump
No.2 LT Fresh Water Cooling Pump
31
32
33
34 No.3 LT Fresh Water Cooling Pump
35 Main Engine Jacket Water Preheater
36 No.2 Main Engine HT Fresh Water Cooling Pump
37 No.1 Main Engine HT Fresh Water Cooling Pump
38
39
Separator Crane Beam
DO Separator
40 No.1 FO Separator
41
42
43 No.2 Main Engine LO Separator
No.2 FO Separator
No.1 Main Engine LO Separator
Key
SewageWasteTank 28
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Machinery Operating Manual Maersk Kiera
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Section 1 - Page 4 of 18
Upper PlatformSide Line
Upper DeckSide Line
Steering FlatSide Line
Illustration 1.0c Engine Room Arrangement - Upper Platform
1
3 4
11
13
12
14
21 16
22
27
36
37
4443
45
50
53
51
54 5556
52
57
4748
49
38
30
2324
3231
39
4042
41
34
33
26
25
1917
2018
46
28
29
15
6
87
10
2
5
9
WC
Frequency Converter Room
Engine Control Console
Store Room
Workshop
Elec.Workshop
35
No.2 Heavy FuelOil Tank (Port)
Heavy FuelSettling Tank
Heavy FuelService Tank
LS Heavy FuelService Tank
LS Heavy FuelSettling Tank
MGOService Tank
ME LO Storage Tank
ME LO Settling Tank
Aux. Engine LO Storage Tank
No.1 Cylinder OilStorage Tank
No.2 Cylinder OilStorage Tank
No.2 HeavyFuel Oil Tank(Starboard)
MGO Tank
Void Space
Void Space
No.7 WaterBallast Tank(Port)
No.1 HeavyFuel Oil Tank(Port)
No.1 HeavyFuel Oil Tank(Starboard)
No.7 WaterBallast Tank(Starboard)
1 No.1 Refrigeration Compressor
No.2 Refrigeration Compressor2
3 No.1 Transformer
4
5
6 Electrical Test Panel
7 Vice
No.2 Transformer
Refrigeration Control Panel
8 Workbench
9 Drawer Units
10 Tool Cabinet
AC Unit in Frequency Converter Room
Main Switchboard
Engine Control Room Air Conditioning Unit
Engine Control Console
11
12
13
14
15 Soot Collection Tank
16 135L Foam Fire Extinguisher
17 Engine Room Crane
18 Drinking Water Fountain
19 Washbasin
20 Welding Table Exhaust Fan
21 Auxiliary Boiler
Spare ME Cylinder Cover22
23 Spare ME Cylinder Liner
24
25
26 Pedestal Grinder
27 Auxiliary Boiler Combustion Air Fan
Workroom Crane Beam
Curtain for Welding Area
44 Remote Valve Hydraulic Power Pack
45 No.1 AC Unit Fresh Water Cooling Booster Pump
46 No.2 AC Unit Fresh Water Cooling Booster Pump
47 No.1 Air Conditioning Compressor
48 Cylinder Oil Measuring Tank
Cylinder Oil Transfer Pump49
50 Domestic Hot Water Calorifier
51
52
53
54 Domestic Fresh Water Steriliser
Fresh Water Hydrophore Tank Unit
No.2 Air Conditioning Compressor
Working Air Compressor
55
56 Working Air Dryer
57 Working Air Receiver
Rehardening Filter
28 No.1 Spare ME Exhaust Valve
29 No.2 Spare ME Exhaust Valve
30 Spare ME Piston
Tool Panel
Lathe
AC Unit in Workshop
31
32
33
34 Drilling Machine
35 Composite Boiler Waste Oil Service and Settling Tanks
36 Composite Boiler Waste Oil Supply Unit
37 Soot Collection Tank
38
39
Ship Side Valve Remote Operation
Test Unit for Main Engine Fuel Valves
40 Tool Panel
41
42
43 Stern Tube LO Gravity Tank
Vice
Workbench
Steering FlatSide Line
Key
9
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Machinery Operating Manual Maersk Kiera
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Section 1 - Page 5 of 18
MainEngineExhaust
MainEngineExhaust
Composite BoilerSpark Arrester
Engine RoomVent Outlet
Louvres
D Deck
C Deck
MainEngineExhaust
No.3 AuxiliaryEngine Silencer
Spark Arrester ofAuxiliary Boiler
MainEngineExhaust
E Deck
ReversibleVent Fan
Oil TankVent Box
Auxiliary Boiler Uptake
Auxiliary Boiler Uptake
AuxiliaryEngine Flue
CompositeBoiler Uptake
MainEngineExhaust
F Deck Funnel Top
No.3 No.1
No.4 No.2
B Deck
Auxiliary BoilerUptake
Composite Boiler
Composite Boiler
Auxiliary Boiler
A Deck
Control Panel
Composite BoilerChemical Treatment
Unit
Auxiliary BoilerChemical Treatment
Unit
Auxiliary BoilerControl Panel
Ignition Pumps
Upper Deck
Fresh WaterExpansion Tank
Illustration 1.0d Engine Room Arrangement - Steering Flat and Casing
EmergencyFire Pump
Space(Under)
Hatch(Above)
BilgeWell
HandPump
OilTank
Steering Gear
HydraulicPower Packfor LifeboatWinch
Shelf
Shelf Shelf
ReversibleVent Fan
Vent Fan
Vent Fan
HydraulicPower Packfor Mooring
Winch
StoreRoom
Inert Gas Fan Room Inert Gas Generator Room
GarbageRoom
CompositeBoiler Uptake
Fan Room
Fan Room
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Section 1 - Page of 18
1
2
3
5
7
9 10
11
12
8
6
Illustration 1.0e Engine Room Arrangement - Side Elevation
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42
Inner Bottom
Floor
Lower Platform
Upper Platform
Upper Deck
A Deck
B Deck
C Deck
D Platform in Funnel
E Platform in Funnel
F Platform in Funnel
Top of Funnel
1 Spark Arrester for Composite Boiler
2 Spark Arrester for Auxiliary Boiler
3 Silencer for Auxiliary Engine
4
Auxiliary Boiler5
Engine Room Crane6
No.2 Auxiliary Engine7
DO Separator8
Torque Meter9
Shaft Earthing Device10
No.1 Main LO Pump11
Main Engine: 6S50MC-C
WorkshopEngine Control Room
Clean BilgeWater Tank
LO Sump TankFO Overflow
TankFO Drain
Tank
No.1 HFO Tank
FO Sump Tank
Engine Room Arrangement(Elevation looking to Port)
12
Composite Boiler
4
Void
Key
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Section 1 - Page of 18
1.1 TO BRING VESSEL INTO LIVE CONDITION
DEAD SHIP CONDITION
No Shore Supply Available
Ensure that the emergency generatorfuel tank level is adequate.
2.12.2
Start the emergency generator. 2.12.2
Supply power to the 440V and 220V switchboards. 2.13
Start a generator engine LO priming pump. 2.12.1
Start the emergency air compressor and top-upthe emergency air reservoir if required.
Start the generator engine DO supply pump. 2.6.2
2.10.1
Prepare a diesel generator for starting.Start a diesel generator. 2.12 .1
Isolate the sequential restart system.All ancillary equipment set to manual to avoid alow pressure automatic start.Supply the emergency 440V switchboard.Supply the emergency 220V switchboard.
2.13
Establish shore supply.Check phase sequence, voltage andfrequency.
Start up the instrumentation air system. 2.10.3
Ensure the deck foam system is ready for use.
Line up the fire pumps for operation. 4.1
Supply power to emergency switchboard from MSB.Restore emergency switchboard services. 2.13.1
4.24.4
2.14.3
Start the IGS deck seal supply pump.Pressurise the fire main. 4.1
Reset the preference trips. 2.13.5
Prepare the low temperature FW cooling systems.Start the duty low temperature CFW pump.
Disconnect the shore supply. 2.13.2
Place the emergency generator on standby. 2.13.4
2.5.2
Prepare the SW cooling system.Start the duty SW cooling water pump.
2.4.2
Ensure the CO2 and water mist systems areready for use.
Start the engine room and accommodationventilation fans. Start the air conditioning system.
Shore Supply Available
2.13.3
4.1
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Start the sewage treatment plant. 2.14.5
Put the starting and working air systems intooperation.
2.10.12.10.2
Pump any bilges to the dirty bilge tank as required. 2.9.1
Put all ancillary equipment on standby.Restore the sequential restart system.Put the remaining diesel generators on standby.
One diesel generator in use with the other diesel generators on standby.The emergency generator is on standby.The boiler and steam system is shut down.The SW and CFW systems are in use.The domestic services are in use.
PLANT IS NOW IN LIVE CONDITION
From Previous Page
2.14.1
Put the refrigeration system into operation. 2.14.2
Put the domestic FW system into operation.
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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 the other dieselgenerators on standby.The emergency generator is on standby.The boiler and steam systems are shut down.The SW and CFW systems are in use.The domestic services are in use.
Prepare and flash-up the auxiliary boiler, usingdiesel oil and air atomising. 2.2.1
Start a boiler feed water pump.Line-up the distilled water make-up system. 2.3.3
Change the boiler to operate on HFO andatomising steam. 2.2.1
Start the duty main engine jacket CFW pump.Supply steam to the jacket CFW heater. 2.5.1
Supply steam to the HFO tanks and trace heating.Supply steam to the boiler FO heaters.Start the boiler duty FO pump and circulate fuel.
2.2.4
Supply steam to the steam system. 2.2.4
Put the boiler on automatic operation. 2.2.2
Run up the HFO separator system. 2.7.2
Change diesel generator to run on HFO 2.6.2
.
Supply steam to the main engine HFO heater.Start the main HFO supply and circulating pumps.Start the viscosity controller.Circulate HFO until the MDO has been expelled.
2.6.1
PLANT IS 'IN PORT' CONDITION
One diesel generator is in use with the other dieselgenerators on standby.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generator is running on HFO.The main engine JCW system is in a warm condition.The main engine is being circulated with hot HFO.
Maintain the standby generators in a warmcondition.
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PLANT IS 'IN PORT' CONDITION
Start the LO separator systems. 2.8.3
Ensure that the cylinder oil measuring tank is full. 2.8.1
Start the duty main engine LO pump, place theother pump on standby, heat the sump if necessary. 2.8.1
Start the remaining diesel generators and connectto the main switchboard. 2.12.1
Start both steering gear motors.Carry out the steering gear tests. 2.11
2.1.1
Close the bow thrust breaker and prepare for use.Test the pitch control. 2.13.9
Put the starting air systems into use, supply startingair and control air to the main engine. 2.11.1
Obtain clearance from the bridge, turn the mainengine over on starting air from local control stand. 2.1.1
Check the bridge and engine room clocks andcommunications. 2.1.2
Put the auxiliary blowers to AUTO. 2.1.1
Change control to the engine control room. 2.1.2
Change control to bridge control. 2.1.2
Ensure all standby pumps are on auto. 3.1.7
Close the indicator cocks.From the local control stand, turn the main engine until it fires in the ahead direction only.Close the turbocharger drains.
2.3
PLANT IN 'MANOEUVRING' CONDITION
Three diesel generators are in use.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generators are running on HFO.The main engine is heated and ready for use on bridge control.The main engine is being circulated with hot FO.Both steering gears are in use.The deck machinery is ready for use.The bow thrust is ready for service.
Start the duty camshaft LO pump, place theother pump on standby. 2.8.1
the other diesel generators on standby.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generator is running on HFO.The main engine JCW system is in a warm condition.The main engine is being circulated with hot HFO.
Obtain clearance from the bridge and turn theengine two or three revolutions while manuallyoperating the cylinder oil pumps.Take out the turning gear.
One diesel generator in use,
1.3 TO PREPARE MAIN PLANT FOR MANOEUVRING IN PORT
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1.4 TO CHANGE MAIN PLANT FROM MANOEUVRING TO FULL AWAY
PLANT IN MANOEUVRING CONDITION
Three diesel generators are in use.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generators are running on HFO.The main engine is heated and ready for use on bridge control.The main engine is being circulated with hot FO.Both steering gears are in use.The deck machinery is ready for use.The bow thrust is in service.
Isolate the bow thrust when no longer required.
Shut down the main engine jacket heating system. 2.5.1
2.2.3Operate the auxiliary boiler sootblowers.
2.1.2
Ensure the auxiliary blowers stop automatically. 2.1.2
2.13.9
Place the main engine on the automatic run-upprogram.
Shut down the deck machinery plant and hydraulicpower pack pumps.
Stop one steering gear motor. 2.11
Transfer and separate HFO as required. 2.7.2
Operate the turbocharger cleaning system ifrequired.
Shut down generators until only one is in use.Place the remaining two generators on standby. 2.13. 3
When the main engine load-up program is complete, check that the pressures and temperatures stabilise. 2.1.2
Start up the evaporator system but do not fill thefresh water tanks while in coastal waters. 2.4.4
Reduce the level in the dirty bilge tank through theOWS when legislation limits permit.Reduce the bilge levels through the OWS.
2.9
VESSEL IS FULL AWAY ON BRIDGE CONTROL
When the bridge notifies engine control room of Full Away,record the following:
Time.Main engine revolution counter. HFO and MDO tank levels. HFO and MDO counters.
2.1.1
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All strainers and filters of running and standby machinery are in a clean condition.
Engine room and steering gear compartment WTdoors, stores hatch and funnel dampers are shut.
All combustible material stored in a safe place.
All ventilation fans running as required.
ECR air conditioning operating correctly.
2.14.6
2.2.2Exhaust gas boiler operating.
All parameters are within normal range.
Loose items are secured.
Workshop welding machine plug is removed.
Check that the acetylene and oxygen cylinder andpipeline valves are closed.
3.1
2.14.4
PLANT IN 'MANNED' CONDITION
1.5 TO PREPARE FOR UNMANNED OPERATION
All alarms and safety cut-outs are operational.
Smoke and fire sensors are operational.
All bilges are dry and high level alarms are operational.
All piping systems are tight and not temporarilyrepaired.
Ensure all FO, LO and fresh water tanks/sumpsare adequately full.
All standby pumps and machinery systemsare on automatic start, with the sequential restartsystem operational.
The emergency diesel generator is on standby.
The stopped diesel generators are on standby.
Compressed air receivers are fully charged.
Separator feed inlets are suitably adjusted.
2.9.1
4.1Cargo
3.1
2.10
2.7.2
2.12.2
2.12.1
2.13.5
Control is on the bridge and duty officer is informed of commencement time of UMS.
Duty officer should be aware of location of the duty engineer.
Watchkeeper control switch is set to the duty engineer's cabin.
The engine room is NOT to be left unmanned formore than 8 hours.
PLANT IN UMS CONDITION
3.1
2.1.2Main engine on bridge control.
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PLANT IN 'UMS' CONDITION
Notify the bridge of manned condition.
Inform the bridge why engine room is manned ifoutside normal hours.
Switch watchkeeping control to the ECR.
Hand over to incoming duty engineer and inform them of any abnormalities.
Examine the latest parameter printout.
Discuss any defects with the senior engineer,who will decide if they warrant inclusion in the work list. The duty engineer should be aware ofall maintenance work being carried out, and informed of any changes that occur during theday.
PLANT IN 'MANNED' CONDITION
1.6 TO CHANGE FROM UNMANNED TO MANNED OPERA-
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2.9
2.14.5
2.1.1
2.11
2.6.1
2.4.4
1.7 TO CHANGE FROM FULL AWAY TO MANOEUVRING CONDITION
VESSEL IS FULL AWAY ON BRIDGE CONTROL
Prepare the sewage treatment system for portoperation.
2.13.3Start the standby diesel generators and connect tothe main switchboard.
30 minutes before end of passage, bridge beginsto reduce speed.
Start the second steering gear motor.Carry out steering gear tests.
If required to manoeuvre on MDO, begin change-over 1 hour before end of passage (EOP).
Shut down the evaporator plant.
2.2Start the auxiliary boiler.
Ensure that the engine room bilges are empty anddirty bilge tank level is lowered of any water.
2.5.1Supply steam to main engine JCW heater.
2.1.1
2.1.2
2.13.9
Bridge informs engine control room of EOP.
Prepare and start the hydraulic power pack systemfor deck machinery use.
Check bridge/engine room clocks andcommunications.
Record the following:Time.Main engine revolution counter. HFO and MDO tank levels. HFO and MDO counters. Fresh water tank levels.
Ensure bow thrust is ready for service.
Three diesel generators are in use.The emergency generator is on standby.The auxiliary boiler is in use.The diesel generators are running on HFO.Both steering gears motors are in operation.Deck machinery is ready for use.The bow thrust is available.
PLANT IN 'MANOEUVRING' CONDITION2.10.1Prepare the main starting air compressors for use.Check the starting air system drains for watercontent.
Operate the main engine turbocharger washingsystem if required.
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Three diesel generators are in use.The emergency generator is on standby.The auxiliary boiler is in use.The diesel generators are running on HFO.Both steering gears motors are in operation.Deck machinery is ready for use.The bow thrust is in use.
1.8 TO SECURE MAIN PLANT AT FINISHED WITH ENGINES
PLANT IN 'MANOEUVRING' CONDITION
Bridge notifies engine control room of FWE.
Switch over to engine room control. 2.1.2
Stop the auxiliary blowers. 2.1.1
Stop the steering gear motors. 2.11
Maintain the JCW temperature for normal port stay. 2.5.1
Isolate the starting air system.Engage the turning gear.Open the indicator cocks.Open turbocharger drains.Vent the main engine starting air and control airsystems.
2.1.1
Maintain the LO pumps in operation according to therequirements of notice of the main engine.Maintain LO sump temperature using the LO purifier.
2.1.1
Prepare the plant for IGG operations if required. 2.15
Three diesel generators will remain in use ifcargo pumps or thrusters are required. 2.12.1
PLANT IS 'IN PORT' CONDITION
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Section 1 - Page 1 of 18
the diesel generator until cool.
1.9 TO SECURE MAIN PLANT FOR DRY DOCK
y.
Shut down the sea water cooling systems. 2.4.1
Shut down the auxiliary boiler.
put into a wet lay-up condition.2.2.1Allow to cool naturally, drain if required for
maintenance OR
Stop the last diesel generator. 2.13.3
Shut down the boiler feed pumps and condensatesystem. Isolate the distilled water tanks. 2.3
Circulate the boiler FO system with MDO, shutdown the boiler FO pumps. 2.6.3
Establish lighting and ventilation and any otheressential services.
2.13
PLANT IS 'IN PORT' CONDITION
2.12.1Shut down the diesel generators until only one isin use. Set the emergency generator to manual.
Ensure all tanks are at the required levels togive the vessel the necessary trim, draught andstability for entering dry dock.
Shut steam off the JCW heaters. Allow the JCW pumps to run until the main engine has cooled. 2.5.1
Transfer the main engine LO sump to the LOsettling tank via the separator. 2.8.4
Shut down the LO separator system. 2.8.3
Shut down HFO separator system. 2.7.2
The main engine should have been manoeuvred onMDO, if not, change over to MDO and circulate FOback to HFO tank, until the pipeline has beenflushed with MDO. Stop the main engine FOpumps and viscosity controllers.
2.1.1
Shut down the deck machinery system.
Change the diesel generator to run on MDO. 2.6.2
Shut down the stern tube LO systems. 2.8.2
Change the domestic water heating to electric. 2.14.1
Shut down air conditioning and refrigerationsystems until shore side CW supply is established.
2.14.22.14.3
Shut down the fire pumps.Pressurise the fire main from shore CW supply. 4.1
Isolate the sequential restart system. 2.13.5
Establish shore power. 2.13.2 Check the phase sequence, voltage and frequency.
Shut down the control and working air systems. 2.10.2
Secure the CO2 system.
The dry dock can now be emptied.
Restart the LT system cooling pump and circulatethe diesel generator until cool.
PLANT SECURED FOR DRY DOCK
4.2
2.5.2
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Section 1 - Page 1 of 18
1.10 TANK CAPACITY TABLES
Engine Room Tank Capacity Tables
HEAVY FUEL OIL TANKS DENSITY 0.991
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
mNo.1HFOTankPort 40-45 387.6 32.02 5.29 9.29 403.6
No.1HFOTankStarboard 40-45 382.1 32.05 -5.30 9.37 403.6
No.2HFOTankPort 36-42 278.7 29.21 8.90 9.27 159.24
No.2HFOTankStarboard 36-42 244.4 29.86 -9.54 9.24 137.58
HFOSettlingTank 36-40 30.2 27.99 9.95 12.36 0.73
HFOServiceTank 36-40 30.2 27.99 8.55 12.36 0.73
LSHFOServiceTank 36-40 30.2 27.99 7.15 12.36 0.73
LSHFOSettlingTank 36-40 30.2 27.99 5.75 12.36 0.73
FOSludgeTank 39-42 6.8 29.72 1.38 8.62 10.70
FOOverflowTank 37-42 19.4 29.10 1.14 1.46 23.82
FODrainTank 34-37 8.6 26.12 1.43 1.50 5.82
TOTAL 1448.4 30.53 0.80 9.40
LUBRICATING OIL TANKS DENSITY 0.900
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
mLOSludgeTank 39-42 5.5 29.72 -2.10 8.62 5.59
LOSumpTank 22-32 16.4 19.20 0.0 1.13 7.10
LODrainTank 37-40 6.6 28.39 -1.90 1.47 1.85
MainEngineLOStorageTank 30-34 32.2 23.20 -9.16 14.52 17.39
AuxiliaryEngineLOTank 30-34 12.2 23.20 -11.94 14.52 0.95
MainEngineLOSettlingTank 25-30 14.0 19.60 -7.85 14.52 0.91
No.1CylinderOilStorageTank 25-30 26.2 19.60 -9.86 14.52 6.03
No.2CylinderOilStorageTank 25-30 15.2 19.60 -11.94 14.52 1.18
TOTAL 128.3 30.53 -7.91 11.89
DIESEL OIL TANKS DENSITY 0.900
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
mDOTank 36-42 99.8 28.80 -7.85 12.01 8.78
DOServiceTank 36-42 49.9 28.80 -5.75 12.01 1.10
TOTAL 149.8 28.80 -7.15 12.01
MISCELLANEOUS TANKS DENSITY 1.025
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
mDirtyBilgeWaterTank 20-42 47.2 23.72 3.24 1.32 25.68
CleanBilgeWaterTank 12-20 32.0 11.24 0.00 1.29 26.36
SewageWaterTank 22-25 41.5 16.41 10.83 10.34 24.71
DirtyBilgeWaterSettlingTank 20-22 8.7 14.40 9.25 10.21 0.37
TOTAL 129.4 17.66 5.28 4.80
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 1 - Page 18 of 18
Cargo and Ballast Tank Capacity Tables
CARGO TANKS DENSITY 1.000
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
Massm/ton
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
m
No.1CargoTankPort 209-238 2718.9 2718.9 156.87 4.54 10.20 1499.65
No.1CargoTankStarboard 209-238 2713.3 2713.3 156.92 -4.54 10.19 1483.10
No.2CargoTankPort 177-209 3896.6 3896.6 136.25 5.77 9.66 2976.26
No.2CargoTankStarboard 177-209 3897.6 3897.6 136.30 -5.77 9.66 2976.26
No.3CargoTankPort 149-177 3441.3 3441.3 115.33 5.82 9.63 2646.33
No.3CargoTankStarboard 149-177 3442.0 3442.0 115.39 -5.82 9.63 2646.33
No.4CargoTankPort 121-149 3442.0 3442.0 95.73 5.82 9.63 2646.33
No.4CargoTankStarboard 121-149 3441.0 3441.0 95.79 -5.82 9.63 2646.33
No.5CargoTankPort 93-121 3442.0 3442.0 76.13 5.82 9.63 2646.33
No.5CargoTankStarboard 93-121 3441.3 3441.3 76.18 -5.82 9.63 2646.33
No.6CargoTankPort 65-93 3393.0 3393.0 56.67 5.77 9.63 2595.64
No.6CargoTankStarboard 65-93 3439.6 3439.6 56.59 -5.82 9.64 2646.33
SlopTankPort 45-65 1789.5 1789.5 39.03 4.82 9.89 1365.50
SlopTankStarboard 45-65 2280.6 2280.6 40.14 -5.63 9.87 1823.04
ResidualTank 56-65 537.4 537.4 44.12 8.65 9.84 110.59
TOTAL 45316.0 45316.0 98.50 9.73
FRESH WATER TANKS DENSITY 1.000
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
m
BoilerWaterTankPort 5-12 45.1 5.10 6.44 15.21 7.68
FreshWaterTankPort 2-12 136.7 3.94 9.94 15.16 177.66
FreshWaterTankStarboard 2-12 181.8 4.23 -9.07 15.17 310.83
TOTAL 363.6 4.23 0.00 15.17
WATER BALLAST TANKS DENSITY 1.025
Tank Frames
Capacity Centre of GravityMoment(Imax)
m4
Volume100%
m3
Massm/ton
LCG fromAft Perp.
m
TCG fromCentreline
m
VCG aboveBaseline
m
ForePeakTank 238-254 1566.9 1606.1 172.44 -0.00 10.54 5107.32
No.1BallastTankPort 209-238 1300.5 1333.0 158.44 7.55 7.03 2220.29
No.1BallastTankStarboard 209-238 1164.6 1193.7 158.36 -8.42 7.61 1378.30
No.2BallastTankPort 177-209 1326.4 1359.6 137.11 9.19 5.36 5380.02
No.2BallastTankStarboard 177-209 1202.8 1232.9 137.13 -10.13 5.73 3675.88
No.3BallastTankPort 149-177 1168.6 1197.8 116.10 9.25 5.22 5031.12
No.3BallastTankStarboard 149-177 1058.7 1085.1 116.10 -10.20 5.58 3465.65
No.4BallastTankPort 121-149 1166.8 1196.0 96.48 9.26 5.22 5031.10
No.4BallastTankStarboard 121-149 1058.7 1085.1 96.50 -10.20 5.58 3465.65
No.5BallastTankPort 93-121 1166.8 1196.0 76.89 9.26 5.22 5031.11
No.5BallastTankStarboard 93-121 1060.4 1086.9 76.92 -10.19 5.57 3465.65
No.6BallastTankPort 65-93 1162.2 1191.2 57.31 9.24 5.24 4977.57
No.6BallastTankStarboard 65-93 1054.0 1080.4 57.33 -10.19 5.60 3423.99
No.7BallastTankPort 42-65 905.7 928.3 39.67 8.93 5.52 2717.66
No.7BallastTankStarboard 42-65 822.0 842.6 39.67 -9.84 5.91 1785.02
AftPeakTankPort -05-09 493.4 505.7 2.47 5.36 10.95 1517.97
AftPeakTankStarboard -05-09 484.4 496.6 2.56 -5.45 10.95 1444.82
TOTAL 18162.7 18616.8 101.87 0.00 6.45
Issue: Final Draft - November 2011 IMO No: 9431305Produced by: Worldwide Marine Technology Limited
Email: [email protected]
Section 2.1 - Page 1 of 32
SECTION 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 Protection System
2.1.4 Main Engine Digital Governor
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 2.1 - Page 2 of 32
Fuel Oil
Hydraulic ExhaustValve Actuator
Piston Cooling LO Supply
ExhaustManifold
Air Cooler
Connecting Rod
Main BearingLO Supply
Jacket High TemperatureCooling Inlet
Electric Auxiliary Scavenge Air Blower
Crankcase Relief Valve
Exhaust ValveHousing
Camshaft
Scavenge Ports
Piston Rod
Stuffing Box
Crosshead Guide Shoe
Crosshead Guide
Holding Down Bolts
Illustration 2.1.1a Main Engine
Cylinder Cover
Fresh Water
Lubricating Oil
Scavenge Air
Combustion Gas
Enlarged View of Piston Crown LOCooling Arrangement
zz
Crankpin
Crankshaft
Stay Bolts
Key
DALIAN MAN B&W 6S50MC
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 2.1 - Page 3 of 32
2.1 MAIN ENGINE AND PROPULSION SYSTEMS
2.1.1 MAIN ENGINE SPECIFICATION
Main Engine
Designer: MANB&W,Copenhagen,Denmark
Manufacturer: DalianMarineDiesel(DMD)Co.Ltd.,China
Model: 6S50MC-C(Mark-VII)
No.ofsets: 1
Type: Two-stroke,single-acting,directreversible,crossheaddieselenginewithoneconstantpressureturbochargerandchargeaircooler
Numberofcylinders: 6
Cylinderbore: 500mm
Stroke: 2,000mm
Output(MCR): 9,480kWat127rpm
Output(CSR): 8,058kWat120.3rpm
Barredspeedrange: 59to71rpm
Specificfuelconsumption: 176g/kWperhour
129.7g/bhpperhour
Turbocharger
Designer: ABBTurboSystemsLtd.,Baden,Switzerland
Manufacturer: ABBJianglinTurboSystemsCo.Ltd.,China
No.ofsets: 1
Type: TPL77-B12
Auxiliary Blowers
Manufacturer: JinZhouAirConditioningEquipmentPlant,China
No.ofsets: 2
Model: JC53A-60
Capacity: 1.92/3.90m3/second
Motormanufacturer: ABB
Motortype: M2QA200L2B,3,540rpm,42.6kW
Introduction
Thevesselisequippedwithasinglemaindieselengine,asdescribedabove,directly coupled to a fixed pitch propeller.The engine is usually controlledremotely from either theECRor the bridge. In the event of control systemfailuretheenginemaybeoperatedfromthelocal/emergencycontrolstation.
DescriptionBedplate and Main Bearings
Thebedplateisfabricatedinsections,consistingofweldedlongitudinalcrossgirderswithcaststeelbearingsupports.Hydraulicallytensionedholdingdownboltssecurethebedplatetothehull,withtheenginesittingonresinchocks.Theoilpanismadeofsteelplateandisattachedbelowthebedplatetocollecttheoilfromtheforcedlubricatingoilandpistoncoolingoilsystem.Themainbearingsarethick-walledsteelshellslinedwithwhitemetal.Thebottomshellscan be turned into and out of the bearing housing for inspection bymeansofspecial tools.Theshellsaresecuredby thebearingcapandhydraulicallytensionedstuds.Thecamshaftchaindriveisintegratedwiththethrustbearingattheafterendoftheengine.
Crankshaft
Thecrankshaftisofthesemi-builttype,madefromforgedorcaststeelthrows,which are made in sections and then shrunk together. At the aft end, thecrankshaftisprovidedwithaflangefortheturningwheel.
Axial Vibration Damper
Theengineisfittedwithanaxialvibrationdampertocounteractheavyaxialvibrationswhichmight cause adverse forces and vibrations. The damper ismountedat the forwardendof thecrankshaftandconsistsofapistonandasplithousing.Thepiston isacollaron thecrankshaft journal locatedwithinthehousingwhichformstwochambers.LubricatingoilsuppliedfromthemainLO system fills the chambers,which are connected bybores equippedwithflowrestrictors.Axialmovementofthecrankshaftisdampenedbyresistancetotheoilflowingthroughthebores.
Thrust Bearing
The thrust bearing is of the B&W-Michell type and is integrated with thebedplate and comprises a crankshaft thrust collar, white metal faced thrustpadsandforeandaftthrustshoes.Thethrustshaftisanintegratedpartofthecrankshaftandissupportedbymainbearingsoneitherside.Propeller thrustis transferred from the thrust collar to the thrustpads and then to the thrustshoeattachedtothebedplate.Thebedplatetransfersthethrust tothehulloftheship.
Turning Gear and Turning Wheel
The toothed turningwheel is bolted to the aft end of the crankshaft and isdrivenbytheturninggearwithaslidingpinionontheoutputshaft.Theturninggearbeingdrivenbyanelectricmotorthroughchaindriveandreducinggear,themotorisfittedwithanelectromagneticbrake.Apneumaticblockingdeviceprevents the main engine from starting when the turning gear is engaged.Engagementanddisengagementoftheturninggeariscarriedoutmanually.
Frame Box
The framebox isof sectionalweldeddesign,plates fixed to thebox frame,and together with the bedplate form the crankcase. Crankcase relief valvesforeachcylinderunitareontheexhaustside,andonthecamshaftside,largehingeddoorsprovideaccessfor inspectionandmaintenanceof thebearings.The crosshead guides are attached to the frame box. Stay bolts secure thebedplate,frameboxandcylinderframetogethertoformtheengine.Thestayboltsaretensionedhydraulically,witheachboltbracedtopreventtransverseoscillations.Thestayboltstransmittheforcesactingonthecylindercoverstothebedplate.Ahydraulictopbracingsystemtransferstransversethrusttotheshipsstructure.
Gallery Arrangement
The engine is providedwith gallery brackets, gratings, stanchions and rails.The brackets are placed at such a height that the best possible overhaulingand inspection conditions are achieved. Somemain pipes of the engine aresuspendedfromthegallerybrackets.Theuppergallerybracketsonthecamshaftsideareprovidedwithoverhaulingholesforstowingpistons.
Cylinder Frame, Cylinder Liner and Stuffing Box
Thecastcylinderframesectionssupportthecylinderliners,thesectionsbeingbolted together to form the cylinder block, which together with the linersformsthecoolingwaterspace.At thecamshaftdriveend thecylinderframeis bolted to theupperpart of the chainwheel frame.The scavenge space isbetween the cylinderblockand the crankcase.On the camshaft side, accesscovers are provided for cleaning the scavenge spaces and inspection of thelinersandpistons/pistonrodsthroughthescavengeports.Thecamshaftbearinghousings, lubricators, and gallery brackets are all bolted onto the cylinderframesections.Asarethetelescopicpipeunitsfittedtosupplyoiltothepistonsand crossheads.A piston rod stuffing box is fitted for each cylinder unit atthebottomof the scavengespace.Thestuffingbox isprovidedwith sealingringsforscavengeairisolation,andwithoilscraperringstopreventoilfromenteringthescavengeairspaceandtostopanyoil/sludgeinthescavengespacefromenteringtheenginesump.ThespacebetweenthesealsdrainsthroughaninspectionfunneltothestuffingboxLOdraintank.Thecylinderlinerismadeofalloyedcastironandissuspendedinthecylinderframe,withalow-situatedflange.Theupperpartofthelinerissurroundedbythecoolingwaterjacket,thelowersectionofthelinerincorporatesthescavengeports.Thelineralsohasdrilledholesforcylinderlubrication.
Cylinder Cover
Thesteelcylindercoversareforgedinonepiecewithboresforcoolingwatercirculation.A central bore to locate the exhaust valve,with other bores forthe fuelvalves,warning reliefvalve,air startvalveand indicatorvalve.Thecylindercover isattached to thecylinder framewith studs.Theelasticityofthesestudsissuchthatintheeventofexcessivecylinderpressuretheheadwilllift,relievingthepressureandthenreseat.
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 2.1 - Page 4 of 32
Exhaust Valve and Valve Operating Gear
The exhaust valve consists of a cast iron water-cooled housing with gaschannel,valveseat,spindleguide,andavalvespindle.Thesteelvalveseatiswater-cooledandhasahardenedseatingsurfaceforthevalvespindle.Thevalvespindleismadeofheatresistantsteelandisprovidedwithasmallvanewheelonwhichtheexhaustgasactsduringoperation,causingthespindletorotateasmallamounteachtimetheexhaustvalveopens.Thevalverotationreducestheriskoflocaloverheatingandreducesdepositsontheseatingfaces.Thespindleguide is sealed by compressed air supplied through the valve housing. Thevalveoperatingsystemconsistsofhydraulicactuator,high-pressurepipe,andspindleoperatingcylindermountedontopofthevalvehousing.Thehydraulicactuator is driven by a cam located on the camshaft. The hydraulic systemopenstheexhaustvalve,whiletheclosingoftheexhaustvalveiscarriedoutvia the spring air acting on the underside of the closing piston; the closingactionisdampedbymeansofanoilcushionontopofthespindle.
Fuel Injection Valves, Starting Valve, Warning Valve and Indicator Valve
Eachcylindercoverisequippedwithtwonon-cooledfueloilinjectionvalves,oneair startvalve,onepressurewarningvalveandone indicatorvalve.Theopening of the fuel injection valves is controlled by the fuel oil pressuregenerated by the fuel pump; the injector valves are closed by a spring.Anautomaticventslideallowsthecirculationoffueloilthroughthefuelvalvesand high pressure pipes. This vent slide prevents the engine cylinder frombeingfilledupwithfueloilintheeventthatthevalvespindlestickswhentheengine isstopped.Theairstartvalve isopenedbypilotcontrolair fromthestartingairdistributor; thevalveisclosedbyaspring.Thepressurewarningvalveisspring-loaded.Theindicatorvalveallowscylinderpressurereadingstobetakeninservice.Oneindicatordriveisfittedateachcylinder,consistingofacamonthecamshaft,aspring-loadedspindlewithrollerandeyeforattachingtheindicatorcordaftertheindicatorhasbeenmountedontheindicatorvalve.Thespindlemovementcorrespondstothemovementofthepistonintheunit.
Connecting Rod
Theconnectingrodismadeofforgedsteelandisprovidedwithbearingcapsforthecrossheadandcrankpinbearings.Thecrossheadandcrankpinbearingcaps are secured to the connecting rodbyhydraulically tensioned studs andnuts.Thecrossheadbearingconsistsofasetofthinwalledsteelshells,linedwithwhitemetal.Thecrossheadbearingcapisonepiece,withanangularcut-outforthepistonrod.Thecrankpinbearingisprovidedwiththinwalledsteelshells,linedwithwhitemetal.Lubricatingoilissuppliedthroughductsinthecrossheadandintheconnectingrod,tosupplythecrankpinbearing.
Piston, Piston Rod and Crosshead
Thepistonconsistsofcrownandskirt.Thecrownismadeofheatresistantsteeland has four chrome-plated ring grooves,The skirt is providedwith bronzewearbandsandisboltedtotheundersideofthepistoncrown,withinnerandouterOringssealingbetweenthecrownandpistonrod.Thepistonrodisof
forgedsteelwithacentralborewhich, inconjunctionwithacentralcoolingoilpipe,formstheinletandoutletforpistoncoolingoil.Thecrossheadisofforgedsteelandhascaststeelguideshoeswithwhitemetalrunningsurfaces.Brackets for the oil inlet telescopic pipe and outlet to the slotted pipe aremountedonthecrosshead.Theslottedpipecollectscoolingoilfromthepistonformonitoringandisboltedtotheframebox.
Fuel Injection Pump and Fuel Oil High Pressure Pipes
There is one fuel injection pump for each cylinder, consisting of a pumphousing with pump barrel, plunger and suction shock absorber. To preventfueloilfromcontaminatingthecamshaftlubricatingoil,sealsarefittedinthepumpbase.Thepumpisoperatedbythefuelcamontherotatingcamshaft,theamountoffuelinjectedbeingcontrolledbyturningtheplungerwithatoothedrack connected to a governor through the regulating shaft. The fuel pumpsincorporateVariable Injection Timing (VIT) for optimum economy at partload,theregulatingshaftpositionbeingthecontrolparameter.Adjustmentofthepumpleadismadebyraisingthefuelpumpbarrelbymeansofatoothedrack,varyingthepointatwhichthespillportiscoveredandchangingthestartof injection.Eachpump is fittedwith a puncturevalvewhichquickly stopsinjectionduringstoppingandemergencyshutdown.Thefueloilhigh-pressurepipesaresheathedwithprotectivehose,butareneitherheatednorinsulated.Anyleakageintothesheathisledtoacollectingtankatthesideofeachpump,these tanks are fitted with a float operated alarm switch.When the switchisactivated,asignal is sent to theEMS2200alarmandmonitoringsystem.Thealarmsystem initiates theoperationof thepuncturevalveon the topoftheinjectionpump.Whenthepuncturevalveoperatesthefueldeliverystopsimmediately.Thiseffectivelycutsoutthecylinderconcernedandanimmediateresponseisrequiredtobringtheenginespeedbelow110rpm,ifitisabovethisvalue.Cuttingoutofacylinderwillinitiateanexhausttemperaturedeviationalarm on the EMS 2200 system as the exhaust temperature drops. Thisdeviationalarminitiatesanalarm/slowdownfunctiondirectivefromtheEPS2200enginesafetysystem,indicatingthataslowdownoftheengineshouldbecarriedoutbytheoperator.
Camshaft and Cams
The camshaft is of a separate section for each cylinder unit. Couplings areshrunk on to the shaft to join them together, these couplings are adjustablehydraulically. Each section comprises exhaust cam, a fuel cam, indicatorcamand twocoupling flanges.Theexhaust camsand fuelpumpcamshavea hardened face and are shrunkon to the shaft, adjustment is similar to thecouplings,theindicatorcamisadjustedmechanically.Thecamshaftbearingsconsistofonelowerhalfshellmountedinthebearingsupportattachedtotherollerguidehousingbymeansofhydraulicallytensionedstuds.
Chain Drive
The camshaft is driven directly from the crankshaft by a hydraulicallytensionedchaindrive,thelongerlengthsectionsaresupportedbyguidebars.Thecylinderoillubricatorsaredrivenbyaseparatechainfromthecamshaft.
Governor
Theengineisprovidedwithanelectronicgovernorwhichcontrolstheenginespeedviaanelectro-mechanicalactuatorsystem.Theactuatorshaftisconnectedtothefuelpumpregulatingshaftbymeansofamechanicallinkage.Thespeedsettingoftheactuatorisdeterminedbyanelectricsignalfromtheelectronicgovernor,basedonthepositionofthemainengineregulatinghandle.
Manoeuvring System
The engine is providedwith an electro-pneumaticmanoeuvring and fuel oilregulatingsystem.Thesystemtransmitsordersfromtheseparatemanoeuvringconsolestotheenginecontrolsystem.Theregulatingsystemmakesitpossibletostart,stopandreversetheengineaswellcontrollingtheenginespeed.Thespeedcontrolhandleonthemanoeuvringconsolegivesaspeedsettingsignaltothegovernor,whichisdependentonthedesiredenginerotationalspeed.Ashutdownfunctionwillstoptheengineregardlessofthespeedcontrolhandleposition. The shutdown function operates by activating the puncture valvesplacedinthehighpressurefuelsystem,whichstoptheinjectionoffuel.Theengineisprovidedwithalocal(emergency)enginecontrolconsole,mountedatthesideoftheenginetogetherwithaninstrumentpanel.
Reversing the Engine
Theengineisreversedbychangingthetimingofthestartingairdistributorandthe fuelpumprollerguides.Therollerguidesareonlyable to reversewhentheenginerotates.Whentheengineisrequiredtorunastern,thefuelpumpsaresettothemaximumVIT-indexandtheconsequentearlyfueloilinjectionfacilitatesstartingandrunninginasterndirection.
Exhaust Gas and Scavenge Air SystemsScavenge Air System
Theenginehasoneexhaustgasturbochargerdrawingairfromtheengineroomthroughthecompressor intakesilencer.Fromthe turbocharger theairpassesthroughtheaircoolerandwatercatcher(separator)tothescavengeairreceiver.The charge air pipe between turbocharger and air cooler is providedwith acompensatorandisexternallyinsulated.
Air Cooler
Theengineisfittedwithoneaircoolerofthemonoblockelementtypewithcleaningnozzlesfortheairsideofthecooler.Aseparatetankandcirculatingpumparesuppliedforchemicallycleaningtheairside.Awatermistcatcherofthethrough-flowtypeislocatedintheairchamberbelowtheaircooler.
Exhaust Gas Turbocharger
TheturbochargerisuncooledwithlubricatingoilsuppliedfromthemainLOsystem, a reserve tank is mounted above the bearings to provide sufficientlubricationwhilststoppingduetolossofoilpressure.
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 2.1 - Page 5 of 32
Bothwet and dry cleaning systems are provided for the turbine side and afreshwaterwashingsystemforthecompressorside.Thesemustbeoperatedinaccordancewiththemanufacturersinstructions.Theturbochargerisequippedwithanelectronictachosystemwithpick-ups,converterandindicatormountedintheECR.
Exhaust Gas System
Fromtheexhaustvalves, thegaspassestotheexhaustgasreceiverandthenthrough the turbochargers at a constant pressure.After the turbocharger thegas is led to thecompositeboilerandupthefunnel toatmosphere.Foreaseof maintenance, clamping bands are used between the valves and receiver.Thereceiverandexhaustpipesareinsulatedandcoveredbygalvanisedsheet.Ablankedbypass line is fittedbetween the receiverand theoutlet from theturbocharger,allowingtheturbochargertobeisolatedfromtheengineexhaustsystemintheeventoffailure.Thereisaprotectivegratingbetweentheexhaustgasreceiverandtheturbocharger.
Scavenge Air Auxiliary Blowers
Thereare twoelectrically-drivenscavengeairblowers,drawing fromtheaircoolers outlet and discharging into the scavenge trunk, though non-returnflapvalves.Similarflapvalvesarefittedtotheoutletfromtheaircoolerandpreventtheairfromback-flowing.Duringoperationoftheengine,theauxiliaryblowersstartautomaticallywhenreadytostartorifrunningwhentheengineload is reduced to 30~40%, and continue operating until the load exceeds40~50%.
Lubricating Oil Systems (See Section 2.8)Lubricating and Cooling Oil
TheengineoperatesontheUni-Lubesystemwithalllubricatingandcoolingoil provided from one source. Lubricating oil is supplied by twomain LOpumps,withacapacityof205m3/hat0.45MPa,drawingfromthesumptankandsupplyingoiltothefollowing:
Themainandthrustbearings
Thecrossheadbearingsystem
Theturbocharger
Thecamshaftsystem
Duringnormaloperations,oneLOpumpandonecamshaftpumparerunningwiththeotherpumpsonstandby.Astandbypumpisautomaticallystartedinthe event of the discharge pressure of the operating pump falling below thepredetermined limit. The oil in the system is cooled bywater from the LTsystemin theLOcoolerand is regulated toenter theengineat45C.Oil totheenginepassesthrougha50m automaticbackflushfilter,abypassfilterisprovidedforuseiftheautomaticfilterisnotavailable.
Bearing and Piston Cooling Oil System
Themainbearingsandcrossheadsaresuppliedwithoilthroughthefilterandanorificewhichmaintainsback-pressureatthepump.Thesupplytothesystemsisthenregulatedbyalockedvalvewhichlimitstheflowtothemainbearings,thecamshaftpumpsdrawfromthisline,withtheremainingoilbeingdirectedtothecrossheadandcrankpinbearings,pistoncoolingandtheturbocharger.
TheoilisfedtoeachmainbearingthroughbranchesfromthemainLOpipelocatedalongtheengineatthelevelofthemainbearings.Theaxialvibrationdamper and chain drive are also supplied with LO from the main bearingsystem.
Theaxialvibrationdamperisprovidedwithamonitoringsystem.Iftheaxialvibrationmeasurementexceedsapresetvalue,analarmsignalisgenerated.Ifthevibrationmeasurementexceedsafurthervalueforlongerthanthesystemtime delay period, a slowdown output signal is generated and the enginecontrolsystemwillinitiateanengineslowdown.
Thecrossheadbearingsare fed fromaseparateLOsupplymanifold locatedbelowtheturbocharger.Theoilissuppliedtothecrossheadsthroughtelescopicpipes located inside thecrankcaseand isdistributed to lubricateandcoolasfollows:
Tolubricatethecrossheadpinbearings,crossheadshoesandguides.
Acentralboreandpipeinthepistonroddirectscoolingoilto/fromthe piston crown. The oil returns through the piston rod and isdirectedthroughanattachedpipetotheslottedpipeattachedinsidethecrankcase.Thecoolingoilreturnsfromthepistonsaremonitoredby temperature sensors and in sight glasseswhen returning to themainenginesump.
Abore in theconnectingroddirects lubricatingoil to thecrankpinbearing.
Thecylinders linersare lubricatedbydedicatedcylinderoil injectionpumpswhichsupplyoiltolubricatorquillsasdescribedbelow.
Camshaft System Oil
Lubricatingoilforthecamshaftbearingsandcams,togetherwithoperatingoilfortheexhaustvalveactuators,istakenfromthemainlubricatingoilsupplylineafterthefilters.Theoilfromthebearingspassestothecamboxes,whereaweirarrangementprovidesoilbathsthroughintotheexhaustandfuelcams,diplubricatingthecamsurfaces.Theoilthendrainstotheenginesumptank.
Turbocharger Bearing Oil
Theturbochargerhasplainjournalbearingssuppliedwithoilfromtheenginesystem.ALOreservetanklocatedontopoftheturbochargercasingsuppliesoilifthemainLOsupplyfails.Thisallowstherotorbearingstobelubricatedduringthetimefortherotortocometoastop(approximately20minutes).
Due to the high rotational speeds and temperatures at which turbochargersrotate, it is essential that thebearings receive aplentiful supplyofoil at alltimes.Thesupplyhasalowpressurealarmandtheoutletahightemperaturealarm.Engineshutdownisactivatedifthesupplypressurefallsbelowthesetpoint.Asightglassallowsmonitoringoftheoutletoilflow.
Illustration 2.1.1b Main Engine Piston Cooling Flow Path
Enlarged View of Piston Crown LOCooling Arrangement
Issue: Final Draft - November 2011 IMO No: 9431305
Machinery Operating Manual Maersk Kiera
Produced by: Worldwide Marine Technology LimitedEmail: [email protected]
Section 2.1 - Page of 32
Cylinder Lubrication
Cylinder lubricating oil differs from the system oil used for crankcaselubrication and cooling in the requirement to neutralise acid products ofcombustion,whilstmaintaininganoilfilmatconditionsofhightemperatureand pressure. The oil also assists in keeping the liner surface clean. It isessential that the correct cylinder lubricatingoil is used for the typeof fuelbeing used, usually eitherHFO or low sulphurHFO.The cylinder oil usedishighlyalkalineinitscompositionandhasaviscosityequatingtoSAE50.Cylinderoilisinjectedthroughthewallsofthecylinderlinersvia6non-returnlubricatorquillswhicharelocatedaroundthecylinderperiphery.Thecylinderoilissuppliedtothelubricatorquillsbycylinderlubricatorpumpunits.Twocylinder lubricator units with eighteen pumps, each unit supplying threecylinders,aremountedontheforwardendoftheengineatmiddlegallerylevel.Thelubricatorunitsaredrivenbyacommonshaftwhichischaindrivenfromthecamshaft.Thecylinderlubricatorsadjustthequantityofoildeliveredtothelinersaccordingtotheengineloadchange.Theyarecontrolledbytheenginespeedinconjunctionwithengine,andonceset,adjustthecylinderoilfeedrateproportionallytotheengineload.Thelubricatorunitsareprovidedwithaflowindicatorsightglassforeachlubricationpointandano-flowalarmactivatedwhen the steel ball in the flow sightglass contacts adetector located at thebaseofthesightglass;thisfacilityisinhibitedwhentheengineisstopped.Thelubricatorunitreservoirsarefittedwithfloatvalvessuppliedwithoilfromacylinderoilservicetankandusuallyremainfull.Thereservoirisprovidedwithalowlevelalarm,activatedbeforethelevelhasreducedtothepointatwhichthepumpsfailtooperate.
Fuel Oil Supply System (See Section 2.6.1)
Themain engine is designed to operate on heavy fuel oil (HFO) during allnormal conditions, includingmanoeuvring.Fueloil is delivered to themainengine fuel injection pumpsby the fuel preparation unitwhich incorporatesheaters, filters, supply pumps and circulation pumps. The fuel preparationunitalsosuppliesthedieselgeneratorengines.FueloilfromtheHFOservicetank enters the preparation unit at the supply pump suction manifold. Thesupply pumps force the fuel through the fuel filters and to the circulatingpumpsuctionmanifold.Thecirculatingpumpscirculate the fueloil throughthe heaters to themain engine fuel injection pump supplymanifold (and tothe diesel generator engine fuel system).The fuel quantity delivered by thecirculationpumpsisalwaysgreaterthanthatrequiredbythemainengineanddieselgeneratorengines.Thesurplusfuelisreturnedtothecirculationpumpsuctionmanifold.
A spring-loaded overflow valve is located in themain engine fuel oil inletline.Thevalveallowsfueltobypasstheenginesystemandreturndirectlytothecirculatingpumpsuctionmanifold.Thismaintainsaconstantpressureatthefuel injectionpumpsregardlessof thefueldemandduringoperation.Allofthepipesuptotheinjectionfuelpumpsontheenginearetraceheatedandinsulated.When the engine is at rest the fuel temperature ismaintained bycirculatingfueloilthroughtheheaterandenginefuelsystem.Thefuelisthen
returnedtothecirculatingpumpsuctionmanifold.Forsafetyreasonsthehighpressurepipes from the fuel injectionpumps to the injectors are encased inaprotectivesheath.Anyleakagefromahighpressurefuelpipe is led to theleakagetankwhichisequippedwithafloatswitchwhichactivatesanalarminthecaseofexcessiveleakage.
The fuel oil is heated to the temperature required to achieve the optimumatomisingviscosity.However,priortoprolongedshutdown,andafterstartingupfromcold,theengineshouldberunonmarinegasoil(MGO)inordertoclearthefuellinesofHFO.Thiswillpreventthefuelsystembecomingcloggedwithcoldheavyfueloil.ThefuelpreparationunitcanbesuppliedwithMGOfromtheMGOservicetank.TheMGOissuppliedatthefuelcirculatingpumpsuctionmanifold,whereachangeovervalve is incorporated in thesystemtochange fromHFO toMGO operation.The fuel system and the changeoverproceduresaredescribedindetailinSection2.6ofthismanual.
Cooling Water System (See Section 2.5.1)
Themainenginecoolingwatersystemconsistsofthehightemperature(HT)cooling water system and the low temperature (LT) central water coolingsystem.TheHTsystemcirculates coolingwater through thecylinder liners,cylindercoversandexhaustvalves.TheLTcoolingsystemservesthescavengeaircoolerandthelubricatingoilcoolers.Afreshwaterexpansiontankisfittedin thesystemtoserveboth theHTandLTsystems.The tank isdesigned toallowforvolumetricchangeswithtemperatureandalsomakeupforanysystemleakages.Thewater intheHTandLTsystemsischemicallytreatedwithaninhibitortopreventcorrosiveattack,sludgeformationandscaledepositswithinthesystem.Itisimportantthattheconcentrationofcorrosioninhibitorwithinthe system is maintained to the manufacturers requirements, as untreatedfreshwaterisrelativelycorrosive.ThepHvalueofthecoolingwatershouldbemaintainedbetween8.5and10.0at20Candthechloridecontentshouldnotexceed50ppm.AsuddendecreaseintheenginecoolingwaterspHvaluecanindicateexhaustgasleakage,whileanincreaseinchlorinecontentcanindicatesaltw