M.T HENGAM Machinery Manual

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Iran Hengam Machinery Systems Operating Manual

Issue 1

List of Contents:Issue and UpdatesMechanical Symbols and Colour SchemeIntroduction

Part 1: Operational Overview 1.1 To Bring Vessel into Live Condition 1.2 To Prepare Main Plant for Operation 1.3 To Prepare Main Plant for Manoeuvring from In Port Condition1.4 To Change Main Plant from Manoeuvring to Full Away 1,5 To Prepare for UMS Operation 1.6 To Change from UMS to Manned Operation 1.7 To Change Main Plant from Full Away to Manoeuvring Condition1.8 To Secure Main Plant at Finished With Engines 1.9 To Prepare the Main Plant (COPT) for Discharge Operations1.10 To Shut Down the Main Plant (COPT) After Discharge Operations1.11 To Secure Main Plant for Dry Dock Illustrations Location Plan of Engine Room - Floor Plan Location Plan of Engine Room - 3rd Floor Plan Location Plan of Engine Room - 2nd Floor Plan Location Plan of Engine Room - Elevation

Part 2: Main Engine and Auxiliary Systems 2.1 Main Engine 2.1.1 Main Engine Details 2.1.2 Main Engine Manoeuvring Control 2.1.3 Main Engine Safety System 2.1.4 Main Engine Digital Governor System 2.1.5 Main Engine Charge Air Cooler Chemical Cleaning System 2.2 Boilers and Steam Systems 2.2.1 General Description 2.2.2 Boiler Control Systems 2.2.3 Sootblowers 2.2.4 Medium Pressure Steam System 2.2.5 Low Pressure Steam System 2.2.6 Economiser 2.2.7 Chemical Injection System for Exhaust Manifold

2.3 Condensate and Feed Systems 2.3.1 Condensate System

2.3.2 Drains Systems 2.3.3 Boiler Feed Water System 2.3.4 Water Sampling and Treatment System

2.4 Sea Water Systems 2.4.1 Main and Auxiliary Sea Water Systems 2.4.2 Sea Water General Service System 2.4.3 Engine Room Ballast System 2.4.4 Fresh Water Generator 2.4.5 Distilled Water Transfer and Distribution 2.5 Fresh Water Cooling Systems 2.5.1 Main Engine Jacket Cooling Water System 2.5.2 Central Fresh Water Cooling System 2.6 Fuel Oil and Diesel Oil Service Systems 2.6.1 Main Engine Fuel Oil Service System 2.6.2 Generator Engine Fuel Oil Service System 2.6.3 Auxiliary Boiler Fuel Oil System 2.6.4 Incinerator Fuel Oil/Sludge System 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2 Fuel Oil and Diesel Oil Purifying Systems 2.8 Lubricating Oil Systems 2.8.1 Main Engine Lubricating Oil System 2.8.2 Stern Tube Lubricating Oil System 2.8.3 Lubricating Oil Purifying System 2.8.4 Lubricating Oil Filling and Transfer System 2.9 Bilge System 2.9.1 Engine Room Bilge System and Bilge Separator 2.9.2 Pump Room Bilge System 2.9.3 Bosun’s Store and Chain Locker Bilge System 2.10 Air Systems 2.10.1 Starting Air System 2.10.2 General Service Air System 2.10.3 Control Air System

2.11 Steering Gear 2.12 Electrical Power Generators 2.12.1 Diesel Generators 2.12.2 Emergency Diesel Generator 2.13 Electrical Power Distribution 2.13.1 Electrical Equipment 2.13.2 Main Switchboard and Generator Operation

2.13.3 Emergency Switchboard 2.13.4 Electrical Distribution 2.13.5 Shore Power 2.13.6 Main Alternators 2.13.7 Emergency Alternator 2.13.8 Transformers 2.13.9 Preferential Tripping and Sequential Restarting 2.13.10 Uninterruptible Power Supply (UPS) and Battery Systems 2.13.11 Cathodic Protection System 2.14 Accommodation Systems 2.14.1 Domestic Fresh Water System 2.14.2 Domestic Refrigeration System 2.14.3 Accommodation Air Conditioning Plant 2.14.4 Miscellaneous Air Conditioning Units 2.14.5 Sewage Treatment Plant 2.14.6 Incinerator and Garbage Disposal

2.15 Inert Gas System, Main and Top-Up 2.15.1 System Description 2.15.2 System Operation 2.15.3 Maintenance (Routine Maintenance in Operation Only) Illustrations

2.1.1a Main Engine - Hyundai-Sulzer 7RTA84T-B 2.1.2a Main Engine Control System - Manoeuvring Control 2.1.2b Main Engine Control System - Bridge Control 2.1.2c Main Engine Back-Up Control Panel 2.1.3a Main Engine Safety System 2.1.3b Main Engine Safety System Panel 2.1.4a Digital Governor System 2.1.4b Digital Governor Panel 2.1.5a Air Cooling Cleaing System 2.2.1a Auxiliary Boiler 2.2.2a ECR Boiler Control Panel 2.2.2b Boiler Emergency Mode Control Panel 2.2.2c MADIC Screen Displays 2.2.3a Sootblowers 2.2.4a 18kg/cm2 Steam Distribution 2.2.4b Cargo Pump and Vacuum Condenser Steam System 2.2.5a Low Pressure Steam System 2.2.6a Economiser Feed Water System 2.3.1a Condensate System 2.3.2a Heating Drains/Contaminated Water System 2.3.3a Boiler Feed Water System 2.3.4a Water Sampling and Treatment System 2.4.1a Main and Auxiliary Sea Water Cooling System 2.4.2a Sea Water General Service System

Front Matter - Page 1 of 7

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Issue 1

2.4.3a Engine Room Ballast System 2.4.4a Evaporators 2.4.5a Distilled Water Transfer and Distribution 2.5.1a Main Engine Jacket Cooling Water System 2.5.2a Central Fresh Water Cooling System 2.6a Fuel Oil Viscosity - Temperature Graph 2.6.1a Main Engine Fuel Oil Service System 2.6.2a Generator Engine Fuel Oil Service System 2.6.3a Auxiliary Boiler Fuel Oil Service System 2.6.4a Incinerator MDO/Sludge System 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2a Fuel Oil Purifying System 2.7.2b Fuel Oil Purifying System, Low Sulphur 2.7.2c Diesel Oil Purifying System 2.8.1a Main Engine Lubricating Oil System 2.8.2a Stern Tube Lubricating Oil System 2.8.2b Stern Tube Seal Assembly 2.8.3a Lubricating Oil Purifying System 2.8.4a Lubricating Oil Filling and Transfer System 2.9.1a Engine Room Bilge System 2.9.2a Pump Room Bilge System 2.9.3a Bosun’s Store and Chain Locker Bilge System 2.10.1a Starting Air System 2.10.2a General Service Air System 2.10.3a Control Air System 2.11a Steering Gear Flow Lines 2.13.1a Main Electrical Network 2.13.2a Generator and Synchronising Panels 2.13.2b PMS Control Panel 2.13.3a Emergency Switchboard 2.13.4a Main 440/220V Electrical Distribution 2.13.4b Main 440V Electrical Distribution: Group Starter Panels 2.13.4c Main 440V Electrical Distribution: Local Group Starter Panels 2.13.4d Emergency 440V and 220V Electrical Distribution 2.13.5a Shore Power 2.13.6a Main Alternators 2.13.7a Emergency Alternator 2.13.9a Preferential Tripping 2.13.9b Sequential Restart 2.13.10a Emergency Battery Charging and 24V Distribution 2.13.11a Cathodic Protection System 2.14.1a Domestic Fresh Water System 2.14.2a Domestic Refrigeration System 2.14.3a Accommodation Air Conditioning Plant 2.14.5a Sewage Treatment System 2.14.6a Garbage Management Plan I 2.14.6b Garbage Management Plan II 2.15.1a Inert Gas System in the Engine Room 2.15.1b Inert Gas System on Deck

2.15.1c Main Inert Gas Minic Panel 2.15.1d Topping-Up Generator Mimic Panel

Part 3: Main Machinery Control 3.1 Control System 3.1.1 Machinery Control and Alarm System Overview 3.1.2 Operator Stations 3.1.3 Screen Displays 3.1.4 Alarms, Trips and Monitoring Points 3.1.5 Trending 3.1.6 UMS - Manned Handover

3.2 Engine Control Room, Console and Panels

Illustrations

3.1.1a Block Diagram of the ICMS System 3.1.1a Norcontrol Watch Bridge Unit and Watch Cabin Unit 3.1.2a Operator Control Panel 3.1.3a Screen Displays 3.1.5a Trending Display 3.2a Engine Control Room Layout 3.2b Engine Control Room Console

Part 4: Emergency Systems 4.1 Fire Hydrant System 4.2 CO2 Fire Extingushing System 4.3 Quick-Closing and Remote Closing Valve System 4.4 Foam Fire Fighting System 4.5 Local Firefi ghting System Illustrations 4.1a Fire Hydrants 4.2a CO2 Fire Extingushing System 4.3a Quick-Closing and Remote Closing Valve System 4.4a Foam Fire Fighting System 4.5a Local Fire Fighting System

Part 5: Emergency Procedures 5.1 Flooding in the Engine Room 5.2 Emergency Operation of the Main Engine 5.3 Emergency Steering 5.4 Emergency Fire Pump Operation 5.5 Fire in the Engine Room 5.6 Emergency Power Failure

5.7 Self-contained Breathing Apparatus5.8 Emergency Operation of the CABA Air Compressor5.9 Emergency Operation of the Hydraulic Remote Control System5.10 Emergency Operation of the Diesel Generators5.11 Main Engine Control Change Over from Bridge Control Illustrations 5.2a Emergency Operation of the Main Engine 5.4a Emergency Fire Pump 5.5a Foam/CO2 Fire Control Station 5.7a Donning of CABA

Part 6: Communications

6.1 Telephone Systems 6.2 Public Address System


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Issue 1

Issues and Updates

This manual is provided with a system of issue and update control. Controlling documents ensure that:

• Documents conform to a standard format;• Amendments are carried out by relevant personnel;• Each document or update 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.

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 fi rst 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 cer-tifi cated offi cers who, by virtue of such certifi cation, are deemed competent to operate the vessel to which such information and guidance refers. Any confl ict arising between the information and guidance provided herein and the professional judgement of such competent offi cers must be immediately resolved by reference to NITC Technical Operations Offi ce in Teheran.

For any new issue or update contact:

The Technical Director, WMT Technical Offi ce, The Court House, 15 Glynne Way, Hawarden, Deeside, Flintshire CH5 3NS.United Kingdom.

eMail: [email protected]

Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4

Part 1: Operational Overview

1.1 To Bring Vessel into Live Condition 28.02.03

1.2 To Prepare Main Plant for Operation 28.02.03

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 16.10.02

1.4 To Change Main Plant from Manoeuvring to Full Away 28.02.03

1.5 To Prepare for UMS Operation 28.02.03

1.6 To Change from UMS to Manned Operation 28.02.03

1.7 To Change Main Plant from Full Away to Manoeuvring Condition 28.02.03

1.8 To Secure Main Plant at Finished With Engines 28.02.03

1.9 To Prepare the Main Plant (COPT) for Discharge Operations 28.02.03

1.10 To Shut Down the Main Plant (COPT) After Discharge Operations 28.02.03

1.11 To Secure Main Plant for Dry Dock 28.02.03

Illustrations

Location Plan of Engine Room - Floor Plan 28.02.03

Location Plan of Engine Room - 3rd Floor Plan 28.02.03

Location Plan of Engine Room - 2nd Floor Plan 28.02.03

Location Plan of Engine Room - Elevation 28.02.03

Part 2: Main Engine & Auxiliary Systems

2.1 Main Engine 28.02.03

2.1.1 Main Engine Details 28.02.03

2.1.2 Main Engine Manoeuvring Control 28.02.03

2.1.3 Main Engine Safety System 28.02.03

2.1.4 Main Engine Digital Governor System 28.02.03

2.1.5 Main Engine Charge Air Cooler Chemical Cleaning System 28.02.03

2.2 Boilers & Steam Systems 28.02.03

2.2.1 General Description 28.02.03

2.2.2 Boiler Control Systems 28.02.03

2.2.3 Sootblowers 28.02.03

2.2.4 Medium Pressure Steam System 28.02.03

2.2.5 Low Pressure Steam System 28.02.03

2.2.6 Economiser 28.02.03

2.2.7 Chemical Injection System for Exhaust Manifold 28.02.03

2.3 Condensate & Feed Systems 28.02.03

2.3.1 Condensate System 28.02.03

2.3.2 Drains Systems 28.02.03

2.3.3 Boiler Feed Water System 28.02.03

2.3.4 Water Sampling & Treatment System 28.02.03

2.4 Sea Water Systems 28.02.03

2.4.1 Main & Auxiliary Sea Water Systems 28.02.03

2.4.2 Sea Water General Service System 28.02.03

2.4.3 Engine Room Ballast System 28.02.03

2.4.4 Fresh Water Generator 28.02.03

2.4.5 Distilled Water Transfer & Distribution 28.02.03

2.5 Fresh Water Cooling Systems 28.02.03

2.5.1 Main Engine Jacket Cooling Water System 28.02.03

2.5.2 Central Fresh Water Cooling System 28.02.03

2.6 Fuel Oil & Diesel Oil Service Systems 28.02.03

2.6.1 Main Engine Fuel Oil Service System 28.02.03

2.6.2 Generator Engine Fuel Oil Service System 28.02.03

2.6.3 Auxiliary Boiler Fuel Oil System 28.02.03

2.6.4 Incinerator Fuel Oil/Sludge System 28.02.03

2.7 Fuel Oil & Diesel Oil Transfer Systems 28.02.03

2.7.1 Fuel Oil & Diesel Oil Bunkering & Transfer System 28.02.03

2.7.2 Fuel Oil & Diesel Oil Purifying Systems 28.02.03

2.8 Lubricating Oil Systems 28.02.03

2.8.1 Main Engine Lubricating Oil System 28.02.03

2.8.2 Stern Tube Lubricating Oil System 28.02.03

2.8.3 Lubricating Oil Purifying System 28.02.03

2.8.4 Lubricating Oil Filling & Transfer System 28.02.03


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Issue 1

Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4

2.9 Bilge System 28.02.03

2.9.1 Engine Room Bilge System & Bilge Separator 28.02.03

2.9.2 Pump Room Bilge System 28.02.03

2.9.3 Bosun’s Store & Chain Locker Bilge System 28.02.03

2.10 Air Systems 28.02.03

2.10.1 Starting Air System 28.02.03

2.10.2 General Service Air System 28.02.03

2.10.3 Control Air System 28.02.03

2.11 Steering Gear 28.02.03

2.12 Electrical Power Generators 28.02.03

2.12.1 Diesel Generators 28.02.03

2.12.2 Emergency Diesel Generator 28.02.03

2.13 Electrical Power Distribution 28.02.03

2.13.1 Electrical Equipment 28.02.03

2.13.2 Main Switchboard & Generator Operation 28.02.03

2.13.3 Emergency Switchboard 28.02.03

2.13.4 Electrical Distribution 28.02.03

2.13.5 Shore Power 28.02.03

2.13.6 Main Alternators 28.02.03

2.13.7 Emergency Alternator 28.02.03

2.13.8 Transformers 28.02.03

2.13.9 Preferential Tripping & Sequential Restarting 28.02.03

2.13.10 Uninterruptible Power Supply (UPS) & Battery Systems 28.02.03

2.14 Accommodation Systems 28.02.03

2.14.1 Domestic Fresh Water System 28.02.03

2.14.2 Domestic Refrigeration System 28.02.03

2.14.3 Accommodation Air Conditioning Plant 28.02.03

2.14.4 Miscellaneous Air Conditioning Units 28.02.03

2.14.5 Sewage Treatment Plant 28.02.03

2.14.6 Incinerator & Garbage Disposal 28.02.03

2.15 Inert Gas System, Main & Top-Up 28.02.03

2.15.1 System Description 28.02.03

2.15.2 System Operation 28.02.03

2.15.3 Maintenance (Routine Maintenance in Operation Only) 28.02.03

Illustrations

2.1.1a Main Engine - Hyundai-Sulzer 7RTA84T-B 28.02.03

2.1.2a Main Engine Control System - Manoeuvring Control 28.02.03

2.1.2b Main Engine Control System - Bridge Control 28.02.03

2.1.2c Main Engine Back-Up Control Panel 28.02.03

2.1.3a Main Engine Safety System 28.02.03

2.1.3b Main Engine Safety System Panel 28.02.03

2.1.4a Digital Governor System 28.02.03

2.1.4b Digital Governor Panel 28.02.03

2.1.5a Air Cooling Cleaing System 28.02.03

2.2.1a Auxiliary Boiler 28.02.03

2.2.2a ECR Boiler Control Panel 28.02.03

2.2.2b Boiler Emergency Mode Control Panel 28.02.03

2.2.2c MADIC Screen Displays 28.02.03

2.2.3a Sootblowers 28.02.03

2.2.4a 18kg/cm2 Steam Distribution 28.02.03

2.2.4b Cargo Pump & Vacuum Condenser Steam System 28.02.03

2.2.5a Low Pressure Steam System 28.02.03

2.2.6a Economiser Feed Water System 28.02.03

2.3.1a Condensate System 28.02.03

2.3.2a Heating Drains/Contaminated Water System 28.02.03

2.3.3a Boiler Feed Water System 28.02.03

2.3.4a Water Sampling & Treatment System 28.02.03

2.4.1a Main & Auxiliary Sea Water Cooling System 28.02.03

2.4.2a Sea Water General Service System 28.02.03

2.4.3a Engine Room Ballast System 28.02.03

2.4.4a Evaporators 28.02.03

2.4.5a Distilled Water Transfer & Distribution 28.02.03

2.5.1a Main Engine Jacket Cooling Water System 28.02.03

2.5.2a Central Fresh Water Cooling System 28.02.03

2.6a Fuel Oil Viscosity - Temperature Graph 28.02.03

2.6.1a Main Engine Fuel Oil Service System 28.02.03

2.6.2a Generator Engine Fuel Oil Service System 28.02.03

2.6.3a Auxiliary Boiler Fuel Oil Service System 28.02.03

2.6.4a Incinerator MDO/Sludge System 28.02.03

2.7.1a Fuel Oil & Diesel Oil Bunkering & Transfer System 28.02.03

2.7.2a Fuel Oil Purifying System 28.02.03

2.7.2b Fuel Oil Purifying System, Low Sulphur 28.02.03

2.7.2c Diesel Oil Purifying System 28.02.03

2.8.1a Main Engine Lubricating Oil System 28.02.03

2.8.2a Stern Tube Lubricating Oil System 28.02.03

2.8.2b Stern Tube Seal Assembly 28.02.03

2.8.3a Lubricating Oil Purifying System 28.02.03

2.8.4a Lubricating Oil Filling & Transfer System 28.02.03

2.9.1a Engine Room Bilge System 28.02.03

2.9.2a Pump Room Bilge System 28.02.03

2.9.3a Bosun’s Store & Chain Locker Bilge System 28.02.03

2.10.1a Starting Air System 28.02.03

2.10.2a General Service Air System 28.02.03

2.10.3a Control Air System 28.02.03

2.11a Steering Gear Flow Lines 28.02.03

2.13.1a Main Electrical Network 28.02.03

2.13.2a Generator & Synchronising Panels 28.02.03

2.13.2b PMS Control Panel 28.02.03

2.13.3a Emergency Switchboard 28.02.03

2.13.4a Main 440/220V Electrical Distribution 28.02.03

2.13.4b Main 440V Electrical Distribution: Group Starter Panels 28.02.03

2.13.4c Main 440V Electrical Distribution: Local Group Starter Panels 28.02.03

2.13.4d Emergency 440V & 220V Electrical Distribution 28.02.03

2.13.5a Shore Power 28.02.03

2.13.6a Main Alternators 28.02.03

2.13.7a Emergency Alternator 28.02.03

2.13.9a Preferential Tripping 28.02.03

2.13.9b Sequential Restart 28.02.03

2.13.10a Emergency Battery Charging & 24V Distribution 28.02.03

2.13.11a Cathodic Protection System 28.02.03

2.14.1a Domestic Fresh Water System 28.02.03

2.14.2a Domestic Refrigeration System 28.02.03

2.14.3a Accommodation Air Conditioning Plant 28.02.03

2.14.5a Sewage Treatment System 28.02.03

2.14.6a Garbage Management Plan I 28.02.03

2.14.6b Garbage Management Plan II 28.02.03

2.15.1a Inert Gas System in the Engine Room 28.02.03

2.15.1b Inert Gas System on Deck 28.02.03

2.15.1c Main Inert Gas Minic Panel 28.02.03

2.15.1d Topping-Up Generator Mimic Panel 28.02.03


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Issue 1

Item Issue 1 Issue 2 Issue 3 Issue 4



Part 3: Main Machinery Control

3.1 Control System 28.02.03

3.1.1 Machinery Control & Alarm System Overview 28.02.03

3.1.2 Operator Stations 28.02.03

3.1.3 Screen Displays 28.02.03

3.1.4 Alarms, Trips & Monitoring Points 28.02.03

3.1.5 Trending 28.02.03

3.1.6 UMS - Manned Handover 28.02.03

3.2 Engine Control Room, Console & Panels 28.02.03

Illustrations

3.1.1a Block Diagram of the ICMS System 28.02.03

3.1.1a Norcontrol Watch Bridge Unit & Watch Cabin Unit 28.02.03

3.1.2a Operator Control Panel 28.02.03

3.1.3a Screen Displays 28.02.03

3.1.5a Trending Display 28.02.03

3.2a Engine Control Room Layout 28.02.03

3.2b Engine Control Room Console 28.02.03

Part 4: Emergency Systems

4.1 Fire Hydrant System 28.02.03

4.2 CO2 Fire Extingushing System 28.02.03

4.3 Quick-Closing & Remote Closing Valve System 28.02.03

4.4 Foam Fire Fighting System 28.02.03

4.5 Local Firefi ghting System 28.02.03

Illustrations

4.1a Fire Hydrants 28.02.03

4.2a CO2 Fire Extingushing System 28.02.03

4.3a Quick-Closing & Remote Closing Valve System 28.02.03

4.4a Foam Fire Fighting System 28.02.03

4.5a Local Fire Fighting System 28.02.03

Part 5: Emergency Procedures

5.1 Flooding in the Engine Room 28.02.03

5.2 Emergency Operation of the Main Engine 28.02.03

5.3 Emergency Steering 28.02.03

5.4 Emergency Fire Pump Operation 28.02.03

5.5 Fire in the Engine Room 28.02.03

5.6 Emergency Power Failure 28.02.03

5.7 Self-contained Breathing Apparatus 28.02.03

5.8 Emergency Operation of the CABA Air Compressor 28.02.03

5.9 Emergency Operation of the Hydraulic Remote Control System 28.02.03

5.10 Emergency Operation of the Diesel Generators 28.02.03

5.11 Main Engine Control Change Over from Bridge Control 28.02.03

Illustrations

5.2a Emergency Operation of the Main Engine 28.02.03

5.4a Emergency Fire Pump 28.02.03

5.5a Foam/CO2 Fire Control Station 28.02.03

5.7a Donning of CABA 28.02.03


Part 6: Communications

6.1 Telephone Systems 28.02.03

6.2 Public Address System 28.02.03


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Issue 1

Swing Check Valve

Pressure Regulating Valve

Butterfly Valve

P2P1

Hand Operated

(Locked Shut)

Hand Operated

(Locked Open)

Rose Box

Y-Type Strainer

Hopper Without CoverBreathing Valve

Stop Valve

Hose Valve

Angle Stop Valve

Gate Valve

Screw Down Non-Return

Valve

Screw Down Non-Return

Valve

Storm Valve

Angle Storm Valve

Angle Safety / Relief Valve

Foot Valve

Two-Way Cock

Locked Cock

Three-Way Cock (L-Type)

Three-Way Cock (T-Type)

Mud Box

Safety / Relief Valve

Hopper With Cover

Separator

Sounding Head with

Filling Cap

Sounding Head with Self-

closing Cap and Sampling

Cock (Self-Closing)

Spectacle Flange

( Open, Shut)

Angle Hose Valve

M

A

Electric Motor Driven

Air Motor Driven

S Solenoid Driven

Needle Valve

Regulating Valve

Cylinder with Positioner

(3-way Control Rotary

Plug Type)

Angle Needle Valve

Drain Trap

Mechanical Symbols and Colour Scheme

Emergency Shut Off Valve

(Air Operated)

Air Motor Valve

Electric Motor Valve

Flap Check Valve

Non-Return Valve

Self-Closing Valve

Angle Self-Closing Valve

Remote Operated Valve


(Wire Operated)

Diaphragm Operated

Valve


(Hydraulic Operated)

A

M

Solenoid Valve

Piston Valve

Diaphragm Operated Valve

Wax Expansion Type

Control Valve

(3-Way Control)

Diaphragm Operated

Valve With Positioner

(3-Way Control)

Piston

W

S

Cylinder with Positioner

3-Way Valve

Duplex Oil Strainer

Hand Operated

Diaphragm

Spring

Weight

Float

Not Connected

Crossing Pipe

Connected Crossing Pipe

T Pipe

Flexible Hose Joint

Diaphragm

with Positioner

Discharge/Drain

Observation Glass

Blind (Blank) Flange P/V Valve

Orifice

Spool Piece

Overboard Discharge

Scupper

Hand Pump

Suction Bellmouth

Tank Penetration

H B

Air Horn

Fire Hose Box

Goose Neck

Goose Neck Type Air Pipe

Head (Without Wire Net)

Goose Neck Type Air Pipe

Head (With Wire Net)

Ejector (Eductor Injector)

Simplex Auto Backflushing

Filter

A

Steam HornS

Duplex Auto

Backflushing

Oil Strainer

Centrifugal Pump

Positive Displacement

Pump

Gear or Screw Type Pump

Flow Meter

Domestic Fresh Water

HT Cooling Water

LT Cooling Water

Cargo Grade -1

Cargo Grade -2

Cargo Grade -3

Hydraulic Oil

Slops

Sea Water

Ballast Water

Fire/Deck Water

CO2

Marine Diesel Oil

Fuel Oil

Saturated Steam

Exhaust Steam

Air

Condensate

Bilges

Electrical Signal

Instrumentation

Foam

Inert Gas

Cargo Systems Colour Scheme

Lubricating Oil


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Issue 1

INTRODUCTION

General

Although the ship is supplied with shipbuilder’s plans and manufacturer’s 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 fi ll some of the gaps and to provide the ship’s offi cers 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 Iran Hengam has been carefully collated in relation to the systems of the vessel and is presented in three on board volumes consisting of the BRIDGE SYSTEMS OPERATING MANUAL, the CARGO SYSTEMS OPERATING MANUAL and the MACHINERY SYSTEMS OPERATING MANUAL.

The Cargo 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.

Offi cers should familiarise themselves with the contents of the International Convention for the Prevention of Pollution from Ships, so that they are aware of the category of the cargo being carried, the requirements for the cleaning of cargo tanks, and the disposal of tank washings and 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.

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 N.I.T.C. Technical Operations Offi ce so that revisions may be made to manuals of other ships of the same class.

Safe OperationThe 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 onboard. 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. Minor symptoms often appear before a major failure occurs.

4 Never underestimate the fi re hazard of petroleum products, whether fuel oil or cargo vapour.

5 Never start a machine remotely from the control room without checking visually (if practical) that the machine is ready for operation.

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.

DescriptionThe concept of this Machinery Operating Manual is to provide information to technically competent ship’s officers that are unfamiliar to the vessel, in a form that is readily comprehensible, thus aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems.

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.

Part one details the machinery commissioning procedures required to bring the vessel into varying states of readiness, from bringing the vessel to a live condition through to securing plant for dry dock.

Part two of the manual details the ship’s systems, providing a technical description, system capacities and ratings, control and alarm settings and operating details.

Part three provides similar details for the vessel’s main machinery and control system.

Part four of the manual details the operation of the vessel’s emergency systems.

Part five details the procedures to be used in an emergency including dealing with vital machinery failures.

Part six covers communications systems relevant to the engine room department.

The valves and fittings’ identifications used in this manual are the same as those used by the shipbuilder.

IllustrationsAll illustrations are referred to in the text and are located either in the text page where they are sufficiently small, or on the page above the text so that both the text and illustration are accessible at the same time. 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.

NoticesThe following notices occur throughout this manual:

WARNINGWarnings are given to draw reader’s attention to operation where DANGER TO LIFE OR LIMB MAY OCCUR.

CAUTIONCautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR.

(Note: Notes are given to draw reader’s attention to points of interest or to supply supplementary information.)


Operational Overview

Illustrations

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1,5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Prepare the Main Plant (COPT) for Discharge Operations

1.10 To Shut Down the Main Plant (COPT) After Discharge Operations

1.11 To Secure Main Plant for Dry Dock


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Prepare an auxiliary engine for starting.

Start auxiliary engine.

Isolate sequential restart system.

All ancillary equipment set to manual to avoid low

pressure auto restart.

Supply emergency 440V switchboard.

Supply emergency 220V switchboard.

Start the emergency air compressor and top up the

auxiliary air receiver if required.

Supply main switchboard. Start emergency generator.

Establish shore supply.

Check phase sequence,

voltage and frequency.

Shore power available

1.1 To Bring Vessel Into Live Condition

Start the generator engine MDO flushing pump.

Prepare central FW cooling systems.

Start the central CW pumps.

Prepare SW cooling system.

Start SW cooling system.

Start engine room and accommodation ventilation

fans. Start air conditioning.

Ensure the purifier CO2 systems is ready for use.

Ensure the hypermist local fire fighting system

is ready for use.

Ensure the deck foam system is ready for use.

Ensure the engine room hot foam system is ready

for use.

Start a IGS deck water seal pump.

Pressurise the fire main.

Start a generator engine LO priming pump, either

No.2 or 3 if power is only from the emergency

switchboard.

Dead Ship Condition

Check DO tank level is adequate.

No shore power available

Supply power to the main 440V and 220V

switchboard.

Supply power to the emergency 440V and 220V

switchboard.

Start up instrumentation air system.

Reset preference trips.

Disconnect shore supply.

Place emergency generator on standby.

Stop emergency generator and

place on standby.

2.13.5

2.13.5 2.12.2

2.13.5

2.10.1

2.12.1

2.13.2

2.5

2.10

2.13.52.12.2

2.12.2

2.13

2.4.1

2.4.2

2.4.1

4.2

4.5

4.4

Cargo

4.1.2

Operational Overview - Page 1 of 13


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1.1 To Bring Vessel Into Live Condition

Put service air system into operation. 2.10.2

Put a bilge, fire and GS pump on fire main standby. 4.1

Start the sewage EVAC plant. 2.14.5

Pump bilges to bilge holding tank as required. 2.9.1

Put all ancillary equipment on standby.

Restore sequential restart system.

Put remaining diesel generators on standby.

One diesel generator in use,

other diesel generators on standby.

Emergency generator on standby.

Boiler and steam system shut down.

SW and CFW systems in use.

Domestic services in use.

Start domestic water system with the

calorifier electric heater in line.

2.14.1

Put refrigeration system into operation. 2.14.2

Plant is now in Live Condition



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Boiler and steam system shut down.

SW and CFW systems in use.

Domestic services in use.

Prepare and flash up an auxiliary boiler, using

diesel oil and air atomising.

Start an economiser feed water pump.

Line up the distilled water make up system.

Change boiler to operate on FO and

atomising steam.

Start the main engine jacket CW pumps.

Supply steam to the jacket CW heater.

Supply steam to the FO tanks and trace heating,

supply steam to the boiler fuel oil heaters.

Start a boiler FO pump and circulate fuel.

Supply steam to the low pressure steam system.

Put boiler on automatic operation. Prepare other

boiler and set to automatic operations.

Start the FO purifier system.

Change the diesel generator to run on HFO.

1.2 To Prepare Main Plant For Operation

Supply steam to the main engine FO heater.

Start the main engine FO supply and circulating

pumps. Start the viscosity controller.

Circulate FO until the DO has been expelled.

Plant in ‘In Port’ Condition




Boiler and steam system in use.

Diesel generator running on HFO.

Main engine JCW system in warm condition.

Main engine circulating with hot FO.

Maintain standby generators in warm condition

using generator engine preheater.

Plant is in Live Condition



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Boiler and steam system in use.

Diesel generator running on HFO.

Main engine JCW system in warm condition.


Start the LO purifier system. 2.8.3

Ensure cylinder oil measuring tank is full. 2.8.1

Start a main engine LO pump.

Heat sump if required.2.8.1

2.9.1

Start another diesel generator and run in parallel.

Switch the PMS load dependent stop to MANU.2.12.1

Start both steering motors.

Carry out steering tests.2.11

Obtain clearance from the bridge and turn the

engines two or three revolutions, start the cylinder

oil prelubrication.

Take out the turning gear.

2.1.1

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

2.10.1Put the starting air system into use.

Supply the main engine safety air and exhaust

valve supply air.

Supply starting air and control air to the main

engine.2.10.1

Obtain clearance from the bridge, turn main engine

over on starting air from local control stand.5.2

Check telegraph, bridge/engine room clocks and

communications.2.1.2

Switch the auxiliary blowers and switch to automatic. 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 automatic. 2.13

Prepare deck machinery for use.

.

Close indicator cocks.

From the local control stand start the main engine

in the ahead and astern directions.

Close turbocharger blower drains.

5.2

Two diesel generators in use,

remaining diesel generator on standby.


Boilers and steam system in use.

Diesel generators running on HFO.

Main engine heated and ready for use on

bridge control.


Both steering gear pumps in use.

Deck machinery ready for use.

2.6.2

Deck

Plant in 'In Port' Condition

Plant in Manoeuvring Condition

Start a crosshead LO pump.



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Two Diesel Generators in use,

Shut down main engine jacket heating systems. 2.5.1

2.2.3Operate auxiliary boiler sootblower while the boiler

is on load.

2.1.2

When bridge notifies engine control room

of full away, record the following:

Time.

Main engine revolution counter.

FO and DO tank levels.

FO and DO counters.

Fresh water tank levels.

1.4 To Change Main Plant From Manoeuvring To Full Away

Ensure the auxiliary blowers stop automatically. 2.1.2

Put main engine on automatic run up program.

Operate exhaust gas economiser sootblowers and

set to automatic operation.2.2.3

Shut down deck machinery. 2.6.2

Transfer and purify FO as required. 2.7.1

Stop one steering gear motor. 2.11

2.2.4

Operate turbocharger blower cleaning system

if required.2.1.1

Set the PMS load dependent stop to AUTO.

Shut down generators until only one is in use.

Put remaining two generators on standby.

2.12

When run up program completes, check that

pressures and temperatures.2.1.2

Start up the FW generator system.

Do not fill fresh water tanks while in coastal waters.2.4.2

Reduce the bilge water holding tank level through

the OWS if vessel is not in restricted area.2.10

2.2.1

Deck

Put the economiser dump steam system into

operation.

Ensure boiler stops as the economiser takes over

steam generation. Secure standby boiler and

supply heating to maintain pressure above

0.5 kg/cm2 or put in wet lay up condition.




Boilers and steam system in use.


Main engine heated and ready for use on bridge

control.


Both steering gear in use.


Vessel manoeuvring on bridge control.


Vessel is Full Away on Bridge Control



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1.5 To Prepare For UMS Operation

All alarms and safety cut-outs are operational.

Smoke and fire sensors are operational.

Bilges are dry and high level alarms are

operational.

All piping systems are tight and not temporarily

repaired.

Ensure all FO, LO and fresh water tanks/sumps

are adequately full.

All drain tanks are empty.

All standby pumps and machinery systems

are on auto start, sequential restart system

operational.

Emergency diesel generator is on standby.

Stopped diesel generators are on standby.

Compressed air receivers are fully charged.

Purifier feed inlets are suitably adjusted.

2.9.1

4.1

Cargo

3.1

2.10

2.7.2

2.12.2

2.12.1

2.13.5

All strainers and filters of running and standby

machinery are in a clean condition.

Engine room and steering gear compartment

watertight doors are shut.

All combustible material stored in a safe place.

All ventilation fans running.

ECR air conditioning operating correctly.

2.14.6

All parameters are within normal range.

Loose items are secured.

Electric kettle plugs removed in ECR.

Workshop welding machine plug is removed.

Acetylene and oxygen cylinder and pipeline

valves are closed.

3.1

2.14.4

Control is on the bridge and duty officer is

informed of commencement time of UMS.

Data logger is programmed to print parameters

as required.

Duty officer should be aware of location of

duty engineer.

Watchkeeper control switched to duty

engineer's cabin.

Engine room not to be unmanned for more than

8 hours.

3.1

3.1

2.1.2Main engine on bridge control.

Plant in 'UMS' Condition

Plant 'Manned' Condition



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Plant in 'UMS' Condition

1.6 To Change From UMS To Manned Operation

Activate patrol man alarm on entry into the engine

room.

Notify bridge of manned condition.

Inform bridge why engine room is manned if

outside normal hours.

Switch watchkeeping control to the ECR.

Reset patrol man alarm every 27 minutes when

duty engineer only is manning the engine room.

Handover to on coming duty engineer and

inform them of any abnormalities.

Examine latest parameter print out.

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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Ensure that the engine room bilges and bilge

holding tank are empty.2.9.1

Prepare sewage treatment system for port

operation.2.14.5

Start another diesel generator and place

in parallel with running generator.

Set the PMS load dependent stop to MANU.

2.12.1

Prepare main starting air compressors for use.

check starting air system drains for water.2.10.1

30 mins before end of passage, bridge begins to

reduce speed.2.1.1

Start second steering motor.

Carry out steering tests.2.11

If required to manoeuvre on DO begin change

over 1 hour before end of passage.2.6.1

Shut down the fresh water evaporator plant. 2.4.4

1.7 To Change Main Plant From Full Away To Manoeuvring Condition

Supply steam to JCW heaters. 2.5.1

Bridge informs engine control room of EOP.

Prepare standby boiler for operation. 2.2.1

Prepare deck machinery for use. 1.6.2

Cargo

Check bridge/engine room clocks and

communications.2.1.2

Record the following:

Time.

Main engine revolution counter.

FO and DO tank levels.

FO and DO counters.

Fresh water tank levels.




Boiler in use.


Both steering gears in use.


Operated turbocharger washing systemif required.

2.1.1

Test fire the boiler in use. 2.2.1Operate the EGB sootblowers and isolate system. 2.2.6

Vessel is Full Away on Bridge Control




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Two diesel generators in use,remaining diesel generator on standby.Emergency generator on standby.Boiler and economiser in use.Diesel generators running on HFO.Both steering gears in use.Deck machinery ready for use.

Bridge notifies engine control room of FWE.

Switch over to engine control room control. 2.1.2

Stop auxiliary blowers. 2.1.1

Stop steering gear. 2.11

Maintain JCW temperature for normal port stay. 2.5.1

Isolate starting air.Open indicator cocks.Open turbocharger blower drains.Vent main engine starting air and control airsystems. Engage turning gear.

2.1.1

After a minimum of 15 mins stop main LO pumps.Stop crosshead LO pumps.Maintain LO sump temperature with LO purifier.

2.8.1

1.8 To Secure Main Plant At Finished With Engines

Prepare plant for cargo operations if required. 2.2.4

Prepare plant for IGS operations if required. 2.15.1

Shut down deck machinery. 1.6.2Cargo

Two diesel generators will remain in use if cargo orballast pumps are required.Set the PMS load dependent stop to AUTO.

2.12.1

Plant in 'In Port' Condition

If main engine was manoeuvred on DO, stop FOpumps.

2.6.1



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Check all the turbine lubricating oil sumps for water using the sump drain

valve and drain as necessary. Top up the oils to slightly above the

working level.

Check and replenish the governor oil levels.

Open the cargo oil pump turbine condenser inlet and outlet valves.

Check that the overboard valve is full open.

Open the cargo oil pump turbine cooling sea water pump suction and

discharge valves.

Open the air ejector condenser inlet and outlet valves.

Start one cargo oil pump turbine cooling sea water pump.

Vent any air from the condensers.

Open all the cargo oil pump, cargo oil washing pump and water ballast

pump turbine lubricating oil cooler inlet and outlet valves. Cooling water is

supplied from the central cooling fresh water system.

Start the cargo oil pump, cargo oil washing pump and water ballast pump

turbine lubricating oil pumps. Check the oil levels in the lubricating oil

sumps. Check that oil pressure reaches the priming pressure of

0.3kg/cm2

Ensure that the trip cylinders move out and that the trip latch is in a

Open the vacuum condenser condensate pump suction and discharge

valves, balance line valves and the condenser recirculation and level

control valves.

Check the level in the condenser hotwell and top up as necessary. Start

one condensate pump and ensure that the hotwell level remains normal.

Prepare and warm through the air ejector steam lines. Open the air

ejector condenser drain to the vacuum condenser valves. Gradually bring

one air ejector into service and check that the vacuum in the vacuum

condenser increases.

Full vacuum will not be achieved until gland steam is supplied to the

turbines.

Open all the turbine drain valves, steam chest drain valves, individual

steam line drain valves, low point steam trap valves and drain separator

steam trap drain valves.

Slowly and carefully open the cargo oil pump main steam stop warming

through valve. Warm and drain the steam lines and turbines, closing in

the drains as necessary.

If inert gas is required prior to the starting of the cargo pumps open the

water injection for the steam dump temperature control, then open the

inlet and outlet valves to the inert gas steam dump valve. Set the boiler to

IGS top up mode.

Warm through and supply gland steam to the turbine gland systems.

Open the cargo oil pump, cargo oil washing pump and water ballast

pump turbine exhaust valves.



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Slowly open the cargo oil pump turbine steam system main stop valve.

Close the warming through valve. Shut in the drains allowing sufficient

steam to pass to drain any water and maintain the temperature of the

pipes and turbines.

Change the boilers to TANKER SERVICE, the steam pressure is

increased to 18kg/cm2.

Inform the cargo control room that the cargo pumps are ready for

operation.

Leave the drains slightly open on the pumps until they are required to

maintain drainage.

Ensure the turbines are set to REMOTE operation.

The Chief Officer will initiate the warm-up and starting of the turbines

from the HICAS cargo loading/discharging mimic control displays in the

CCR.

Close the line drains and turbine casing drain.

Check that the main lubricating oil pump has raised the pressure to

0.3kg/cm2.

Inform the cargo control room that the pump may be operated as

required.



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1.10 To Shut Down the Main Plant (COPT) After Discharge Operations

Close all the turbine trip valves, close the cargo oil pump turbine main

steam stop valve and close all the gland steam valves.

Open all the turbine, line and steam chest drains.

Change the boilers to ECO BACK-UP mode.

Ensure that all the lubricating oil priming pumps are running.

Close the cargo oil pump, cargo oil washing pump and water ballast

pump turbine exhaust valves.

If the vacuum condenser is not required for any other service shut down

the air ejector(s).

Stop the condensate pump. Leave operational in case the condenser

hotwell level rises due to condensation.

Leave the sea water cooling operating for at least two hours.

When the system has cooled down, this may take several hours, close

the lubricating oil cooler water supply valves.

Leave the lubricating pumps running to reduce corrosion in the turbine

gearing.

Shut down the sea water supply to the air ejector and vacuum

condensers.



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Ensure all tanks are at the required levels to givethe vessel the necessary trim, draught and stabilityfor entering dry dock.

Shut steam off the JCW heaters. Allow JCWpumps to run until main engine has cooled down.

2.5.1

Transfer the main engine LO sump to theLO settling tank via the purifier.

2.8.3

Shut down LO purifier. 2.8.3

Shut down FO purifier. 2.7.1

Shut down deck machinery system. 1.6.2

Main engine should have been manoeuvred onDO if not, change over to DO and circulate FOback to HFO tank, until the line has beenflushed with DO. Stop main engine FO pumpsand viscosity controller.

2.6.1

1.11 To Secure Main Plant For Dry Dock

Change diesel generator to run on DO. 2.6.2

Shut down auxiliary boilers.Allow to cool naturally, drain if required formaintenance OR put in wet lay up condition.

2.2.1

Shut down diesel generators until only one isin use.

Shut down stern tube LO system. 2.8.2

Change domestic water heating to electric. 2.14.1

Isolate sequential restart system. 2.13.5

Stop diesel generator. 2.12.1

Shut down feed pumps and condensate system.Isolate distilled water tanks.

2.3

Circulate boiler FO system with DO.Shut down boiler FO pumps.

2.6.3

Shut down air conditioning and refrigerationplants until shore CW supply is established.

2.5.2

Shut down fire pumps.Pressurise fire main from shore supply.

4.1

Establish shore power.Check phase sequence, voltage and frequency.

2.13.2

Connect shore supply.Connect shore supply to emergency switchboard.Establish lighting and ventilation and any otheressential services.

2.12

Shut down SW and FW cooling systems. 2.4&2.5

Shut down control and service air systems. 2.10

Secure the purifier room CO2 system, engine roomhot foam and hypermist fire fighting systems.

. 4.2

Restart FW cooling pump and circulate dieselgenerator until cool.

2.5.2

The dry dock can now be emptied.

Plant in ‘In Port’ Condition

Plant Secured for Dry Dock

Engine Room Floor Plans

Location Plan of Engine Room - Floor Plan

Location Plan of Engine Room - 3rd Floor Plan

Location Plan of Engine Room - 2nd Floor Plan

Location Plan of Engine Room - Elevation


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Illustration 1a Location Plan of Engine Room - Floor Plan

Floor Plan Pump Room Plan

Main CoolingSea Water Pumps

Manual BypassFilter

Main EngineCrosshead LOPump

Main EngineLODischargeFilter

Main EngineLO Pumps

No.1,2 Stern TubeLO Pumps

Stern Tube LOSump Tank

Stern TubeLO Cooler

Main EngineAir Cooler Chemical

Cleaning Tank

Main EngineAir Cooler Chemical

Cleaning Pump

No.1

No.1

No.1

No.2

No.3

No.2

No.1No.2

No.1

No.1

No.2 No.1 No.1 No.1No.2

No.2No.1

No.1

No.2

No.1

No.2

No.3 No.2

No.2

No.1 No.1

No.2

No.2

No.2

No.2

No.3

No.4

No.1

No.1

No.2

No.2

Engine RoomBilge Pump

Oily BilgeSeparator Sludge

Pump

MainLO Purifier

Supply pumps

LOTransfer Pump

Heavy Fuel OilTransfer Pumps

Bilge Fire and GeneralService Pumps

Marine Diesel OilTransfer Pumps

Inert GasDeck SealSea WaterPumps

Fresh WaterGeneratorEjector Pumps

Boiler Feed Water Pumps

Air Ejector Condenser

DrainSeparator

WaterBallastPump

WaterBallastPumpTurbine

TankCleaningPumpTurbine

Cargo OilPumpTurbine


Cargo OilPump

Condenser


Main EngineJacket Cooling FeedWater and Drain Tank

Main EngineHT Circuit

Feeding Pump

Main EngineLO Cooler

EconomiserFeed Water Pumps

Scrubber CoolingSea Water Pumps

Cargo OilCondensatePumps

Cargo OilCondensateCooling SeaWater Pumps

SludgeTrap

High Sea SuctionChest Filter

Low Sea SuctionChest Filter

Direct BilgeInjection Valve

Engine Room Floor Plans - Page 1 of 4


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Illustration 1b Location Plan of Engine Room - 3rd Floor Plan

Main Air ReservoirsServiceAir Reservoir

ControlAir Reservoir

No.2No.1No.2

No.1

No.1

No.1

No.2

No.2 No.1

No.1No.1No.2No.1

No.2

No.1

No.2

No.1

No.1No.2No.3No.1No.2

No.2

No.1

No.1No.2No.3

No.2

No.3

No.2

No.2No.3

No.2No.2 No.1

No.1

AuxiliaryAir Reservoir

ServiceAir Compressor

Main Air Compressors

Topping UpAir Compressor

Central CoolingFresh Water Pumps

CentralFresh WaterCoolers

FreshWaterGenerators

Mineraliser

Main EngineFresh WaterCoolers

Main EnginePreheater

Hot LoopHeaters

Main EngineJacket CoolingFresh Water

Pumps

Main Engine FO HeaterNo.1, 2 Generator Engine

FO Heater

Feed FilterTank WithInspectionChamber

AtmosphericCondenser

No.1,2 BoilerFuel Oil HeaterNo.1,2 LO

Daily Tank

SewageTreatment Tank

Sewage EVACCollecting Tank

No.3 Engine Generator



Diesel GeneratorSteam Heater

Diesel GeneratorControl Panel

Diesel GeneratorElectric Heater

Boiler WaterCirculation Pump

Soot CollectingTank

Main Engine

FreeSpace

FreeSpace

BoilerFuel Oil Pump

No.1, 2 Main LOPurifier Heater

Heavy Fuel Oil PurifierMain LO Purifier

Boiler PilotPump Unit

Main EngineFO Filter

GeneratorEngineFO FeedPumps

GeneratorEngine AirDrivenEmergencyDO Pump

GeneratorFO Booster

Pumps

Generator EngineFO Filter

Heavy Fuel Oil Purifier Heater

Main EngineFO Boost Pump

Viscorator

Generator EngineDO Flushing Pump

Viscorator

Main EngineJacket CoolingBuffer Unit

Main EngineFuel OilFeed Pump

Heavy Fuel OilPurifier SupplyPumps

OperationWater Tank

EmergencyAir Compressor

ControlAir Compressor

Main EngineAuxiliary BlowerControl Panel

ControlAir Dryers



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Workshop

StoreRoom

EngineRoomToilet

ElevationTrunk

ElectricalWorkshop

Engine ControlConsole

Engine ControlRoom

Purifier RoomExhaust Fan

Cylinder OilMeasuring Tank

Cylinder OilStorage Tank

MainLubricating

OilStorageTank

MainLubricating

OilSettingTank

Boiler IgnitionMarine Diesel

Oil Tank

VTVT

No.1

No.2

No.1

No.2

No.3

No.4

No.1

No.2

Motor forVacuum Pump ofBallast Pump

Motor forVacuum Pump ofCargo OilPump

SpareExhaustValve

SpareCylinder

Spare CylinderCover with Exhaust Valve

CraneService Area

OverheadCrane

FreeSpace

SparePiston

BoilerDosingUnit

No.2 AuxiliaryBoiler

No.1 AuxiliaryBoiler

Fresh WaterHydrophore Unit

Hot WaterCirculation Pump

Calorifier

Air ConditioningCompressor Unit

HypermistDistribution Valve

Manifold

Exhaust GasEconomiser

VT

No.2

No.1

WaterAnalysisUnit

HypermistPump Unit Wash

Tube

Main EngineValve Seat Grinding

Machine and Working Stand

WeldingArea

No.1

No.3

No.2

Air ConditioningCompressor units

TestRoom

Stern TubeGravity Tank

(Low)

TUGDO SupplyPump

Illustration 1c Location Plan of Engine Room - 2nd Floor Plan

2nd Floor Plan



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Tank Top

Floor

3rd Deck

Partial Deck

2nd Deck

Upper Deck

B - Deck

C - Deck

Illustration 1d Location Plan of Engine Room - Elevation

Elevation


2.1 Main Engine 2.1.1 Main Engine Details

2.1.2 Main Engine Manoeuvring Control

2.1.3 Main Engine Safety System

2.1.4 Main Engine Digital Governor System

2.1.5 Main Engine Charge Air Cooler Chemical Cleaning System

Illustrations

2.1.1a Main Engine - Hyundai-Sulzer 7RTA84T-B

2.1.2a Main Engine Control System - Manoeuvring Control

2.1.2b Main Engine Control System - Bridge Control

2.1.2c Main Engine Back-Up Control Panel

2.1.3a Main Engine Safety System

2.1.3b Main Engine Safety System Panel

2.1.4a Digital Governor System

2.1.4b Digital Governor Panel

2.1.5a Air Cooler Cleaning System

Machinery Systems Operating Manual N.I.T.C.

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Illustration 2.1.1a Main Engine - Hyundai-Sulzer 7RTA84T-B

Piston CrownSpray Oil

Piston Rings

Piston Rod

Spray Plate

Crosshead Lubricating

Oil In

Piston Cooling

Lubricating

Oil In

Piston Skirt

Elastic Bolt

Oil Pipe to Spray Plate

Piston Cooling OilInlet Slot Groove

Articulated Lever Pipes

Oil Return from Working Piston

Compression Shim

Crosshead Pin

Top Piston Ring


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2.1.1 MAIN ENGINE DETAILS

Maker: Hyundai-SulzerModel: 7RTA84T-B

Type: Two stroke, single acting, reversible, crosshead diesel engine operating on unifl ow scavenging with two constant pressure turbochargers and air coolers

Number of cylinders: 7Cylinder bore: 840mmStroke: 3,150mmOutput (MCR): 36,960bhp at 73 rpmOutput (NCR): 32,600bhp at 70.5 rpmDirection of rotation: Clockwise looking from aftSpecifi c fuel oilconsumption: 129.62g/ps per hour

Turbocharger

No. of sets: 2Type: ABB TPL80-B12

General Description

The RTA-engine is a single acting, two-stroke, reversible, diesel engine of crosshead design with exhaust gas turbocharging and unifl ow scavenging. Tie rods bind the bedplate, columns and cylinder jacket together. Crankcase and cylinder jackets are separated from each other by a partition, which incorporates the sealing gland boxes through which the piston rods pass. The cylinders and cylinder heads are fresh water cooled.

The exhaust gases fl ow from the cylinders through the hydraulically operated exhaust valves, which are made to rotate in service, into an exhaust gas manifold. The exhaust gas turbochargers work on the constant pressure charging principle and are supplied with exhaust gas from the exhaust gas manifold.

The charge air delivered by the turbochargers fl ows through air coolers and water separators into the air receiver. It enters the cylinders, via air fl aps, through the scavenge ports when the pistons are nearly at their bottom dead centre (BDC) position. At low loads, electrically driven auxiliary blowers boost the air supply to the scavenging air space.

The pistons are cooled by the bearing system lubricating oil. The thrust bearing and turning gear are situated at the engine-driving end. The camshaft is driven by gear wheels from the crankshaft, the drive gear being fi tted to the thrust collar.The engine is started by compressed air, the supply of this air to individual cylinders being controlled by a starting air distributor.

In case of failure of the remote control system, the engine can be controlled from an emergency control stand located at the engine.

Lubricating Oil SystemThe engine lubrication system, with exception of cylinder lubrication, is supplied by one of two main pumps, which take suction from the sump tank and supply oil to the low pressure main bearing system. One of two crosshead lubrication pumps takes suction from the main bearing system, after the automatic backfl ush fi lter, and supplies the crosshead bearings and bottom end bearings with oil at increased pressure.

Main Bearing Oil SystemMain bearing system oil, at an operating pressure of 5.5kg/cm2, is also supplied to the pistons at 2.5 - 3.5kg/cm2 in order to act as a coolant for the working piston crown; supply is to the crosshead, via a toggle lever pipe arrangement, and then to the piston via the hollow piston rod. The integrated crankshaft vibration damper (axial detuner) and the balancer are also cooled with bearing oil.

Main bearing and crosshead oil systems are interconnected through a non-return valve which allows oil to pass from the low pressure main bearing system to the high pressure crosshead system should pressure fall in the crosshead system. This means that should the crosshead bearing oil pumps fail, then the crosshead oil system may be supplied with oil from the main bearing LO system pumps. Under such conditions, the engine can only be operated at reduced load (Load indicator position, maximum 4.5).

Crosshead Bearing Oil SystemThe operating pressure of the crosshead bearing oil is 10-12kg/cm2, the supply to the crosshead is via a toggle lever pipe arrangement. High pressure crosshead bearing oil is also used to lubricate the connecting rod bottom end bearings, supply to these being via holes drilled in the connecting rods. The high pressure crosshead system also supplies oil for the engine reversing servomotors and as make-up for the exhaust valve actuator system. For actuating the exhaust valves, the oil pressure is raised by the actuator pumps to about 160kg/cm2.

Cylinder Lubrication SystemThe power dependent lubrication of the pistons, cylinders and exhaust valve spindles is performed by a separate cylinder lubrication system.

Cooling Water SystemThe engine is cooled by means of chemically treated fresh water and this cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system. A central cooling system is employed to maintain the correct temperatures in the fresh water and lubricating oil systems of the main engine, generator engines, air compressors and auxiliary services.

Cooling Water System DescriptionThe cooling water supplied by the jacket cooling water pump is divided into two separate streams, the separation being made after the jacket water preheater. One stream, comprising of about 15% of the total cooling water fl ow, bypasses the cooler and is led directly to the engine; this is designated as the basic cooling stream. This basic stream provides a minimum water fl ow to the engine cooling system.

The main cooling water stream comprises about 85% of the total fl ow and this passes through the main jacket cooling water pipe to the engine cooling inlet. Some of this stream passes through the jacket water cooler, an automatic temperature control valve regulates the water fl ow through the cooler in order to keep the engine cooling water outlet temperature constant at 90ºC.

Cooling water leaving the engine fl ows back to the pump suction, the line incorporates an automatic fl oat ventilation valve which removes air from the system. In order to allow for make-up of water leaking from the cooling system, a buffer tank, pressurised by compressed air from the service air system is provided, this has a connection with the fl ow return pipe just before the pump suction. The buffer tank water level is maintained by automatic starting and stopping of one of the two main engine high temperature circuit feed pumps which take suction from the jacket water feed and drain tank.

The main cooling water fl ow to the engine connects with a three-way diverting valve. Load dependent control of the three-way diverting valve is made by remote control according to the engine load and speed. The three-way diverting valve distributes the water fl ow according to the load control command, one part of the fl ow going to the primary engine cooling water piping and the other part to the secondary engine cooling water piping.

From the three-way valve the primary water stream passes through a connecting pipe to mix with the basic cooling stream from the jacket water circulating pump. This combined stream acts to cool the cylinder liners, the stream entering at the bottom of each cylinder liner cooling jacket and passing upwards to the top of the liner jacket space. After the three-way valve, the secondary stream fl ows directly into the water guide jackets via the engine secondary fl ow pipe. At this point primary and secondary streams unite and cool the cylinder heads as well as the exhaust valve cages.

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From the valve cages the engine cooling water fl ows into the outlet collector main, where the cooling water is led through an air separator, which is permanently vented by an automatic vent valve. The tracing water fl ow is led to the buffer tank via a tracing water return pipe.

In order to prevent thermal stress in the engine cooling system components the cooling water outlet temperature should be maintained as steady as possible under all load conditions. Maximum admissible fl uctuations are at constant load ± 2°C and during load changes ± 4°C

Fuel Oil SystemThe fuel oil is delivered to the injection pumps through a supply pipe, a booster pump ensuring that adequate fuel is always available at the injection pumps. The fuel quantity delivered by the booster pump is considerably greater than that actually required by the engine; the surplus fuel is led via a booster return pipe back to the system mixing unit, from which the booster pump takes its fuel oil suction. The specifi ed booster pressure is adjusted by means of a pressure-retaining valve located in the fuel return pipe from the engine.

The main engine is designed to operate on heavy fuel oil during manoeuvring. All pipes to the fuel distributors on the cylinder heads are provided with trace heating and are insulated. Fuel distributors and injection valves are kept hot by circulation of heated fuel oil from the booster pump.

Each distributor is provided with a priming valve to enable the system to be primed with fuel oil following the replacement of injectors. For reasons of safety, all high-pressure pipes are encased by a metallic hose. Any leakage is contained and directed to an alarmed tank.

Circulation SystemInjection valves and fuel distributors are kept hot by circulation of heated fuel. For each cylinder there is a separate sub-system. A hot fuel circulating line is taken from the engine’s fuel supply pipe and the hot fuel oil is circulated through the cylinder fuel injection pump, the fuel injectors and the fuel distribution block. After fl owing through these, the fuel enters a return circulating line and then passes into a common return pipe. This common return pipe is connected to the booster return pipe via an orifi ce, located after the pressure-retaining valve and so the fuel used for injector and distributor heating can fl ow readily back to the mixing unit.

Procedure for Preparing the Engine for Starting

Before starting the engine, the following checks and procedures must be followed:

• All components that have been overhauled should have been correctly reassembled and fitted and their function checked.

• All devices and tools which were used, have been removed from the engine and that no cleaning rags or other items have been left behind.

CAUTIONUp until item ‘m’ below, the air shut-off valve for starting, 2.03, must be closed and the venting valve 2.21, on the side of the shut-off valve, must be open.

(Note: Valve numbering refers to those in the engine manufacturer’s manual.)

a) Check the fl uid levels of all the tanks in the engine systems including the leakage drain tanks.

b) Check that all the shut-offs for the engine cooling water and lubricating oil systems are in the correct position.

c) Open the air supply to the shipboard system and from the starting air receivers to the control air supply.

d) Prepare the fuel system (see section 2.6).

e) Start up the pumps for cylinder cooling water, crankcase bearing and crosshead bearing lubricating oil and set the pressures to their normal values. Preheat the cooling water to 60°C.

f) Check to ensure that all systems have been correctly vented and that there is a positive fl ow of cooling water and lubricating oil.

g) Open the indicator cock on each cylinder cover. Using the turning gear, turn the engine through a minimum of one full revolution to check that all the running gear is in order. Check if any water, oil or fuel has collected on the piston crown. Operate the cylinder prelubrication system. Shut the indicator cocks.

h) Check to ensure that all the crankcase doors are closed with all the latches tight.

i) Check to ensure that cut-out devices for all the fuel injection pumps are correctly positioned for normal fuel pump operation and that the exhaust valve actuator pumps are also ready for operation, i.e. the cut-out devices are removed.

j) Check that the fuel regulating linkage moves freely.

At the auxiliary manoeuvring stand disengage the fuel control lever from the position REMOTE CONTROL and engage it into the regulating linkage lever. Loosen the fuel control lever lock, pull the hand-grip upwards and move the fuel control lever backwards and forwards between the range 0 and 10. After carrying out this check, put the fuel control lever back to the position REMOTE CONTROL and lock it by tightening the wing nuts of the hand wheel.

k) Check the pressure in the starting air receivers and open the receiver drains until any condensate has been completely drained.

l) Open the drain and test valve 2.06 on the shut-off valve for starting air until all water has been drained.

m) Close venting valve 2.21 at the shut-off valve for starting air and open the main shut-off valves on the starting air receivers.

n) Turn the hand wheel on the shut-off valve for starting air until the pointer is at the AUTOMATIC position. The pressure gauges on the pressure gauge panel should now indicate the following pressures:

• Safety control air and standby supply for air spring air on the pressure reducing valve 23HA - 6.0kg/cm2

• Air spring air supply on the pressure reducing valve 19HA - 7.5kg/cm2

• Control air standby supply on the pressure reducing valve 19HB - 7.0kg/cm2

o) Set the switch at the control panel for the auxiliary blowers to AUTOMATIC.

p) Bring the safety cut-out to operating position.

q) Press the EMERGENCY STOP button on the control panel and observe if the safety cut-out on the fuel injection pumps reacts, i.e. their suction valves are lifted. After this check, press the EMERGENCY STOP RESET button.

r) Check whether the pressure gauge on the supply unit for cylinder lubrication indicates 40kg/cm2.

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s) Take out the turning gear and secure the lever.

t) Open the test valve 2.06 of the main automatic starting air shut-off valve 2.03 for a short time and listen for the valve opening which can be heard distinctly. Close the valve again.

u) Check the hydraulic system of the exhaust valve drive for tightness.

v) The levers on the local manoeuvring stand must be put into the position from which the engine will be started, i.e., the bridge, the control room or the auxiliary local stand. The changeover buttons of the remote control must be activated.

w) Check again to ensure that no personnel are near the fl ywheel.

x) Inform the bridge.

Procedure for the Operation of the Main EngineSlow Turning

a) Turn by the turning gear. The crankshaft can be turned at a slow rate using the turning gear; it should be turned at least one full revolution of the crankshaft with the indicator valves open.

b) Slow turning with starting air. The running gear can be turned at about 12 rpm by releasing a reduced amount of starting air into the starting air pipe. This is initiated from the control room.

The following conditions must be fulfi lled before activating the slow turning operation on air:

• Turning gear is disengaged

• Oil pumps are operating (bearing oil and crosshead oil)

• Fuel interlock is not released

• The reversing lever is set on REMOTE CONTROL

• Speed control is on minimum (Pos. 0)

• Indicator valves are closed

• Shut-off valves on the starting air receivers are open

• The handwheel on the automatic starting air shut-off valve 2.03 is set to the AUTOMATIC position

• Air pressure for the air spring is correctly set

• During slow turning, the cylinder lubrication must be switched on

Slow Turning Function

The procedure is similar to starting the engine. The following designation numbers refer to the illustration of the control diagram.

The automatic starting air shut-off valve 2.03 is opened by the control valve 2.05 when the control is moved to the start position and starting air fl ows to the starting cut-off valve 212HA on the starting air distributor as well as the starting air valves 2.07 located in the cylinder heads.

Via starting cut-off valve 2.12HA, a measured amount of starting air reaches the starting air distributor 2.01. The distributor transmits the pneumatic signal to the respective cylinders.

By this signal the valves 134HA-M, located in the pilot air lines before the starting valves, are controlled in such a way that the starting valves are opened and shut for only short intervals. This allows a reduced quantity of starting air to enter the respective cylinders and so the engine turns over more slowly than under full starting air.

Operating the Main EngineIt is preferable to operate the engine at constant power. When the speed/load has to be altered, it should be done as slowly as possible.

During normal running, regular checks have to be made and precautions taken which contribute towards trouble free operation. The most important of these are:

• Regular checks of pressures and temperatures.

• The values read off the instruments compared with those given in the acceptance records, taking into account engine speed and/or engine power, provide an excellent yardstick for the engine performance. It should be borne in mind that instrumentation faults may cause faulty readings and action should be taken to check the instrumentation before any engine adjustment is made. Where low temperatures are involved a temperature can be assessed by feeling the pipe and where it is safe to do so suspect instruments can be exchanged for similar devices.

• The essential readings are: The load indicator position, turbocharger speed, charge air pressure, exhaust gas temperature before and after the turbine. A valuable criterion is also the daily fuel consumption as compared to engine trials data.

• Check all shut-off valves in the cooling and lubricating system for correct position. The shut-offs for the cooling inlets and outlets on the engine must always be fully open in service.

They serve only to cut off individual cylinders from the cooling water circuit during overhauls.

• When abnormally high or low temperatures are detected at a cylinder cooling water outlet, the temperature must be brought to the prescribed normal value very gradually. Abrupt temperature changes may cause damage.

• The maximum permissible exhaust temperature at turbine inlet must not be exceeded. Individual exhaust temperatures at cylinder outlets should be compared with corresponding cylinder temperatures obtained from trials data; cylinder temperatures across the engine will not be identical and no attempt should be made to equalise engine cylinder exhaust temperatures.

• Check combustion by observing the colour of the exhaust gases.

• Maintain the correct charge air temperature after the air cooler with the normal water flow. In principle, a higher charge air temperature will result in poorer filling of the cylinder, which in return will result in a higher fuel consumption and higher exhaust gas temperatures. The higher temperature results in a lower air density and hence reduced air mass.

• Check the charge air pressure drop through the air filter and air cooler. Excessive resistance will lead to a lack of air to the engine. Careful treatment of the fuel oil is of even greater importance. Check that the fuel injection nozzles are in excellent condition, which is particularly important for prolonged operation at low load.

• The cylinder lubricating oil quantity is automatically adapted to the lower load. The lubricating oil quantities are regulated in accordance with engine load or position of intermediate regulating shaft. For prolonged operation at low load the cylinder lubrication must be checked frequently to ensure that it is at the optimum level.

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Procedures after Shutting Down the Engine

When the engine must remain manoeuvrable all pumps must be kept running and temperatures maintained in the cooling, lubrication and fuel systems. Control air must be available and the air receivers maintained at full pressure.

If the engine does not need to remain manoeuvrable after the engine has been stopped, the lubricating oil pumps should be left running for at least a further 20 minutes in order to allow the temperatures to equalise. This media should not be cooled down below their normal inlet temperatures.

The starting air supply has to be closed as soon as possible after stopping the engine, therefore shut the main stop valves on the starting air receivers and open the starting air line venting valve A23V to vent the air start supply line. Turn the handwheel on the shut-off valve for starting air, 2.03, until the pointer is at the CLOSED position and drain the valve by opening the vent valve 2.21.

The indicator cocks in the cylinder heads are to be opened and the turning gear engaged.

Post Lubrication of the Cylinders

For the post-lubrication, the crankshaft must be turned by the turning gear. During this operation the cylinder lubrication (pushbutton for post-lubrication) must also be switched on for the same period.

Turn the engine at intervals through several revolutions with the indicator cocks open, using the turning gear (possibly done daily in damp climates). Do this with the lubricating oil pump running and operating the cylinder lubricating pumps at the same time. After completing this procedure, ensure that the pistons come to rest in a different position each time.

Close the shut-off valves from the starting air receivers.

Where possible, keep the cooling water warm in order to prevent the engine from cooling down too much. The jacket cooling water pump should be kept running unless required to be stopped for maintenance work.

Repair all the defects detected in service (leaks, etc.). If any engine maintenance work is to be undertaken safety precautions must be observed and warning notices posted at all control positions, including the turning gear control.

Fouling and Fires in the Scavenge Air Spaces

The principal cause of fouling is blow-by of combustion products, unburnt fuel and cylinder lubricant between piston and cylinder into the scavenge air spaces. The fouling will be greater if there is incomplete combustion of the fuel injected (smoky exhaust).

Causes of Poor Combustion

• The fuel injectors are not working correctly; incorrect fuel atomisation.

• The fuel is at too low a temperature; resulting in low fuel viscosity and poor fuel atomisation.

• Poorly adjusted injection pump timing; late injection results in afterburning of fuel.

• Operation with a temporary shortage of air during extreme variations in engine loading and with the charge air pressure dependent fuel limiter in the governor set too high.

• Engine overloading; too much fuel for the available air.

• Insufficient supply of air due to restricted engine room ventilation.

• Fouling of the air intake filters and diffuser on the air side of the turbocharger.

• Fouling of the air cooler, the air flaps in the charge air receiver and of the scavenge ports; these restrict air flow to the cylinders.

• Fouling of the exhaust gas boiler; this increases the back pressure on the turbocharger turbines causing reduction in performance and reduced air delivery.

Causes of Blow-By of Combustion Products• Worn, sticking or broken piston rings.

• Excessive liner wear or abnormal wear such as clover-leafing which can also result in ring collapse and loss of piston ring to liner seal.

• Individual cylinder lubricating quills are not working.

• Damage to the running surface of the cylinder liners.

If one or more of these operating conditions prevail, residues, mainly consisting of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the following points:

Between piston rings and piston ring grooves. This can result in the jamming of piston rings causing breakage or blow-past.

On the piston skirts and in the scavenge ports; this can affect the performance of the scavenging process resulting in incomplete removal of combustion products from the cylinder and also on the bottom of the cylinder jacket (piston underside) causing defective combustion.

Causes of the Fires

The blow-by of hot combustion gases, and sparks which have bypassed the piston rings between piston and cylinder liner running surface, enter the space on the piston underside. Any residues present can ignite.

If there is afterburning of fuel in the cylinder due to late injection or poor fuel atomisation, the cylinder pressure when the scavenge ports are uncovered, may be higher than the scavenge air pressure and hot combustion gases may enter the scavenge space.

A defective piston rod gland may allow oil from the crankcase to enter the scavenge space; the piston rod gland drains should be checked frequently for signs of crankcase system oil as this indicates defective gland sealing rings.

Indications of a Fire

Sounding of the respective temperature alarms.

A considerable rise in the exhaust gas temperatures of the cylinder concerned and a general rise in charge air temperature.

The turbocharger may start surging.

Scavenge Space Fire Fighting Measures

The safety of shipboard personnel should be paramount whenever dealing with fi res anywhere aboard ship.

• Inform the bridge of the situation

• Reduce engine power

• Cut out the fuel injection pump of the cylinder concerned

• Increase lubrication to the respective cylinder

If a serious fi re occurs, shut down the engine after obtaining permission from the bridge and operate the fi xed steam fi re extinguishing system.

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A fi re should have died down after 5 to 15 minutes. This can be verifi ed by checking the exhaust gas temperatures and the temperatures of the doors to the piston bottoms.

Caution should be exercised whilst the fi re is burning to ensure that it does not cause a fi re in the engine room. Oil can leak onto the hot scavenge space sides and extreme care must be taken to ensure that this does not happen.

After it has been confi rmed that the fi re has been extinguished, the engine must be stopped as soon as possible and the cause of the fi re established. The scavenge space must be allowed to cool completely before access doors are opened to allow inspection.

Checks should be made on the cylinder running surfaces, piston rings, fuel injectors, valve groups in the scavenge space, piston rod gland and liner seals. Tie rod tension should be checked if the fi re has been severe.

After a careful check, or if necessary repair, the engine can be put back on load with a cut-in fuel injection pump and automatic cylinder lubrication.

Should a stoppage of the engine not be feasible and the fi re has died down, the fuel injection pump can again be cut in, the load increased slowly and the cylinder lubrication brought back again to the normal output. Avoid running for hours with considerably increased cylinder lubrication.

Preventative Measures

As can be seen from the causes, good engine maintenance goes a long way to safeguarding against fi res in the scavenge air spaces. The following measures have a particularly favourable infl uence:

• Use of correctly spraying fuel injectors and keeping the air and gas passages clean.

• Optimum adjustment of the fuel cams and of the fuel injection pump timing.

• When running continuously at reduced load, check the cylinder lubricating oil feed rate and readjust if necessary. Ensure that fuel atomisation and combustion is correct for the reduced load condition.

• The permanent drain of residue from the piston underside must always be checked. To prevent accumulation of dirt, the drain cock on the collector main must be opened for a short time each day.

Prevention of Crankcase Explosions

The oil mist in the crankcase is infl ammable over a very narrow range of mixture. Weaker or richer mixtures do not ignite. There must always be an extraneous cause to set off ignition, such as hot engine components. Only under these circumstances and the presence of a critical mixture ratio of oil mist and air can an explosion occur. A hot spot is the common feature of all crankcase explosions and this can be due to metal-to-metal contact at a wiped bearing, rubbing guide, defective piston rod gland, damaged thrust, unlubricated gear wheel, etc. or even due to a prolonged scavenge fi re. The hot spot provides the heat source to evaporate oil, which condenses to form mist like droplets which will ignite readily, and ignite the mist. If the mist concentration in the crankcase reaches a critical level, an explosion can occur.

The engine is equipped with an oil mist detector which constantly monitors the intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds the density limit.

Measures to be Taken when Oil Mist has Occurred

a) Do not stand near crankcase doors or relief valves or in corridors near doors to the engine room casing.

b) Reduce speed to slowdown level immediately, if not already carried out automatically. Explain the situation to the bridge and ask for permission to stop.

c) When the engine STOP order is received; stop the engine. Close the fuel oil supply. Maintain engine cooling and lubrication as the supply of lubricant will assist the cooling of the hot spot.

d) Switch off the auxiliary blowers.

e) Open the stores hatch.

f) Leave the engine room as a fi re can still occur even with the engine stopped because the mist will circulate in the crankcase and can come into contact with the hot spot.

g) Lock the casing doors and keep away from them.

h) Prepare the fi re fi ghting equipment.

i) Do not open the crankcase until at least 20 minutes after stopping the engine; ideally leave the engine for as long as possible before opening the crankcase doors as this will ensure that the hot spot has cooled below the ignition temperature and so any mist which persists will not ignite

from this source. It is important that no naked lights exist in the vicinity of the crankcase when the doors are opened in order to prevent ignition of residual mist from that source.

j) Stop the lubricating oil pump. Take off/open all the doors on one side of the crankcase. Cut off the starting air, and engage the turning gear.

k) Locate the hot spot. Feel over, by hand, all the sliding surfaces (bearings, thrust bearing, piston rods, stuffi ng boxes, crossheads, lubricant supply toggle lever pipes, gears, vibration dampers, moment compensators, etc.). Look for squeezed-out bearing metal, and discolouration caused by heat (blistered paint, burnt oil, oxidised steel). Keep possible bearing metal found at the bottom of the oil tray for later analysis. Prevent further hot spots by preferably making a permanent repair. Ensure that the respective sliding surfaces are in good condition. Take special care to check that the circulating oil supply is in order. The engine should not be restarted until the cause of the hot spot has been located and rectifi ed.

l) Start the circulating oil pump and turn the engine by means of the turning gear. Check the oil fl ow from all bearings, spray pipes and spray nozzles in the crankcase, camshaft drive gear wheel case and thrust bearing. Check for possible leakages from pistons or piston rods.

m) Start the engine. After running for about 30 minutes, stop and feel over surfaces for signs of abnormal temperature rise, especially feel over the sliding surfaces, which caused the overheating. It is possible that the oil mist is due to atomisation of the circulating oil, caused by a jet of air/gas, e.g. by combination of the following:

• Stuffing box leakages (not air tight).

• Blow-by through a cracked piston crown or piston rod (with direct connection to crankcase via the cooling oil outlet pipe).

• 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.

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Special Main Engine Associated 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 and wear goggles when taking indicator cards.

• Do not weld in the engine room if the crankcase is opened before being fully cooled.

• Turning gear must be engaged before working on or inside the engine as the wake from other ships in port or waves at sea may cause the propeller to turn. Also, isolate the starting air supply.

• Use warning notices at the turning gear starter and other control stations to warn personnel that people are working on the engine.

• Use gloves when removing O-rings and other rubber/plastic based sealing materials, which have been subjected to abnormally high working temperatures as they may have a caustic effect.

• Do not allow oil patches to remain on floors as personnel can easily slip resulting in injury.

• Oil spills, and particularly oily rags, anywhere present a fire hazard.

• Do not remove fire extinguishers from designated positions and ensure that any fire extinguishers which have been used are replenished immediately.

• Only use lifting equipment which has current certification.

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Oil MistDetector

Overspeed andSafety Shutdown

To P/S Panel

Vec-Cyl

Vit-Cyl

Emergency Control

RemoteControl

StartReverseAhead

ReverseAstern

Camshaft

Pick-up

El. Actuator

TurningGear

Ahead Astern

Start StartStopRun RunRun

Remote Control

EmergencyStop

Remote ControlTake Over

Remote ControlOn

Stop

Oil

To P/T Panel

Illustration 2.1.2a Main Engine Control System - Manoeuvring Control

Key

Starting Air Signal

Control Air Signal

Starting Signal

Stop Signal

Astern Signal

Ahead Signal

Hydraulic Oil

Cooling Water

Cooling Water

Upper Level

Lower Level

Starting Air

Control AirBoard Supply

To Other Cyl.From/ToHigh LevelTank

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2.1.2 MAIN ENGINE MANOEUVRING CONTROL

ENGINE TELEGRAPH SYSTEM

Description

The Norcontrol engine telegraph unit (ETU) system provides a complete command transfer system between bridge and engine room for operating the main machinery from the control room or the emergency control stand. The system performs two basic functions, these are:

1) To allow an operator to initiate engine change commands from the designated location directly to the engine via the remote control system. These changes can also be communicated, via the ETU pushbuttons and telegraph handle, to an operator who will implement these commands in the engine control room or the engine room.

2) To transmit messages between the bridge, engine control room and engine room via the sub-telegraph system pushbuttons.

An order printer logs the ETU commands.

The ETU comprises of one engine telegraph unit at each of the following locations:

• Bridge

• Engine control room

• Engine room at the local control stand

Engine Telegraph Systems

Each engine telegraph unit comprises a front panel, with pushbuttons marked on the panel, and Light Emitting Diode (LED) indicators giving status information. The ETU panel, its pushbuttons and their functions are described in the following sections.

The bridge and control room units each have a telegraph handle which can be used in a stepped position for predefi ned engine rpm settings, or, by turning the handle 90°, it is possible to obtain incremented engine rpm control, i.e., exact rpm settings.

The panel on the bridge is equipped with an automatic dimmer, which senses the room lighting and varies the intensity of the LEDs accordingly.

The engine local control stand unit has emergency telegraph pushbuttons grouped according to AHEAD, ASTERN and STOP commands. The names on the pushbuttons are self explanatory.

Engine Telegraph Unit

The ETU system consists of four panels, these being Sub-Telegraph Mode, Control Location, Telegraph Status and System.

1) Sub-Telegraph Mode

Provides information about the amount of operator interaction with the main engine.

FWEThis pushbutton selects the FINISHED WITH ENGINE (FWE) mode when the ship is in port and no further operator interaction is required.

StandbyThis pushbutton selects the STANDBY mode to indicate that constant operator/engine interaction is necessary. For example, entering or leaving a port or in manoeuvring situations which require constant use of the main engine.

At SeaThis pushbutton selects the AT SEA mode to indicate that the ship is at sea, under normal sailing conditions, and that no operator engine interaction is expected.

2) Control Location

Provides information about which operator station is controlling the engine.

EmergencyThe LED indicator is illuminated to indicate that control of the main engine is from the local (emergency) control stand in the engine room. It indicates that there is a direct communication between the bridge unit and the engine room unit.

Control RoomThe LED indicator is illuminated to indicate that control of the main engine is from the operator station in the control room. It indicates that there is direct communication between the bridge and the control room unit in the control room.

BridgeThis LED indicator is illuminated to indicate that control of the main engine is at the bridge, via the bridge control system and that all conditions for bridge control are fulfi lled.

3) Telegraph Status

Provides information on the status of the ETS.

New CommandThe LED indicator is illuminated when a new command is received at the unit. The LED indicator will extinguish when the command is acknowledged.

Wrong WayThe LED indicator is illuminated when the given telegraph command and the responding rotational direction of the propeller shaft do not correspond.

RCS Not ReadyThis LED indicator is illuminated when the remote control system is not ready to assume command of the engine. An audible alarm is also sounded.

4) System

Provides pushbuttons for silencing audible alarm/signals and testing LED indicators, and an LED indicator for the system’s self-monitoring status.

Lamp TestWhen pushed for less than 3 seconds, this pushbutton will test all the LED indicators on the ETS panel by causing all of them to become illuminated. When pressed for more than 3 seconds, this pushbutton will initiate the on-line test for all lamps and pushbuttons.

Sound OffIs used to silence audible alarms.

Internal FailThis LED indicator is illuminated when the self-monitoring program detects a communication failure or internal failure in the unit.

Telegraph Commands for the Engine

Direct control of the main engine is achieved via the telegraph handle for AHEAD, ASTERN and STOP commands. In this ETU installation, control of the engine is directed from the telegraph handle and each position controls the engine in preset rpm increments, according to which LED indicator is selected. Alternatively, the telegraph handle may be turned 90° for smoother operation.

Bridge control is achieved when the BRIDGE indicator is illuminated.

Control room control is achieved when the CONTROL ROOM indicator is illuminated.

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Illustration 2.1.2b Main Engine Control System - Bridge Control

AUTOMATION

Sensors And

Solenoid Valves

Terminals

Terminals

Safety System Unit Digital Governor

RPM InstrumentRev Counter Hour Counter

Chief Engineer's Office

Bridge

Wheelhouse

Bridge Wing

StarboardBridge Wing

Port

Main Engine Controls

Telegraph Order Printer

Engine Control Room

Engine Room

Main Engine

Local Control

Stand

RPM Detector

System

Power Supply 24V DC

Serial Comm. DC2000

Serial Comm. AC4/7

Parallel Comm. DGS 8800

Bridge Control Panel

AUTOMATION

ETUENGINE TELEGRAPH UNIT

EM

ERGENC

Y

STOP

SYSTEM

TELEGRAPH STATUS

CONTROL LOCATION

SUBTELEGRAPH MODE

CONTROL

AH ASTAH AST AH AST

AH AST

AH AST

ACTUATORREGULATOR

CONTROLDGU 8800eDIGITALGOVERNORUNIT

MODE

PARAMETER

STATUS ALARM MODE STATUS ALARM

DATA PARAMETER DATA

CONTROL MODES

TEST

TEST

TEST

CHANGELOCK

OPEN

CONTROL

CONTROL

Watertight

Instrument

With Dimmer

Watertight

Instrument

With Dimmer

REMOTECONTROLSYSTEM

ALARM

STARTAIR PR. COMMANDRPM. ENGINERPM.

CANCEL

SHD

CANCEL

SLD

CANCEL

LIMITATION

CANCEL

LOAD

PROGRAM

CANCELFUNCTIONS

ROUGH

SEA

LAMP

TEST

COMMIS.

LOCK

OTHER FUNCTIONS

MISCELLANEOUS

ENGINE

ROOMBRIDGE

COMMANDPOSITION

INDICATION

* * ** * * * *

DOWN UP* *

RESET

STATUS WARNING

CONTROL

HA334403A

DIMMER

R

COMMANDPOSITION

CANCELFUNCTIONS OTHERFUNCTIONS

UPUPUPUP

UPUPUP

UPUPUPUP

SYSTEMSTATUSMODE

UPUP

UPUPUPUP

UP

OPU 8810ORDERPRINTERUNIT

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The LED indicators in the control room unit and engine room unit illuminate to correspond to the telegraph handle position in the bridge unit. A short audible signal is given in the control room and engine room for each engine order change. All changes and commands are logged on the order printer.

Procedure for Direct Control from the Bridge or Control Room

a) Check that the BRIDGE (or CONTROL ROOM) indicator is illuminated; selection of control location is made by means of the pushbuttons on the AC4 panel in the control room as explained below.

b) At the telegraph handle, check that the telegraph handle is in the STOP position and the STOP LED indicator is illuminated.

c) Push the desired engine command from the AHEAD or ASTERN group.

Communicating Engine Commands to Personnel

When this method is used, the ETU only communicates engine commands between its units and the engine personnel/operator who initiates the engine changes in the control room or the engine room local control stand.

Communication and Command Response

Normally, commands originate from the bridge unit to the operator station (control room or local position). Personnel at the operator station unit then acknowledge commands from the bridge unit.

When a command is given from the bridge unit, the pushbuttons and LED indicators illuminate on the ETS panels at the operator station units in the control room and the engine room local stand. These correspond with the pushbutton and LED indicator illuminations on the bridge as follows:

FlickeringA new command has been received but has not been acknowledged. The bell will also sound until the command is acknowledged.

SteadyThe command has been acknowledged.

Procedure for Changing the Control LocationFrom Control Room to Bridge

a) At the ETU panel press the STANDBY pushbutton.

b) Set the telegraph handle to match the engine rpm.

c) Press the command pushbutton BRIDGE CONTROL on the AC4 panel in the control room. The lamp fl ashes and buzzer sounds on the bridge.

d) The command position CONTROL ROOM control lamp continues with a steady light.

e) At the bridge AC4 panel press the command position BRIDGE CONTROL pushbutton (fl ashing green), the pushbutton illumination will change to a steady light and the buzzer will be turned off.

f) The engine can now be controlled from the bridge using the telegraph handle.

From Bridge to Control Room

a) At the bridge ETU panel press the STANDBY pushbutton.

b) Press the command pushbutton CONTROL ROOM on the AC4 panel on the bridge; the lamp fl ashes and the buzzer sounds.

c) The command position BRIDGE CONTROL lamp continues with a steady light.

d) When acknowledged from the engine room the CONTROL ROOM lamp turns to a steady light and the BRIDGE CONTROL lamp is extinguished.

e) The engine can now be controlled from the engine control room using the telegraph handle.

From Control Room to Engine Room Local Stand

a) Move one of the fuel handles at the local control stand out of the remote position.

b) The engine can now be controlled from the local control stand.

From Local Control Stand to Control Room

a) Move all three local control stand fuel levers to the REMOTE position.

b) At the local control stand ETU press the command location REMOTE CONTROL pushbutton.

c) Press the command pushbutton CONTROL ROOM on the AC4 panel in the engine control room.

f) The engine can now be controlled from the engine control room using the telegraph handle.

Procedure for Communication from the Bridge to the Control Room Unit

a) In the control location section of the ETU panel, check that the CONTROL ROOM pushbutton is illuminated to indicate the communication link.

b) At the bridge unit move the telegraph handle to the new engine command position. The LED indicator at the bridge unit and the control room unit, which corresponds with the new command position on the telegraph handle, will fl icker and a bell will sound in the control room.

The ETS panel now shows three illuminated telegraph pushbuttons:

• The LAST ACKNOWLEDGED COMMAND LED indicator on the telegraph handle has a steady illumination.

• The NEW COMMAND pushbutton has a steady illumination to indicate that a new command is given.

• The LED indicator for the new telegraph handle position is flickering.

c) When the command has been carried out, the operator at the control room will move the telegraph handle to the position corresponding to the fl ickering LED indicator, thereby acknowledging that the new command has been carried out. The telegraph handle will have only one LED indication with steady illumination.

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Procedure for Communication from the Bridge to the Engine Room Unit

a) In the control location section of the ETU panel, check that the EMERGENCY pushbutton is illuminated to indicate the communication link, when selected as described above.

b) At the bridge unit, position the telegraph handle for the engine command.

c) The LED indicator at the bridge unit and the engine room unit, which corresponds with the new command position on the telegraph, will fl icker and a bell will sound in the control room.

The ETU will show three telegraph pushbuttons illuminated:

• The LAST ACKNOWLEDGED COMMAND LED indicator on the engine telegraph has a steady illumination.


• The NEW TELEGRAPH position LED indicator is flickering.

d) When the command has been carried out, the operator at the engine room will press the fl ickering telegraph pushbutton to acknowledge that the new command has been carried out. The telegraph handle will have only the one LED indicator with steady illumination.

Sub-Telegraph System Controls and IndicatorsControl Location

This panel section indicates the communication link between the bridge unit and an operator station unit. The control location is indicated according to the position selected by the control lever, or other type of control, in the control room. The indicators are:

Emergency: Engine room operator station unit

Control Room: Engine control room operator station unit

Bridge: Control directly from the bridge

Procedure for Communication from the Bridge to the Control Room Unit

a) In the CONTROL LOCATION section of the ETU panel, check that CONTROL ROOM is illuminated to indicate a communication link.

b) At the bridge unit, press the pushbutton for the desired (new) command: FWE, STANDBY, AT SEA

c) The LED indicator at the bridge unit and the control room unit, which corresponds with the new command position, will fl icker and a bell will sound in the control room. The ETU panel now shows three illuminated telegraph pushbuttons:

• The LAST ACKNOWLEDGED COMMAND LED indicator for the sub-telegraph mode has a steady illumination.


• The new sub-telegraph LED indicator is flickering.

When the command has been carried out, the operator at the control room unit will press the pushbutton with the fl ickering LED indicator, to acknowledge that the new command has been carried out; only the new ETU LED indicator now will have a steady illumination. The NEW COMMAND pushbutton and the previous ETU mode LED indicator will no longer be lit.

Emergency Stop Operation

a) Push the EMERGENCY STOP switch to stop the engine immediately.

b) Push downward and turn the switch to reset the EMERGENCY STOP switch.

c) The stop valve must be reset.

Main Engine Control System

The remote control system provides an interface between the engine telegraph system and the main engine control system. It comprises all of the elements which are necessary for the operation, monitoring and the safety of the engine.

The system includes the programming control, which can be bypassed in an emergency, for the gradual increasing of the engine speed, in the range of the engine manufacturer’s recommendation. The system sets the speed for the various manoeuvring conditions.

In general, the control of propulsion machinery from the wheelhouse is kept as simple as possible and the control station is provided with only those indicators and equipment necessary for the effective control of speed, ahead and astern and the emergency trip of the main engine.

The automatic bridge control system performs the following functions:

• Starting of the engine

• Reversing the engine

• Speed setting by telegraph/lever from bridge

• Safeguarding and monitoring the engine

• Manual operation via electric control lever from the ECR

• Automatic run-up program

• Critical speed ranges passed through at maximum rate

• Crash manoeuvre program

• Manoeuvre mode selectable from bridge, with limited speed set point in ahead direction

• Bad weather limitation

• Manual speed and fuel limitation

• Torque and smoke limitation

• Automatic start manoeuvre, including slow turning with air, when the main engine has been stopped for more than an adjustable time

• An automatic load reduction by an external signal from the safety device

• Start prevention in case of predetermined criteria, e.g. turning gear engaged, emergency stop etc

• Speed measurement by inductive pick-ups

• Test and simulation functions

• The system is self-monitoring, including the vital periphery units

• Propeller shaft revolution indicator

• A separate rpm pick-up is provided supplying the following instruments

• Indicator with dimmable illumination, in the wheelhouse and at both bridge wings

• Indicator on the bridge console and engine control console

• Revolution counter on engine control console

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The majority of the units required for the engine control are arranged in the immediate vicinity of the local manoeuvring stand at the fl ywheel end.

The reversing servomotor moves the fuel cams on the camshaft for forward or reverse engine rotation. The servomotor positions the fuel injection point to the correct moment corresponding to the direction of rotation.

The starting air distributor controls the starting valves in the cylinder covers in such a way that starting air enters the cylinders in the exact sequence and moment to turn the crankshaft.

The starting cut off valve is actuated by remote control for the following functions:

• End of start

• Starting time limitation

• Firing speed is reached

• Start interval cut out (interruption after several ineffective starts)

• Slow turning (integrated in the starting system)

When starting, the shut-off valve releases starting air, which operates the starting valves in the cylinder head, causing the engine crankshaft to turn. In all other operating positions the shut-off valve remains closed, thus preventing an undesired supply of starting air into the cylinder. Depending on the desired direction of rotation, the reversing valve directs control oil pressure to the reversing servomotor on the camshaft, thus bringing it to the respective position. As a safeguard the regulating linkage will not be freed until the engine turns in the desired direction of rotation. To measure the engine speed, a speed pick up unit is situated below the bearing housing of the camshaft driving gear wheel. The electric signal of the speed value is sent to the remote control system, which in turn will operate the regulating linkage to maintain the speed at the set point. The pneumatic logic unit is installed below the local manoeuvring stand. Rods serve as connecting links to the local manoeuvring stand. The safety cut-out device stops the engine independently of the fuel injection pump regulating linkage. The mechanical components of the safety cut out device are mounted on each fuel injection pump block, stopping the fl ow of fuel from the fuel injection pumps as soon as the corresponding command is triggered.

The fuel injection pump regulating linkage transmits the movement of the governor output lever to the eccentric shaft, which controls the spill valve of the fuel injection pumps.

The load dependant variable controlled injection (VIT) infl uences the control of the valves in the fuel pumps. The maximum fi ring pressure is kept constant in the upper load range, which provides for reduced fuel consumption.

Variable exhaust valve closing (VEC) allows for optimisation of power and regulation of exhaust gas fl ow for turbocharger performance.

Main Engine Back-Up Controls

The control room is provided with a back-up control system to allow control of the engine from the control room should the main remote control system become inoperative.

The engine may be started and stopped and its speed regulated from this location. In order to allow for control from the back-up panel the switch must be turned from the NORMAL to the BACK-UP position.

Emergency cylinder lubrication and variable exhaust control may also be activated from the back-up panel.

0 10

5

EMERG.

CYL.

LUB.ON

EMERG.

CYL.

LUB.ON

TAKE

OVER

TAKE

OVER

VEC. EMERG.

CONTROL

ON

VEC. EMERG.

CONTROL

ON

01

23

45

6

78

9

Illustration 2.1.2c Main Engine Back-Up Control Panel

MAIN ENGINE BACK-UP CONTROL

LOAD INDICATOR CONTROL

NORMALBACK

UP BACK-UP ACTIVE

ME SPEED

SETTING

STOP

AHEAD ASTERN

START START

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AH AST

AH AST AH AST

AH AST

Sensors And

Solenoid Valves

Engine Room

Terminals

Terminals

Engine Control Room

RPM Instrument Rev Counter Hour Counter

Watertight Instrument

With Dimmer

Watertight Instrument

With Dimmer

Chief Engineer's

Office

Bridge

Bridge Wings

Main Engine

RPM Detector

System

Sensor

Connections

Power Supply 24V DC

Serial Comm. DC2000

Serial Comm. AC4/7

Parallel Comm. DGS 8800

Illustration 2.1.3a Main Engine Safety System

Safety System Unit

CONTROL

Bridge Control Panel

REMOTECONTROLSYSTEM

ALARM

STARTAIR PR. COMMANDRPM. ENGINERPM.

CANCEL

SHD

CANCEL

SLD

CANCEL

LIMITATION

CANCEL

LOAD

PROGRAM

CANCELFUNCTIONS

ROUGH

SEA

LAMP

TEST

COMMIS.

LOCK

OTHERFUNCTIONS

MISCELLANEOUS

ENGINE

ROOMBRIDGE

COMMANDPOSITION

INDICATION

* * ** * * * *

DOWN UP* *

RESET

STATUS WARNING

CONTROL

HA334403A

DIMMER

R

COMMANDPOSITION

CANCELFUNCTIONS OTHERFUNCTIONS

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2.1.3 MAIN ENGINE SAFETY SYSTEM

System Description

The engine safety system operates in parallel with the bridge manoeuvring system. It monitors, controls and protects the propulsion plant independently from the bridge manoeuvring system. It protects the plant against adverse operating states in such a way that an alarm is not created until one of the limit values is exceeded. All limits are set to a value that poses no danger to the propulsion engine if they are exceeded.

If a potentially dangerous value reaches the limit such as high cooling water temperature, low LO pressure etc., the safety system will not only activate an audible and visual alarm, it will send two signals to the bridge manoeuvring system:

A SLOWDOWN request inclusive of a SLOWDOWN alarm and/or a SHUTDOWN request inclusive of a SHUTDOWN alarm.

The alarm is active before action is carried out in parallel by the bridge manoeuvring system.

Equipment

The hardware confi guration consists of:

• The operating panel, located in the ECR

• A group of electronic modules installed in the Propulsion Control Cabinet, (PCC)

• The illuminated EMERGENCY STOP pushbuttons, located in each wing console, on the bridge console, on the ECR console and on the local panel in the engine room

Operating Panel

The operator is able to communicate with the safety system using the operating panel. The panel is located in the ECR console. The front panel is divided into three parts.

• The display, located in the upper right part

• Three rows of keys below the display

• A group of 2 signal lights and 3 vertical lines of keys at the left side

The display shows information about the operating state. It is possible to read all nominal and actual values and other operating data or the contents of lists. The request to change the operating state and condition is carried out by using the keys, which are shown on the display. Alarms and internal faults

are shown on the display and additionally by signal lights, audibly signalled via a buzzer.

At the left side of the display are two signal lights

• Signal light ALARM, illuminated if a limit value is exceeded

• Signal light FAULT, illuminated if an internal hardware or interface failure occurs

Description of the Button Functions

SOUND OFFAudible acknowledge

ALARM ACKNVisual acknowledge

SLOWDOWN CANCELPressing this button which is adjacent to the alarm condition activates the slowdown cancel, i.e. the slowdown signal will be suppressed as long as the cancel is active. If the button is pressed again it deactivates the function and the slowdown signal becomes active again. This slowdown cancel function is only applicable to alarm conditions which are designated as cancellable.

SLOWDOWN RESETThis button has to be pressed when no slowdown criterion is active any more and normal operating conditions are reached again. The engine speed increases to the desired value set by the control lever.

SHUTDOWN CANCELPressing this button activates the shutdown cancel, i.e. the shutdown signal will be suppressed as long as the cancel is active. If the key is pressed again it deactivates this function and the shutdown signal becomes active again. This shutdown cancel function is only applicable to alarm conditions which are designated as cancellable.

EMERGENCY STOP pushbuttonsFor the manual release of an emergency stop of the propulsion engine, several pushbuttons are available as described above.

Operating Procedures

The safety system provides the following functions

• Slowdown

• Shutdown

• Slowdown with subsequent shutdown

Slowdown

The automatic slowdown serves to relieve the main engine, e.g. by decreasing the engine load. This can be made either automatically by signal transmission to the automatic propulsion control or the operator is requested by the alarm to intervene.

All control elements and displays for the slowdown are arranged on the bridge and in the ECR.

If a slowdown criterion occurs for a pre-defi ned cancellable alarm a pre-alarm is activated. If the alarm is defi ned as a non-cancellable alarm then the engine will slow down immediately if the engine speed is above the pre-defi ned safety limit. If the alarm is defi ned as cancellable then a pre-alarm time delay is initiated allowing the operator to override the slowdown if necessary. The delay time for the pre-alarm can be adjusted. If the alarm is activated, an audible and visual alarm is given on the ECR panel. With the pre-alarm activation, the delay time (e.g. 6 seconds) for the slowdown intervention starts to count down.

The horn signal is reset on the operating panel by pressing the SOUND OFF button followed by the ALARM ACKN. for audible acknowledgement. Visual acknowledgement is done in the alarm list. In doing so, the LED ALARM changes into a steady light.

After expiry of the slowdown delay time, the slowdown order is transmitted to the manoeuvring system. The slowdown is visually indicated on the bridge panel and on the ECR panel.

If the slowdown criterion disappears during the countdown of the delay time, the slowdown will not be carried out. In the alarm area the SLOW DOWN LED code OP. CODE 24 is illuminated. After the alarm condition has been rectifi red the OP. CODE 24 indication will extinguish.

Function SLOWDOWN CANCEL

In case of emergency, e.g. ship before engine, a slowdown process can be suppressed by actuating the function CANCEL button adjacent to the alarm that has been activated. By means of this control function the slowdown process is cancelled. The SOUND OFF and ALARM ACKN. buttons should be pressed before the cancel function button is operated. In the alarm area the SLOWDOWN CANCELLED code OP. CODE 26 is illuminated as a steady light. The slowdown is reset after the engine operating condition is returned to the pre-alarm level.

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Illustration 2.1.3b Main Engine Safety System Panel

CHANGE

LOCK

OPEN

SHUT DOWN

LOOP

FAIL

OP.

CODE

01

02

OVERSPEED

MAIN BEAR. LO & PISTON COOL LO

TOO PRESSURE LOW

NON-CANCELLABLE

MAIN BEAR. LO & PISTON COOL LO

PRESSURE LOW

CANCELLABLE

CYLINDER COOL. WATER INLET

PRESSURE LOW

NON-CANCELLABLE

CANCEL

03

CANCEL

04

CANCEL

05

CANCEL

06

CANCEL

07

35

SLOW DOWN

CANCEL

LOOP

FAIL

OP.

CODE

09 JACKET COOLING WATER

OUTLET TEMPERATURE HIGH

CANCELLABLE

THRUST BEAR. LUB. OIL


CANCELLABLE

OIL MIST

CONCENTRATION HIGH

NON-CANCELLABLE

JACKET COOLING WATER

INLET PRESSURE LOW

CANCELLABLE

MAIN BEAR. / PISTON LUB.OIL

INLET PRESSURE LOW

CANCELLABLE

MAIN BEAR. / PISTON LUB.OIL

INLET TEMPERATURE HIGH

CANCELLABLE

PISTON COOLING OIL


CANCELLABLE

CANCEL

08

CANCEL

10

CANCEL

11

CANCEL

12

CANCEL

13

CANCEL

DOWN

14

UP DOWN UP LOWER RAISE ENTER TEST

SLOW DOWN ALARM

RPM - LEVELS

RPM - DETECTOR SYSTEMS

COMMIS.RESET

STATUS WARNING OP.CODE PARAMETER VALUE

CANCEL

LOOP

FAIL

OP.

CODE

16

EXHAUST GAS CYLINDER

OUTLET T.H / DEV.T.H.

CANCELLABLE

NO.1 CYLINDER LUB. OIL

INLET NON-FLOW

CANCELLABLE

EMERGENCY STOP SWITCH

SHUT DOWN

SLOW DOWN

SHUT DOWN CANCELLED

SLOW DOWN CANCELLED

CRITICAL RPM

SAFETY CONTROL AIR PRESS. LOW

RPM DETECTOR FAIL

LOOP FAIL.EM. STOP SWITCH

22

23

24

25

26

27

28

29

30

ALARM BLOCK

RPM 1

RPM 2

RPM 3

31

32

33

34

CHARGE AIR PISTON

UNDERSIDE TEMPERATURE HIGH

CANCELLABLE

T/C LUB. OIL


CANCELLABLE

T/C LUB. OIL

PRESSURE LOW

CANCELLABLE

CANCEL

15

CANCEL

17

CANCEL

18

CANCEL

19

SYSTEM

NO.1

FAIL 1

41

I.O

COMMIS

OPCODE

40

SLOW

DOWN

ALARM

ACKN.

SOUND

OFF

SHUT DOWN VALVESEM. STOP VALVE ACTIVATED

393837

AUTO

42

SYSTEM

NO.2

43

FAIL 2

CANCEL

20

CANCEL

21

SYST. OPERATION

I/O SIMULATE

RECEIVE

TRANSMIT

INT. POWER FAIL.

COMMUNICATION

MEMORY

INPUT/OUTPUT

FAILSAFE

SAFETY SYSTEM UNIT

PISTON COOLING OIL

NON-FLOW

CANCELLABLE

CONTROL

NO.2 CYLINDER LUB. OIL

INLET NON-FLOW

CANCELLABLE

EXH.V/V SPRING AIR

PRESSURE LOW

NON-CANCELLABLE

T/C LUB OIL

PRESSURE LOW

NON-CANCELLABLE

2.1 - Page 18 of 26


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Function SLOWDOWN RESET

The slowdown initiation can be reset from the ECR panel by means of the function button RESET SLOWDOWN or shifting the active telegraph lever to a value below the slowdown speed limit.

If the reset was successfully carried out after pressing the button, the slowdown signal is reset and the indication SLOWDOWN CANCELLED on the alarm display of the operating panels is deleted.

After the reset the engine is independently set again to the value required by the control lever via the automatic propulsion control if the reset was done using the function buuton RESET SLOWDOWN. Otherwise the engine remains at the speed ordered by the telegraph setting.

Automatic Shutdown

In case of an automatic shutdown the propulsion system is immediately stopped if the alarm condition is pre-defi ned as non-cancellable. The signal acts directly on the shutdown system of the main engine.

All control elements and indications for the automatic shutdown are arranged on the bridge, in the ECR and in the engine room. On the SSU 8810 safety panel in the ECR the EMERGENCY STOP VALVE ACTIVATED LED OP. CODE 35 will be illuminated.

Cancellable Shutdown

If a pre-defi ned cancellable shutdown criterion occurs, a pre-alarm is activated. The delay time for the pre-alarm can be adjusted. If the pre-alarm is activated, an audible and visual alarm is given on the ECR panel and in the engine room. With the pre-alarm activation, the delay time (e.g. 6 seconds,) for the shutdown intervention starts.

The alarm signal is accepted and cancelled on the operating panel by pressing the SOUND OFF then the ALARM ACKN. button followed by the cancel button adjacent to the shutdown alarm. In the ALARM area the SHUT DOWN CANCELLED LED will fl icker. The LED will continue to fl icker until the shutdown alarm condition has been rectifi ed or the cancel button is pressed again.

After expiry of the shutdown delay time when no cancel function has been initiated, the shutdown process is started and visually indicated on the bridge panel, on the ECR panel and in the engine room.

Restart of the engine after a shutdown is possible only after eliminating the reason for the emergency shutdown and setting the telegraph handle to the STOP position.

If the cancellable shutdown criterion disappears during the countdown of the delay time, the shutdown will not be carried out.

Manual Emergency Stop

In addition to the automatic shutdown there are emergency stop pushbuttons for the manual shutdown on the bridge, in the ECR and in the engine room. In order to avoid any unintended activation, the pushbuttons are equipped with cover plates.

The classifi cation requires an independent shutdown initiation. For that reason the emergency stop pushbutton contains two switch levels. One stop signal acts directly on the stop valve and the other stop signal into the safety system. The emergency stop is indicated on the operating panel in plain text. In addition an alarm is given and the LED alarm EMERGENCY STOP SWITCH fl ashes with full brightness.

The initiation place for manual emergency stop is indicated in the alarm list.

When the emergency stop is cancelled, the shutdown has to be reset as described before.

2.1 - Page 19 of 26


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Electric Fuel

Actuator

Scavenger Air

Transducer

RPM

Detector

Fuel Index

Indicator

Bridge Control

System

DGU 8800e220 V AC

(3 phase)

Servo Monitor

220 V AC

(1 phase)

Control Voltage

TRAFO

001

Main Engine

CONTROL

DSU

Digital

Servo Unit

Control Room

Manual Handle

Illustration 2.1.4a Digital Governor System

Digital Governor

(GENERAL INFORMATION)

1

2

3

4

5

MODE SELECT

RPM COMMAND

RPM MEASURED

SCAV. AIR PRESSURE

MAN. RPM LIMIT

MAN. FUEL LIMIT

RPM DEADBAND

OTHER STATUS

OTHER ALARM

(RPM)

(RPM)

(BAR)

(RPM)

(RPM)

6

7

8

9

10

SERVO DEVIATION OUTPUT

1

2

3

4

5

MODE SELECT

FUEL COMMAND

FUEL OUTPUT

SERVO DEADBAND


FEEDBACK FAIL

IN-DATA ERROR

OTHER STATUS

OTHER ALARM

6

7

8

9

10

ACTUATORREGULATOR

CONTROL

DIGITALGOVERNORUNIT

NORMAL

IDLE

SETPOINT

TEST

CALIBRATE

SELF TEST

REGULATOR ON

START

STOP

RPM LIMIT ON

FUEL LIMIT ON

OTHER

LOW VOLTAGE

RPM DETECT. FAIL

IN-DATA ERROR

OUT-DATA ERROR

SYSTEM IN TEST

OTHER

NORMAL

IDLE

TEST

CALIBRATE

SELF TEST

SERVO ON

MANUAL CONTR.

EXTERNAL STOP

SERVO BLOCKED

OTHER

LOW VOLTAGE

FEEDBACK FAIL

IN-DATA ERROR

SERVO AMPL. FAIL

SYSTEM IN TEST

OTHER

MODE

PARAMETER


DATA PARAMETER DATA

CONTROL MODES

TEST

TEST

TEST

CHANGELOCK

OPEN

FUEL

SETPNT

ROUGH

SEA

CONST.

FUELRATE RATE- + - +

CMD RPM PITCH SCAV CAL

SERVO

ON

DEACTIVATE

SERVO

DOWN UPUPDOWNUPDOWN SAVE UPDOWNSAVE

LAMP

TEST

RESET

LAMP

TEST

RESET

SET FUEL AUTO

NO VALUE NO VALUE

2.1 - Page 20 of 26


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2.1.4 MAIN ENGINE DIGITAL GOVERNOR

DESCRIPTION

The digital governor unit (DGU 8800e) is a complete package, which fulfi ls all the tasks for governing the speed of low-speed, long-stroke diesel engines. The governor makes fuel adjustments in response to the desired engine speed but does this with consideration for other limiting conditions such as the barred operating speed range, scavenge air pressure and rate of speed increase. Such restrictive conditions are entered into the governor’s computer and the system responds automatically under all circumstances. The barred speed range for this ship is 33 to 41 rpm.

The system responds to slowdown and shutdown signals from external safety systems. Fuel saving features, such as load limiting functions, are included.

The DGU 8800e performs computerised handling of all measurements and control signals. It includes panel pushbutton fl exibility to select, adjust, and test the system performance. An electric actuator controls movement of the fuel servo, with a 3-phase brushless servomotor acting as the power medium.

The main purpose of the DGU 8800e system is to control the position of the engine fuel servo, in order to maintain an engine speed equal to a reference setting. The system is composed of two separate and self-contained subsystems, the speed regulating function and the fuel actuator function.

The speed pick-up sensors are of an inductive type, duplicated and are mounted by the engine gear wheel inside the main engine.

Engine charge air pressure is measured to be able to limit the fuel injection according to the charge air pressure value.

The speed reference input to the system may be from one of three points, selectable from either the bridge control system, the control room back-up system or the local control panel at the emergency stand.

Regulator FunctionsThe main purposes are:

• Speed reference computation

• Speed measurement and filtering

• Output and limit the command signal to the fuel actuating function

In addition, the regulating function has several sub-functions, such as:

• Displaying data values

• Programming user-dependent parameters

• On-line testing

• Off-line testing

• Selection of alternative mode operations

Actuator Function

The main purposes are:

• Sense the actuator position command from the regulator

• Positioning the actuator (and fuel rack) according to the commanded value

In addition, the actuating function contains several secondary functions:

• Limiting speed of fuel rack

• Output for fuel rack (actuator) indication

• Displaying data values

• Repeatedly testing of system failures

The DGU 8800e digital governor system consists of the following basic units:

DGU 8800e Digital Governor Unit

The unit has an internal power pack for low voltage distribution. The panel allows direct operator control of system functions.

DSU Digital Servo Unit

The servo amplifi er together with the power unit are the electric actuator’s control unit and it controls the electric actuator speed.

RPM Detectors

The speed pick-ups are two inductive proximity switches, mounted near the engine fl ywheel in a waterproof box. The sensing distance to the fl ywheel is 2.5mm ± 0.5mm.

Scavenge Air Transducer

The TRAFO 001 transformer is the interface between the mains electrical supply and the DSU.

This transformer supplies the electric actuator’s power amplifi er with 135V AC power.

ELACT Electric Actuator

This is of the brushless servomotor type. It is an electro-mechanical unit with a built-in brake which activates in the event of a system or power failure and keeps the fuel rack in the current position. The fuel index, or actuator position, is measured with an absolute encoder mounted directly on the servomotor. The servomotor output shaft is connected to the fuel rack.

The governor has six operating modes:

NORMAL ModeThis is selected for normal running and transfer to this mode is done automatically when the manoeuvring handle is moved.

IDLE ModeIn this condition the actual real time processing of the governor is not critical and it is normally selected when the engine is stopped but may be used at other times depending upon engine operating circumstances.

SET POINT ModeThis feature allows certain operating parameters to be set at levels other than the normal conditions. It allows for emergency operation of the engine. If the FUEL SETPNT button on the front panel is pressed after the CHANGE LOCK switch has been opened, fuel control is diverted to the command handle. In this mode there will be a SYSTEM IN TEST alarm.

TEST ModeThe TEST mode may be initiated from the NORMAL or IDLE modes. Input values can be set directly from the front panel and the response of the system can be checked with actual inputs from system transducers. In this mode there will be a SYSTEM IN TEST alarm.

CALIBRATE ModeCalibrate mode may be transferred from both normal and idle modes. In normal running mode the CAL test button initiates an overlaying rpm value to the real input value. The disturbance may be initiated in order to test governor response. In idle mode an overlaying shift signal adds to the value of chosen selection by pushing the CMD or rpm buttons.

SELF TEST ModeCalibration mode can only be initiated from the idle mode condition. In this mode the hardware memory of the computer is tested.

2.1 - Page 21 of 26


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1

2

3

4

5

MODE SELECT

RPM COMMAND

RPM MEASURED

CHARGE AIR PRESSURE

MAN. RPM LIMIT

MAN. FUEL LIMIT (Li POS)

RPM DEADBAND

OTHER STATUS

OTHER ALARM

(RPM)

(RPM)

(BAR)

(RPM)

(RPM)

6

7

8

9

10

SERVO DEVIATION OUTPUT

1

2

3

4

5

MODE SELECT

FUEL COMMAND

FUEL OUTPUT

SERVO DEADBAND


FEEDBACK FAIL

IN-DATA ERROR

OTHER STATUS

OTHER ALARM

6

7

8

9

10

ACTUATORREGULATOR

CONTROL

DIGITALGOVERNORUNIT

NORMAL

IDLE

SETPOINT

TEST

CALIBRATE

SELF TEST

REGULATOR ON

START

STOP

RPM LIMIT ON

FUEL LIMIT ON

OTHER

LOW VOLTAGE

RPM DETECT. FAIL

IN-DATA ERROR

OUT-DATA ERROR

SYSTEM IN TEST

OTHER

NORMAL

IDLE

TEST

CALIBRATE

SELF TEST

SERVO ON

MANUAL CONTR.

EXTERNAL STOP

SERVO BLOCKED

OTHER

LOW VOLTAGE

FEEDBACK FAIL

IN-DATA ERROR

SERVO AMPL. FAIL

SYSTEM IN TEST

OTHER

MODE

PARAMETER


DATA PARAMETER DATA

CONTROL MODES

TEST

TEST

TEST

CHANGELOCK

OPEN

FUEL

SETPNTROUGH

SEA

CONST.

FUELRATE RATE- + - +

CMD RPM PITCH SCAV CAL

SERVO

ON

DEACTIVATE

SERVO

DOWN UPUPDOWNUPDOWN SAVE UPDOWNSAVE

LAMP

TEST

RESET

LAMP

TEST

RESET

SET FUEL AUTO

NO VALUE NO VALUE

Illustration 2.1.4b Digital Governor Panel

2.1 - Page 22 of 26


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Programmable Functions

The DGU regulating functions have to be set with parameter values and these can be altered to suit changes in operating circumstances. The main programmable functions are:

• Starting set points of fuel and extension time after starting

• Acceleration limiting of speed commanding signal

• Critical speed ranges (33 - 44 rpm)

• Maximum limit of rpm command value

• Scavenge air/index limiting characteristic

• Speed index limiter (torque limiter)

• Maximum limit of actuator position

• Regulator gain characteristic

• Error band gain setting

• Command feed-forward influence in fuel setting

• Filtering of speed oscillations caused by engine firing action

Regulator Operator PanelPanel Layout

The panel has a removable change lock key which has to be in the OPEN position to allow changes to be made in the system’s most critical parameters. In addition, a special service code must be entered to ensure that only authorised personnel can modify the system parameters.

Regulator Indicator Lamps

Lamps are arrayed in three groups: Mode, Status and Alarm. Mode lamps indicate the main constraints under which the regulator function is operating. These are: Normal, Idle, Set Point, Test, Calibrate and Self Test. Status lamps indicate a running condition that restricts or refl ects the system performance.

REGULATOR ON. The system is in running status with regulation of the fuel index on the engine.

START. Starting phase is activated. Fixed fuel in starting position.

STOP. System in engine stop condition. RPM command set point is zero.

RPM LIMIT ON. RPM command setting is restricted by a limiting condition such as manual limit setting or critical speed range.

FUEL LIMIT ON. Regulated fuel output is restricted by automatic limiting such as manual limit setting, speed limiting or scavenge air limiting.

OTHER. Other will indirectly refl ect a status which can be determined by considering the parameter panel.

Regulator ALARM/WARNING LampsAny system malfunction is indicated by the warning lamps.

LOW VOLTAGE. Low system power supply.

RPM DETECTOR FAIL. Hardware failure of rpm detector system.

IN-DATA ERROR. Analogue input signal failure on rpm command or scavenge air sensor.

OUT-DATA ERROR. Communication failure between regulator card and actuator card.

SYSTEM IN TEST. System is in test or calibration mode.

OTHER. Refl ects old alarm conditions which have disappeared but have not been reset.

Parameter and Data Areas

This section of the panel has facilities for changing system parameter values.

Control Mode Buttons

These buttons enable the governor to change the fuel supply to suit particular operating conditions. The CONST FUEL and ROUGH SEA buttons may be selected without restriction but the FUEL SETPNT button may only be operated when the key lock is unlocked and the function parameter is enabled.

Regulator Test Buttons

These buttons may be used in all operating modes and pressing one of the upper buttons, CMD, RPM, SCAV and CAL, inputs data directly from the panel thus simulating an input. The value of the signal may be increased or reduced by pressing the + or - buttons.

Actuator Operating Panel

Actuator indicator lamps are arranged in three groups; Mode, Status and Alarm. Any number of lamps may be lit at the same time indicating the status of the actuator system.

Actuator Parameter and Data Areas

In the parameter area is a list of parameters together with their identifi cation numbers. Selecting a number causes the value of the parameter to appear in the data display. Changes in any parameter value can be made using the up and down buttons but the change lock must be unlocked. The parameter value as adjusted can be saved by pressing the SAVE button.

Actuator Test Buttons

These buttons may be operated to test or calibrate the actuator system.

ProceduresPower On

a) Ensure that the AC mains is connected and that 3-phase voltage is reaching the digital servo unit and single phase voltage is available for voltage control.

b) Operate the DC power on circuit breakers inside the DGU8800e.

c) REG-UP and ELA-UP should appear in the data display. If this is a power-up after changing memory, some time may elapse before the display appears.

Power Off

Once the system is powered up, power should not be switched off unless it is an emergency or for routine servicing. If powering down is necessary, any altered parameters which are required should be saved using the SAVE button before power is removed.

Start Command

a) Select regulator parameter 2 and actuator parameter 3 (for information only).

b) Move the manoeuvring handle on the bridge or in the control room away from the STOP position. Alternatively move the control room lever to the START position.

The NORMAL and START indicator on the regulator and the NORMAL and SERVO ON of the actuator will be indicated. Information about the fuel set point will appear on the actuator data display. When the speed reaches the command set point level, the REGULATOR ON status will appear and the command from the handle will immediately be sensed as commanding speed.

2.1 - Page 23 of 26


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Illustration 2.1.5a Air Cooler Cleaning System

NC

To BilgeHolding Tank

W56V

Air Cooler CleaningCirculating Pump

70m3/h

Air Cooler CleaningCirculating Tank 0.6m3

W54V

Air BlowingConnection

Air BlowingConnection

W53V

W57V

W60V

W56V

FreshWater

Air CoolerCondensate Drains

Air CoolerCondensate Drains

LS LALMC

No.2 Air Cooler No.1 Air CoolerAir Cooler

Cleaning Dosing TankAir Cooler

Cleaning Dosing Tank

Key

Fresh Water

Condensate

2.1 - Page 24 of 26


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2.1.5 MAIN ENGINE CHARGE AIR COOLER CHEMICAL CLEANING SYSTEM

Circulation pump

Make: Naniwa pump MFG Co., Ltd Model: BHR-40Capacity: 70m3/h

INTRODUCTION

In order to improve the performance of the charge air coolers while in service, each cooler is fi tted with a chemical dosing pot which is used to remove oil and grease deposits from the cooler tube surface. A manometer is connected across each cooler tube bank in order to show the level of performance and degree of fouling. Additionally, the charge air coolers are fi tted with a fi xed circulation system which is used to clean the coolers in depth when the engine is shut down when in port.

In normal service the condensate drains from the air coolers are led to the bilge holding tank. When out of service cleaning is carried out, the chemical cleaning fl uid is led back to the chemical cleaning tank.

Procedure for using the In Service Cleaning System

The operator must wear full protective clothing when handling the chemical cleaning fl uid.

a) Ensure that the outlet valve from the chemical cleaning pot is closed.

b) Carefully open the vent valve on the cleaning pot to ensure it is not under pressure.

c) Open the fi lling line valve. Add the air cooler cleaning fl uid then top up with fresh water, the application quantity and mixing ration should be as per recommendations from the chemical manufacturer. Close the chemical fi lling line valve.

d) Close the vent valve.

e) Pressurise the cleaning pot by connecting the air line and opening the charging valve.

f) Open the outlet from the cleaning pot and the cleaning line to the air cooler.

g) When the cleaning charge is fully discharged, close the air line valve, then the cleaning pot outlet and line valve. Open the vent valve carefully to relieve the pressure.

h) Open the fi lling valve and add 5 litres of water. Close the fi lling and vent valve and repeat the discharging process. When the fl ushing water is discharged, isolate the cleaning pot and leave it in a vented condition.

Procedure to Clean the Air Coolers Via the Circulation System

a) With the main engine shut down after FWE, open the air cooler condensate outlet from the fi rst stage collecting unit.

b) Ensure the outlet drain valve from the chemical cooler tank is shut, 55V. Add 90 litres of air cooler cleaner and 450 litres of fresh water to the chemical cleaning tank.

c) Crack on the steam heating to the cleaning tank and raise the temperature of the fluid as specified by the chemical manufacturer. With the circulating pump discharge valve, 53V and the fresh water filling valve 60V closed, open the pump recirculating valve and switch on the pump.

d) Ensure that the in service cleaning system outlet valve of each cleaning pot is closed and the vent is open.

e) Ensure that the cleaning tank recirculating bypass valve 54V is closed.

f) When the liquid in the cleaning tank is up to temperature, open the recirculating line valve back to the tank, 56V and the line valves before and after the in service cleaning pots.

g) Open the pump discharge 53V and close the bypass valve. Both air coolers will now be circulated with the air cooler cleaner.

h) Maintain the temperature of the fluid manually.

i) Operate the cleaning system for as long as required in order to give the best results.

j) When the cleaning process is complete, shut off the steam heating to the tank and stop the circulating pump.

k) When all of the cleaning fluid has returned to the tank, close all of the system valves, including the outlet valve from the

first stage collecting tank. Any condensate generated when the main engine is back in service will flow to the bilge holding tank.

l) If in a satisfactory condition, the fluid in the chemical cleaning tank can remain and be used again.

2.1 - Page 25 of 26

2.2 Boilers and Steam Systems 2.2.1 General Description

2.2.2 Boiler Control Systems

2.2.3 Sootblowers

2.2.4 Medium Pressure Steam System

2.2.5 Low Pressure Steam System

2.2.6 Economiser

2.2.7 Chemical Injection System for Exhaust Manifold

Illustrations

2.2.1a Auxiliary Boiler

2.2.2a ECR Boiler Control Panel

2.2.2b Boiler Emergency Mode Control Panel

2.2.2c MADIC Screen Displays

2.2.3a Sootblowers

2.2.4a 18kg/cm2 Steam Distribution

2.2.4b Cargo Pump and Vacuum Condenser Steam System

2.2.5a Low Pressure Steam System

2.2.6a Economiser Feed Water System


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Illustration 2.2.1a Auxiliary Boiler

STEAM

OUTLETGAS

OUTLET

BURNER

AIR

INLET

REAR (FRONT)

ROOF HEADER

REAR (FRONT)

WALL TUBE

REAR (FRONT)

BOTTOM HEADER

ROOF WALL

TUBE

SIDE AND FLOOR

WALL TUBE

MANHOLE

(FRONT)

STEAM DRUM

SOOTBLOWER

GAS OUTLET

SIDE WALL TUBE

ACCESS DOOR

(FRONT)

DOWNCOMER

REAR BANK

TUBE

BAFFLE

PLATE

N.W.L.

WATER

DRUM

WATER WASHING

BLOW PIPE

WATER WASHING

BLOW PIPE

OBSERVATION HOLE

(FRONT)

ACCESS DOOR

(FRONT)

SCREEN WALL

TUBE

Boiler Furnace Top

Steam Atomising

Line

Steam Purge Line

FuelOil

Line


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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 economiser. Steam is required at sea for fuel tank heating, cargo tank cleaning operations and domestic services. In port steam is used additionally for driving the power turbines of the cargo pumps and No.1 ballast pump turbine. The steam demand of the plant in port is served by the oil fi red auxiliary boilers. At sea, steam demand is met by circulating boiler water from one of the auxiliary boilers through the exhaust gas economiser using one of the boiler water circulating pumps. The auxiliary boiler acts as a receiver for the steam generated by the economiser. The economiser is arranged in the main engine exhaust gas uptake to recover waste heat from the main engine exhaust gas. An auxiliary boiler may be required at sea when steam demand exceeds the production of steam by the economiser. Reduced power operation of the main engine, such as during manoeuvring or slow steaming on passage, may also result in insuffi cient waste heat to generate the required steam. Cargo tank cleaning operations at sea will also require a boiler to supplement the steam supply.

Auxiliary BoilerMaker: Mitsubishi Heavy Industries LtdNo. of sets: 2Model: MAC 55BType: Top fi red water tube marine boilerEvaporation: 55,000kg/hSteam condition: 18kg/cm2 saturated steamFuel oil: HFO up to 700cSt at 50°CSafety valve setting: 20kg/cm2

Fuel oil consumption: 3,998kg/h at 100% evaporation

General Construction

The boiler is of the two drum top fi red type, with a membrane furnace water wall connecting steam and water drums. The furnace consists of gas tight membrane walls, the downcomer pipes are located outside the furnace. The fuel burner unit, and its associated combustion air inlet, is located in the roof of the furnace with the burner fi ring downwards using a steam assisted pressure jet burner. At the furnace bottom, refractory protects the fl oor from the combustion fl ame.

Combustion gases fl ow downwards and through the lower part of the division tube wall and the lower section of the generating tube bank which connect the steam and water drums. The gases then fl ow upwards on a return path through the upper part of the generating tube bank, and through the fl ue gas box at

the top of the boiler. Radiant heat generates steam in the membrane furnace water wall tubes. The membrane wall has access doors to allow for furnace inspection and cleaning.

The boiler structure is rigid enough to withstand rolling, pitching and shock loading of the ship operating in a seaway. The boiler is supported at the water drum and the water wall lower headers, and there are no rigid connections at any other points in order to allow for thermal expansion.

FurnaceClosely spaced water wall tubes of 76.2mm outside diameter, form the membrane walls at the side, roof, except for burner opening, rear and front of the furnace. This construction is used in order to increase the radiant heat absorption in the furnace and to make it strong enough to withstand vibration. The furnace is made completely gas tight by the welded water wall construction.

Situated at the top and bottom of the front and rear walls are water wall headers. Water enters the bottom headers and rises through the tubes to the top headers due to natural convection. As the water rises it is heated until its saturation temperature is reached and it then begins evaporating. This water-steam mixture is passed to the steam drum via the top headers.

Front and rear water wall tubes connect to steam and water headers at the top and bottom respectively; one end of each top header connects with the steam drum and one end of each bottom header connects with the water drum. The roof, side and bottom water wall tubes are directly connected to the water and steam drums.

The steam generating bank of tubes, connecting steam and water drums, is located within the furnace.

Boiler CasingAs the furnace of the boiler is made completely gas tight by the adoption of welded membrane water wall construction, no casing or refractory is required to contain the combustion gases. Mineral wool insulation is provided on the outer surface of the furnace water walls and this is covered by corrugated galvanised sheets for high strength and reduced heat transfer. The maximum temperature on the casing surface will not exceed 60°C.

Steam Drum and FittingsThe steam and water drums are fabricated using boiler steel plate of all welded construction.

The steam drum has a horizontal perforated baffl e plate covering the entire water surface in order to prevent droplets of water rising to the upper part of the steam drum. A steam separator is provided to ensure that only saturated steam fl ows out of the boiler.

The feed water pipe enters the steam drum at the rear of the boiler; it is attached to an internal perforated feed pipe which extends to the front of the steam drum. This ensures that there is complete mixing of incoming feed with the existing boiler water and an equalising of temperatures. The chemical feed water treatment pipe attaches to the internal feed water pipe and this also ensures that there is complete mixing of the chemicals before the water reaches the downcomers. The open ended surface blow off internal pipe extends to the surface of the steam drum to ensure that only fl oating solids on the water surface are discharged through the blowdown line. The boiler blowdown connection is fi tted to the lower part of the water drum.

Operating ProceduresProcedure for Preparing the Boiler for Service

The following steps should be taken before attempting to fi re the boiler:

a) Ensure that all foreign materials have been removed from internal pressure parts.

b) Ensure that all gas side-heating surfaces are clean and all refractory is in good condition.

c) Ensure that the furnace bottom and the burner wind box have been cleaned of oil and other debris.

d) Ensure that all personnel are clear.

e) Ensure that all manhole covers are securely tightened.

f) Inspect safety valves and ensure that all gags have been removed and that the 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 the water level appears 25-50mm high in the gauge glasses. Allow for a swell in the level after fi ring.

l) Check the operation of the gauge glasses and compare with the remote reading instruments.

2.2 - Page 3 of 32


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(Note: Remote reading instruments may not be accurate until steam is being generated and there is sufficient pressure in the boiler.)

Raising Pressure with no Steam Available from the Other Boiler or Economiser

With the boiler water at the correct level and other checks made as above:

a) Ideally the fuel system should have been fl ushed through with diesel oil prior to the previous shutdown whilst the boiler was still in service. Diesel oil in the boiler fuel supply system allows for easy pumping of fuel to the burners.

b) Set the burner for air atomising, using an air pressure of 5.0kg/cm2 and fuel pressure of 3.0kg/cm2 . Start the forced draught fan and purge the furnace for one minute with the vanes fully open.

c) Reduce the air pressure at the wind box to between 20 – 40mm water gauge.

d) Light the burner using the pilot burner and adjust the air and fuel pressures to ensure stabilised combustion, using the furnace observation port and smoke indicator.

e) Whilst raising the steam pressure, keep the burner fi ring for 5 minutes and then out of service for 15 minutes repeatedly at the lowest fuel oil pressure (2.5kg/cm2) for one hour. Again repeatedly light and shut down the burner to raise pressure as recommended on the pressure raising curve supplied by the manufacturer. A guideline would be to raise the steam pressure to 1.0kg/cm2 after 2 hours fi ring, 5.0kg/cm2 after 2.75 hours fi ring and 12kg/cm2 after 3.25 hours fi ring.

f) When the steam drum pressure has risen to about 2.0kg/cm2, close the drum vent valve.

g) Drain and warm through all the steam supply lines to ancillary equipment before putting the boiler on load.

h) Supply steam to the HFO settling tank. When the fuel is at a temperature of at least 40°C and can be pumped by the HFO pump, supply steam to the HFO heater and prepare to change over from DO to HFO fi ring (see section 2.6.3.). The HFO must be thoroughly circulated through the system to ensure it is at the correct temperature for good combustion. When fi ring on HFO adjust the fuel and air as required. Then continue pressure raising.

Caution must be exercised when operating with diesel oil due to its lower fl ash point. Diesel oil must not be heated above 40°C. There is a greater risk of leakage compared with HFO.

The change from HFO to DO must be done gradually as the steam supply to the heater is reduced.

i) When the boiler is at its working pressure, switch to automatic operation.

Raising Pressure with Steam Available from Other Boiler or Economiser

a) Start the forced draught fan, open the inlet vanes and purge the furnace.

b) Start a HFO burning pump and circulate oil through the heater and burner manifold, open the recirculating valve and fl ush through the cold heavy oil in the line.

Under normal sea going conditions, the boiler fuel system should be continually circulated with heated HFO.

When the oil in the burner manifold has reached the required temperature the burner ignition sequence can be commenced.

c) Reduce the air pressure at the wind box to between 10-20mm water gauge and close the fuel oil recirculation valve. Check that the fuel oil control valve is ready for use.

d) Light the burner and adjust air and fuel pressure to ensure stabilised combustion, using the furnace observation port and smoke indicator.

e) Boiler pressure must be raised gradually over a period of hours in accordance with the manufacturer’s instructions. The recommendations are the same as in the item above; ‘Raising Pressure With No Steam Available’.

f) When the drum pressure has risen to about 2.0kg/cm2, close the drum vent valve.

g) Drain and warm through all steam supply lines to ancillary equipment before putting the boiler on load.

Shutting Down

a) Operate the 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 windbox and purge the furnace of combustible gases.

d) Maintain the water level visible at about 50mm in the gauge glass. In order to ensure that 50mm of water will be visible in the gauge glass when the boiler is cold raise the water level 70-120mm above the normal water level before closing the feed valves.

e) Open the drum vent valve before the boiler reaches atmospheric pressure.

f) Change the fuel system to DO and circulate it back to the tank.

(Note: It will be necessary to change the system to DO when firing and shut down when the viscosity of the fuel has been reduced. Change over to air atomising to avoid instability of the flame when using DO. If steam is to remain available from the other boiler or economiser, the boiler HFO system should remain in use therefore it is not necessary to change to DO. If the boiler is shut down for a short period pressure may be maintained by sporadic firing.)

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 should immediate access be required. However, to avoid the risk of damage to the refractory, allow the boiler to cool down under natural means if possible.

CAUTIONDo not attempt to cool down the boiler by blowing down or by filling with cold water. This could lead to thermal shocking and subsequent mechanical damage.

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Emergency OperationLow Water Level

A low water level, 200mm or more below the normal working level, will activate the visual and audible alarms, the illumination of the alarm lamp on the control panel and sounding of the alarm buzzer. Should the water level fall to 240mm or more below the normal working level, the fuel oil emergency trip valve will close shutting off the fuel from the boiler.

The feed water valve and steam stop valve should be fully closed, the burner shut down completely and the forced draught fan stopped after purging the furnace. Never attempt to supply feed water to the boiler until the boiler has cooled suffi ciently as there is a danger of bringing comparatively cold feed into contact with hot surfaces. When the boiler water level has been restored the boiler may be fi red using the normal procedure.

Flame Failure

In the case of fl ame failure, close the oil inlet valve and reduce the air pressure to prevent over-cooling the furnace.

Purge the furnace thoroughly before relighting the burner. Always use the pilot burner for ignition; never attempt to relight the burner from the hot furnace refractory.

Evaporating Tube Failure

In the event of serious tube failure where water level cannot be maintained.

a) Shut off the oil supply to the boiler and if the tube failure results from low boiler water level, shut off the feed supply, close the feed water valve and steam stop valve.

b) If the tube failure results from a cause other than low water level, the fuel supply should be shut off but the feed water supply should be maintained in order to assist in the cooling down process. When the boiler has cooled suffi ciently, close the feed valve and the steam stop valve then open the steam drum vent.

c) In either case of tube failure maintain the forced draught fan so that the air draught assists in carrying away the escaping steam. Care must be taken to avoid damage to the refractory with an excessive air supply and the forced draught fan inlet dampers must be adjusted to give the desired air fl ow.

d) Do not blow down the boiler unless the tube failure is so severe that personnel could be endangered. When the boiler has cooled the blowdown may be used to empty the boiler.

e) When the boiler has cooled enough an inspection should be carried out to assess the situation and carry out necessary repairs.

f) If a tube failure is not serious and the water level can readily be maintained, the boiler can be shut down in the normal manner. The forced draught air supply should be maintained to carry away vapours generated by the leaking water and the water level maintained during the cooling down period. When the boiler pressure has fallen to 2.0kg/cm2 the steam drum vent valve may be opened and the boiler blown down.

Putting the Boiler Out of Service

When putting a boiler out of service, the wet lay up method is preferable, as it requires less preparation and the boiler can be quickly returned to service. These steps are taken if the ship is to be taken out of service for some time and are not part of normal operational routine.

Wet Lay-Up

When the boiler is in the cooling down process following shut down, appropriate quantities of boiler chemicals should be injected into the drum using the boiler chemical injection device. To ensure adequate protection of the boiler, follow the guidelines given by the chemical supplier. The quantity of the chemicals required will depend upon the condition of the boiler water and a water test should be carried out prior to shutting down. After dosing, the boiler water should register a pH12, alkalinity 300 – 400ppm, phosphoric acid about 50ppm, and sodium sulphite 80 – 100ppm. The high alkalinity will ensure adequate protection for the boiler. When returning the boiler to service the chemical concentrations should be returned to normal levels. This requires partially draining the boiler and fi lling with make-up feed.

When the pressure is approaching atmospheric pressure, open the steam drum air vent valve.

When the boiler is depressurised, supply distilled water until it issues from the vent, then close the vent valve.

Establish a hydrostatic pressure of 3.5 to 5.0kg/cm2 in 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 2.0 to 3.5kg/cm2 in the boiler.

Take a periodic boiler water sample and replenish any depleted chemicals.

Maintaining the Boiler in a Warm Condition

At sea with one boiler being circulated through the waste heat economiser, the standby boiler should be maintained in a warm condition by sporadic fi ring of the burner. Firing should be suffi cient to maintain a steam pressure of between 5.0 to 7.0kg/cm2. If a boiler has been shut down it may also be maintained in a warm condition by the use of the warming coils with steam supplied from the low pressure steam system.

Dry Lay-Up

This should only be undertaken if a wet lay-up cannot be performed.

a) Whilst the boiler remains warm, drain it of all water and ensure that all of the headers are dry.

b) Remove the end piece of the water wall lower headers to ensure that no water remains.

c) Provide some dry heat, electric heaters preferably, in the furnace to promote internal drying.

d) When the boiler is completely dry, place quick lime or calcium chloride in a shallow dish in the drum and header, then close the end plate and manhole doors. Check the moisture absorbent chemicals every week initially and replenish as required.

e) Cover the funnel outlet and close the air inlet to the furnace.

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FWP FDF

MASTER SMOKE

MASTERSLAVE

F.E.

BY-PASS

AUTO

RUN

STM'G

UP

STAND

BYIGS USE

LOW P

ALARM

TRIP RUN IGN

AIR FLOW FO FLOW SET POINT & PROCESS VALUE

MONITOR

DRUM LEVEL

SMOKE

HIGH

BNR

PURGE

V

BNR

PURGE

V

FOV

RUN TRIP

RUN TRIP RUNTRIPNO.2NO.1

IGN

VALIDITY

T-OVER

FLAME

FAIL

IGN

FAIL

IGNAIR

FURNACEPURGE

FDF

INLET VANE

CONT DR

FWCONTV

Illustration 2.2.2a ECR Boiler Control Panel

FOP

ATM

STM

DIESEL

OIL

FWC

MASTERSMOKE

AUTO

RUN

STM'G

UP

STAND

BYIGS USE

FO

REC

SB STM

V OPEN

F O T

BY-PASS

AC SOURCEAC SOURCE

FAIL

LOW P

ALARM

LOW P

TRIP

HIGH T

ALARM

LOW T

ALARM

LOW T

TRIP

FO

CONT V

ATM

STM

V

ATM

STM

V

PILOT

BNR V

PILOT

BNR V

F O

REC

VRETURN

BOILER MODE

TRIPRUNIGN

BNR

PURGE

V

BNR

PURGE

V

BOILERTRIP

EMERGENCY

MODE

F O

REC

V

ECOBACK-UP

IGSTOP-UP

NO.1 BLRREPOSE

NO.2 BLRREPOSE

LOW P

TRIP

NO.1 BLR

MANUAL

TRIP

ECC

FLAMEON

FLAME EYEABNOR

PISTON VABNOR.

WIND BOXT-HIGH

BOILERTRIP

EMERGENCY

MODE

FLAME EYEABNOR

PISTON VABNOR.

WIND BOXT-HIGH

NO.1 BOILER NO.2 BOILER

FOV

FWPFDF

BNR

OFF

BNR

ON

MANU

BNR

OFF

MANU AUTO

BNR

ON

AUTO

MASTER SLAVE

F.E.

BY-PASS

AIR FLOWFO FLOW

DRUM LEVEL

RUNTRIP

IGN

VALIDITY

T-OVER

FLAME

FAIL

IGN

FAIL

IGNAIR

2RY AIRDAMPER

2RY AIRDAMPER

FURNACEPURGE

FDF

INLET VANE

CONT DR

FWCONTV

FWC

HIGH

H-H

LOW

L-L

HIGH

H-H

LOW

L-L

SMOKE

HIGH

BLR SIDEBLR SIDE

NO.2 BLR

MANUAL

TRIP

ECC

R : V/V (%) V/V (%) V/V (%) R : V/V (%) V/V (%) V/V (%)

FLAMEON

D. OILUSE

OILDETECTOR

HIGH

CONT AIRP-L/L

DC 24VABNOR

FO PUMPA CHANGE

ABC CONTABNOR

BMS CONTABNOR

AC 440 VSOURCE

AC 440 VABNOR

ABC CONTNOR

BMS CONTNOR

PILOT PUMPSOURCE

IGNITERSOURCE

AC 440 VSOURCE

AC 440 VABNOR

PILOT PUMPSOURCE

IGNITERSOURCE

TANKERSERVICEH-H

LOW

HIGH

H-H

LOW

HIGH

AUTO

MANU

AUTO

MANU

AUTO

MANUAUTO

MANU

AUTO

MANU

AUTO

MANUNO.1 BLR

MONITOR

NO.1 BLR

SET POINT

NO.1 BLR

DATA

NO.2 BLR

MONITOR

1 & 2

MONI

NO.2 BLR

SET POINT

NO.2 BLR

DATA

AUX. BLR. MENU

ABC CONTNOR

BMS CONTNOR

BMS CONTABNOR

ABC CONTABNOR

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2.2.2 BOILER CONTROL SYSTEMS

Boiler Control System

The boiler control panel provides operation, control and interlock devices required for the running of the boiler and also performs the automatic and manual operation of the boiler. The panel gives an alarm to warn the operator if an abnormality occurs during operation and it shuts down the boiler in emergency mode by immediately shutting down the fuel oil supply to the boiler, if such an abnormality should be too serious to continue running any longer.

Control PanelsBoiler Operating Panel

This operating panel (BCP-1) is installed in the engine control room and it is a sub control station equipped with the monitoring and operating functions required for operation of the boiler. These include the following monitoring and control devices:

• Drum level indicator

• Steam drum pressure indicator

• O2 % content in exhaust gas indicator

• Smoke indicator

• Emergency trip button for each boiler

• Burner burning lamp

• Mode selection buttons, master/slave selection

• ECR or boiler side control selection mode buttons

• Automatic or manual operation control

• Lamp test switch

Boiler Side Boiler Control Panel

This boiler control panel (BCP-2) is installed at the boiler side. It contains the system power supply unit, the sequence control for the burner, the automatic boiler controller, emergency fi ring of the boiler and various necessary relay units.

The following alarms are mounted on the control panel :

• AC source fail

• DC 24 volt abnormal

• AC 440 volt abnormal

• Manual trip

• FD fan trip

• FO pump change

• Oil detection high

• Drum level low, low low, high, high high

• Atomising pressure low low

• Ignition fail

• Flame fail

• Flame eye abnormal

• Ignition validity time over

• Burner piston valve abnormal

• Wind box temperature high

• FO pressure low (low trip)

• FO temperature low (low trip)

• Control air pressure low, low low

• Steam drum pressure low, high, high high

Burner Control System

This system controls the remote, manual and automatic operations of one single-throat burner provided in the roof of the boiler. The unit contains a programmable sequence controller, which operates the furnace purge, pilot burner and the automatic operation of the burner piston valve. This is done by linking up with the boiler protective system and the Automatic Combustion Control (ACC). In addition, it transmits the automatic adjustment commands of combustion air quantity and fuel oil quantity to the ACC for the start/stop of the burner.

In an emergency, this control system shuts off the fuel supply to the burner for protection of the boiler.

Procedure for the Preparation of the Boiler Control System

a) Switch on the power supply to the boiler control panel.

b) Check the action of each pilot lamp and buzzer using the buzzer and lamp test switch on the BCP-2 control panel.

c) Supply air to all the control devices.

d) Reset the boiler interlock alarm.

e) Check that all alarm warning lamps are extinguished.

Selection of Operating ModesBoiler Side Operation

During the initial start-up and under the interlock bypass mode, the boiler is operated from this boiler side control panel BCP-2, from which the following modes can be selected:

Selection of Auto/ManualThe operator can select any of the following modes.

Automatic Burner Control - Manual (ACC and Feed Water Control)

If the controller senses an abnormal condition, then this controller sets the Automatic Burner Control (ABC) to manual mode. In addition, the FO and air controllers are set to their manual mode.

Automatic Burner Control - Automatic (ACC and Feed Water)

The boiler combustion, burner and feed water are controlled automatically (normal operating position).

Burner Operation Mode - Manual

The burner is manually operated from the boiler side control panel.

When in interlock bypass mode, the manual mode is force selected.

Interlock Bypass Mode

While under this mode, the operation must be monitored from the boiler side.

Fuel Oil Temperature Bypass Mode

This mode must be selected when the FO heating steam is unavailable under the cold boiler start mode. In this bypass mode, the starting interlock for FO temperature low alarm is bypassed.

Flame Eye Bypass Mode

This mode must be selected only for emergency use, such as when a complete failure of the flame eye has occurred. This mode could be selected briefly for cleaning the flame eye during service. The burner must be monitored by the operator at all times.

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Emergency Mode

This mode must be selected when the burner sequence controller is unavailable.

Selection of Operating Position

Boiler Side Mode

This mode is used during initial start up and under interlock bypass mode.

ECR Mode

This mode can be selected when the burner is in operation for control from the ECR.

Control Room Operation

The system can be controlled from the engine control room via the boiler control panel BCP-1 provided that normal burner conditions have been established.

Selection of Auto/Manual

The operator can select any of the following modes.

Automatic Burner Control - Manual

If the controller senses an abnormal condition, it sets the Automatic Burner Control (ABC) to manual mode. In addition, the FO and air controllers are set to their manual mode.

Automatic Burner Control - Automatic

Burner Manual

When in interlock bypass mode, the manual mode is selected.

Burner Automatic

Interlock Bypass Mode

While under this mode, the operation must be monitored from the boiler side.

Selection of Boiler ModeIGS TOP UP Mode

This mode must be selected for Inert Gas System operation. When this mode is selected, the burner operation is put into manual mode for control by the operator. The ACC is limited to its minimum load within the allowable limit of the exhaust gas oxygen content. When in IGS mode the burner is normally kept in operation in order to achive an O2% content in the exhaust uptake below 5%, the excess steam generated in this mode is dumped to the vacuum condenser. The sootblowers cannot be operated when in IGS mode.

IGS mode is selected by means of the boiler mode selection switch located in the boiler control panel. When in IGS mode the ACC increases the minimum burner load setting.

TANKER SERVICE Mode

This mode must be selected for normal operation during cargo operations. Steam will still be dumped to the vacuum condenser in order to maintain the correct O2% content in the exhaust gas if the loading on the boiler falls to the minimum setting.

In the burner AUTO mode, the burner is automatically started at a steam drum pressure of 14kg/cm2 and automatically stopped at a pressure of 18.5kg/cm2.

REPOSE Mode

This mode is selected when the boiler is shut down. All unnecessary alarms and indications are cancelled.

During boiler operation the boiler mode selector switch cannot be set to REPOSE and the alarm and lamp operations cannot be cancelled.

ECO BACK-UP Mode

This mode is selected during normal operation on voyage. It allows the boiler to back up the steam supply from the economiser.

With the burner in AUTO mode, the burner is automatically started at a steam drum pressure of 5.5kg/cm2 and automatically stopped at a pressure of 8.0kg/cm2.

Selection of Boiler Start Mode

One of the following start modes is selected, depending on the boiler condition.

Boiler Cold Start

This mode is selected to start from cold with the burner atomising steam and the FO heating steam not available, DO is used along with atomising air.

When the FO TEMP BYPASS button is pressed, the FO low temperature alarm and trip are inhibited and the burner control and ACC operation reverts to manual.

Changeover Operation from Boiler Cold to Hot Start Mode

This mode is used when changing from burning DO with air atomising to HFO with steam atomising.

The FO TEMP BYPASS is activated the burner and ACC operation are automatically set to MANUAL mode.

After successful changeover of fuel normal operating mode must be selected as quickly as possible.

Boiler Hot Start Mode

This mode is selected to start the boiler with the burner using atomising steam and HFO.

If the burner is selected to operate in manual mode, after starting, AUTO can be selected.

ACC operation is initially set to MANUAL.

When the drum pressure has exceeded 5.0kg/cm2, AUTO can be selected.

CAUTIONAlways use air atomising with diesel oil. The use of steam causes the oil spray quantity to increase resulting in unstable combustion.

Master/Slave Boiler OperationMaster/Slave Boiler Outline Operating Principles

The master boiler operates singly or in combination with the slave boiler, with the slave unit started and stopped automatically depending on the master boiler load. As the master boiler load exceeds 60%, the slave boiler automatically starts operating for dual steam generation. As the master boiler load goes down to below 20% the slave unit automatically stops, leaving the master boiler alone in service. Either boiler can be selected as the master or slave unit.

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Master Boiler Functions

Selection of Master BoilerEither boiler may be selected as the master unit if its interlock system is in the normal setting (not tripped), by depressing the designated MASTER pushbutton.

Change to Steam Drum Set Pressure

The master boiler drum pressure setting can be changed by the master boiler manual adjuster. The slave boiler drum pressure setting will be kept to the same level as that of the master unit.

Master Boiler Automatic Start/Stop

With the master boiler burner in the AUTO mode, the master boiler ACC signal will cause the burner to automatically start and stop fi ring.

Automatic Start

The master boiler automatically starts up as the drum pressure reaches 14kg/cm2..

Automatic Stop

The master boiler automatically stops operating as the drum pressure reaches 18.5kg/cm2.

Slave Boiler Automatic Start/Stop

Once the master/slave boiler’s operation is established, the slave unit is automatically started and stopped according to the change in the master boiler load.

Automatic Start

As the master boiler load increases and the FO pressure reaches 12kg/cm2 (60% load), the slave boiler automatically starts.

Automatic Stop

As the master boiler load decreases and the FO pressure drops to 4.0kg/cm2

(20% load), the slave boiler automatically stops.

(Note: In the case of the slave boiler burner being manually ignited, and the steam pressure reaching the set point, the slave boiler would be placed in the AUTO RUN mode. As a result, when the slave boiler burner AUTO position was selected, the slave boiler would not stop automatically unless the slave boiler steam pressure reached 18.5kg/cm2, even if the master boiler’s load dropped below 20%.)

Slave Boiler FunctionsThe slave boiler functions are as follows:

Slave Lamp Off

The slave boiler is not in the AUTO mode and it will not be controlled by the master boiler. If the ACC and burner are in the AUTO mode, then the boiler will continue to be operated by its own drum pressure signal, starting at 14kg/cm2 and stopping at 18.5kg/cm2.

Slave Lamp Flickering

The slave boiler is in the AUTO mode (the ACC and burner are in AUTO mode), but the master boiler is not in the AUTO mode (ACC and burner AUTO). The slave boiler will continue to operate by starting and stopping under its own drum signal.

Slave Lamp On

The condition for master/slave boiler operation has been established. The slave boiler is automatically started and stopped by its own ACC signal (drum pressure) and is also automatically started and stopped by the master boiler ACC signal.

Automatic Start

As the master boiler load increases and the FO pressure reaches 10kg/cm2 (60% load), or if the slave boiler pressure has reached 15kg/cm2 the slave boiler automatically starts.

Automatic Stop

As the master boiler load decreases and the FO pressure drops to 4.0kg/cm2 (20% load), or if the slave boiler drum pressure has reached 18.5kg/cm2 the slave boiler automatically stops.

Master/Slave Boiler Operating ConditionsBoth the master and slave boilers have the burner control in AUTO mode and the ACC in the AUTO mode.

Master/Slave Boilers Operation in Tanker Service Mode

In the master/slave boiler operation, the two boilers are operated in parallel by the master boiler ACC signal.

Master/Slave Boilers Operation in IGS Mode

In the IGS mode, the burner control switches to the MAN mode and the burner control system does not perform automatic start/stop operations. With both the master and slave boilers in automatic operation, they are operated in parallel by the master boiler ACC signal. A 30% minimum load limit is applied to both boilers. Excess pressure is released by the dump valve.

Procedure for Burner OperationManual Operation of Burner Start

By operating the BNR ON button, the following sequence leads to ignition of the burner.

All steps are interlocked, so if any condition is not met the burner will fail to ignite.

a) Boiler start condition is established. The BOILER TRIP lamp is off. The BURNER OFF lamp is on.

b) The mode selector button BNR ON is selected.

c) The BNR ON lamp fl ickers.

d) The FD fan starts. The FD FAN RUN lamp is on. The FO pump starts. The FO PUMP RUN lamp is on.

e) The furnace purge condition is set. The FURNACE PURGE lamp fl ickers and the FD fan vane opens fully.

Furnace air differential pressure rises above 150mmWG. The burner atomising steam valve opens fully. The 2RY damper opens fully and the 2RY AIR DAMPER lamp fl ickers. The atomising steam valve opens and the ATM STM V lamp is on.

f) Furnace purge condition is established. The FURNACE PURGE lamp is on. Furnace purge is maintained for more than one minute.

g) Burner ignition condition is established.

The FURNACE PURGE lamp is off.

2RY AIR DAMPER lamp is off.

The IGN lamp flickers.

FO temperature must be at the correct level, or if DO is being used, the FO temperature bypass mode is selected.

The FO recirculating valve closes.

The FO REC V OPEN lamp is off.

FO pressure should be above 10kg/cm2.

The FO control valve is set to 20 – 40% open.

The IGNITION FO RATE lamp is on.

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The FD fan inlet vane is set to specific opening.

Differential air pressure is established. The ignition air rate lamp is on at 20 – 40mm WG.

2RY air damper moves to the specified opening.

h) Pilot ignition condition is established. The IGN lamp is on. This condition is maintained for 5 seconds. The pilot burner pump starts.

i) Pilot ignition.

The pilot RUN lamp is on.

The pilot burner spark is on.

The pilot burner flame eye is on.

The pilot burner solenoid valve opens.

The pilot ON lamp is on.

j) Pilot ignition check. If a fl ame is detected the FLAME ON lamp is on.

k) Burner ignition.

The FO valve is fully open.

The FO V lamp is on.

The BNR ON lamp is on.

The IGNITION AIR RATE lamp is off.

l) The pilot burner igniter spark stops after the FO valve opening is confi rmed.

m) The pilot burner stops.

The pilot burner pump stops and the pilot RUN lamp is off.

The pilot burner solenoid valve closes and the pilot ON lamp is off.

The IGN lamp is off.

n) Ignition mode is cancelled and burner ignition is completed.

Manual Operation of Burner Stop

By selecting the burner run mode to MANU and operating the BNR OFF button, the following sequence leads to shutdown of the burner.

a) The burner is in operation.

Select MANU mode. The MANU lamp is on.

b) The minimum fi ring rate is set the at burner ignition setting.

The FO control valve is set to a specified opening.

The FD fan vane is set at a specified opening.

The 2RY air damper is set to a specified opening.

c) Press the BNR OFF button. The BNR OFF lamp fl ickers.

The burner stop sequence begins.

d) Pilot ignition.

The pilot burner pump starts. The pilot RUN lamp is on.

The pilot burner igniter sparks.

The pilot burner flame eye is on.

The pilot burner solenoid valve opens and the pilot ON lamp is on.

e) FO recirculation.

The FO recirculating valve opens the FO V lamp is off.

The FO REC V lamp is on.

f) Burner extinguishes.

The FO valves close. The FO REC V lamp is on

The FO V lamp is off, fuel oil is now being recirculated.

g) Burner purge starts.

Residual oil in the burner is incinerated.

The burner purge valve opens fully and the BNR PURGE V lamp is on.

h) Completion of burner purge after 30 seconds.

The burner purge valve closes.

The BNR PURGE V lamp is off.

The burner atomising steam valve closes.

The ATM STM V lamp is off.

The pilot burner pump stops and the pilot RUN lamp is off.

The pilot burner solenoid valve closes.

The PILOT ON lamp is off.

i) Furnace purge starts. The FURNACE PURGE start lamp fl ickers.

The FD fan vanes open fully.

The furnace air pressure reaches 150mm WG.

The 2RY damper opens fully and the 2RY AIR DAMPER lamp flickers.

The FURNACE PURGE lamp is on.

The furnace is purged for more than 30 seconds.

j) Furnace purge completes. The FURNACE PURGE lamp is off.

The FD fan stops and the 2RY AIR DAMPER lamp is off.

k) Boiler shut down is complete. The BNR OFF lamp is on.

Automatic Operation of the Boiler

The ACC and burner control AUTOMATIC mode is selected. A single independent boiler is operating.

a) Boiler start condition is established. The BOILER TRIP lamp is off.

The BURNER OFF lamp is on.

b) Select BNR ON mode. The RUN mode pilot lamp is on.

Drum pressure must be above 5.0kg/cm2.

c) ACC run mode. AUTO is selected. At the FO fl ow control AUTO is indicated.

Air flow AUTO is indicated.

When steam pressure is below 5.0kg/cm2 FO fl ow control is set to MANU and then to AUTO after the burner ignition starts.

The boiler automatic start sequence begins.

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d) The burner starts in the same sequence as described in the manual start section.

e) Burner automatic mode.

The burner AUTO lamp is on.

f) Steaming up mode.

The STM’G UP lamp is on.

Pressure is raised automatically by limiting the combustion load in proportion to steam drum pressure.

The load is limited below 60% until a steam drum pressure of 10kg/cm2 is reached, when the boiler is available for 100% load.

(Note: When starting items of heavy demand, such as cargo pumps, a condition can occur where the boiler may be locked into 60% load if the load demand is requested before a boiler pressure of 10kg/cm2 is reached, thus causing the boiler to fail to maintain demand. In this case the boiler steam demand should be decreased until the boiler has passed the 10kg/cm2 interlock and the AUTO RUN lamp is on.)

g) Auto run mode.

The AUTO RUN lamp is on.

Drum pressure has reached the master set pressure.

h) Boiler automatic stop.

The boiler will stop at a drum pressure of 18.5kg/cm2 when in TANKER SERVICE mode. The boiler will stop at a drum pressure of 8.0kg/cm2 when in ECO BACK-UP mode.

i) The boiler remains in automatic standby. The STANDBY lamp is on.

The boiler will start at a drum pressure of 14kg/cm2 when in TANKER SERVICE mode.

The boiler will start at a drum pressure of 5.5kg/cm2 when in ECO BACK-UP mode.

j) The boiler will continue in automatic operation.

Automatic Operation of the Boilers in Master/Slave Mode

One boiler is selected as the master and the other as the slave. This is done after the master slave conditions have been established; both boilers must be running in automatic condition and TANKER SERVICE must have been selected. The master boiler automatic operation will be the same as described in the previous description for a single boiler. The slave boiler operates as follows.

a) Steaming up mode. The STM’G UP lamp is on.

Pressure is raised automatically by limiting the combustion load in proportion to steam drum pressure.

b) Boiler auto stop. This occurs when the master boiler load has reached 20% and the slave boiler pressure has also reached the same pressure as the master boiler. If the slave boiler pressure reaches 18.5kg/cm2 the slave boiler burner is extinguished.

c) The slave boiler is in automatic standby and the STANDBY lamp is on.

d) Automatic start of the slave boiler occurs when the master boiler load reaches 60% or when the slave boiler steam pressure falls to 15kg/cm2.

IGS Top-Up Mode

IGS top-up mode is selected when initially running up the inert gas system. When this is selected the burner auto stop is bypassed and the boiler minimum load is limited to 30%. The sootblower steam valve is closed to prevent operation.

Interlock Bypass Operation

This mode is selected when the boiler run condition or the burner control system cannot be used.

Fuel Oil Temperature Bypass Mode

The FO temperature bypass button is pressed and the FOT BYPASS lamp fl ickers.

Flame Eye Bypass Mode

This mode is used when the fl ame eye is being cleaned or when otherwise not operating. In the event of sharp changes in boiler load a sensitive fl ame eye can cause erratic operation of the burner. During normal boiler operation if

the fl ame eye detects fl ame failure the boiler trips. If the FE BYPASS switch is activated the FE BYPASS lamp fl ickers and the fl ame eye is bypassed.

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Issue: 1

Emergency Run Mode

This mode can be selected if the burner start sequence cannot be used and is initiatted and operated from the local boiler control panel.

a) Open the emergency operation panel control fl ap. The operation mode EMERG switch is selected. The EMERGENCY MODE lamp is on. The operator must check the boiler operating conditions and ensure that they are correct.

b) The desired operating mode is selected when the operator has confi rmed that the correct conditions for operation are established.

c) Furnace purge. The furnace FD fan is started manually and the fan inlet vanes opened to purge the furnace for at least 3 minutes. Select AIR FLOW to MANUAL and increase to fully open.

d) The FO pump is started and fuel is recirculated.

e) Select FO FLOW to MANUAL, increase the valve position to

5-15% opening.

Set the FD fan AIR FLOW control of the vane opening to give a furnace differential air pressure of 20-40mm WG.

f) Operate the PILOT BNR switch to the START position. The pilot RUN lamp is on.

g) If the pilot burner fails to ignite within 15 seconds, turn off the burner ignition switch and repeat from step c).

The pilot burner ignites. The FLAME ON lamp is on.

h) Operate the FO V/V switch to OPEN. The FOV OPEN lamp is on.

i) Attempt ignition for 10 seconds. If ignition fails, begin from step b). The burner ignites.

j) Emergency ignition is complete.

CAUTIONDuring emergency running a watch must be kept at the boiler side at all times to ensure that the fuel supply is shut off in the event of flame failure or low water level.

Illustration 2.2.2b Boiler Emergency Mode Control Panel

EMERGENCY MODE CAUTION PLATE

Resort to emergency-mode start up only when the burner

sequencer is out of order, in the following manner.

1. Start FDF then fully open FDF inlet vane, and perform

the furnace purge for three minutes.

2. Make sure that FO temperature is at the specified level.

(Equivalent to 80 sec R W No1)

3. Set the FO control valve and FDF inlet vane at ignition

open position, respectively.

4. Light off the pilot burner, with care not to exceed 15 sec

max in ignition time.

5. Make sure of the pilot burner ignition and open the FO

piston valve for main burner light-off

ONOFFNO.2 F.O.PUMP

MANU. AUTO

SPACE HEATER

SOURCE

NO.2 F.O.PUMP

SOURCE

NO.2

F.O.PUMP

NO.2 F.O.PUMP

STOP

NO.2 F.O.PUMP

START

ONOFFNO.1 F.O.PUMP

MANU. AUTO

SPACE HEATER

SOURCE

NO.1 F.O.PUMP

SOURCE

NO.1

F.O.PUMP

SPACE

HEATER

SPACE

HEATER

NO.1 F.O.PUMP

STOP

NO.1 F.O.PUMP

START

2.2 - Page 12 of 32


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Issue: 1

Automatic Operation of the Forced Draught Fan

When the AUTO mode is selected, the fan will start and stop with the burner start and stop commands.

If the boiler trips, the fan will continue running for 10 minutes.

Automatic Operation of the Fuel Oil PumpTwo FO pumps are supplied with only one required as a working unit.

When the AUTO mode is selected, the pump will start and stop with the burner start and stop commands. Fuel oil recirculating is carried out automatically when the FO pump is started.

Boiler Alarm and TripsThe boiler alarms and trip are set as shown in the following table.

Description Set Point Alarm/TripDrum level high high +240mm tripDrum level high +200mm tripDrum level low -200mm alarmDrum level low low -240mm tripFO pressure low 2.0kg/cm2 alarmFO pressure low low 1.5kg/cm2 tripAtomising steam pressure low 3.5kg/cm2 alarmAtomising steam pressure low low 3.0kg/cm2 tripSteam drum pressure high high 19.7kg/cm2 tripSteam drum pressure high 19.2kg/cm2 alarmSteam drum pressure low 4.5kg/cm2 alarmFO temperature low 150 seconds RW No.1 alarmFO temperature high 50 seconds RW No.1 alarmFO temperature low low 200 seconds RW No.1 tripSalinity high 10ppm alarmFD fan trip stop tripFO pump trip stop tripFO pump outlet pressure high 15kg/cm2 alarmPilot pump trip stop alarmWind air box temperature high 100°C alarmSmoke density high 5 degree alarmAC source failure no voltage tripManual trip switch tripPilot burner ignition fail no fl ame tripMain burner ignition fail no fl ame tripFlame fail no fl ame tripFlame eye normal burner fl ame fail tripControl air pressure low low 4.0kg/cm² tripBurner piston valve abnormal FO valve/Atom. valve tripBurner piston valve abnormal Purge valve/Recirc. valve alarm

General Description of Automatic Boiler Control SystemThe Automatic Boiler Control System (ABC) is composed of the automatic combustion control system (ACC) and the automatic feed water control system (FWC).

Automatic Combustion Control

This system controls the fuel oil injection and the combustion air quantity required for effi cient combustion. They are controlled at an optimum level in order to maintain steam pressure at a given point for the required steam fl ow rate. The control loops and functions of the ACC are detailed below.

Master ControlMaster Control Loop

This loop detects the steam drum pressure (master pressure) and compares this pressure with a preset pressure (master set pressure). It performs the P+I (proportional plus integral) operation and outputs the FO fl ow control signal (master signal) in order to set the deviation to zero. In addition, the master control comprises the following sub-loops.

Fuel Oil Flow Cascade Control Sub-loop

The FO fl ow control signal (master signal) and the oil pressure before the burner are compared with the FO fl ow rate feed back signal. The P+I operation is performed and the operating signal to the FO control valve is controlled, to bring the deviation of both signals to zero.

Hot Start and Steaming Up Control Sub-loop

The master set pressure is controlled, to maintain the recommended pressure rise rate, from a steam drum pressure of 5kg/cm2 to the normal working pressure.

Burner On/Off Control Sub-loop

Steam drum pressure (master pressure) is detected, and the burner is automatically ignited and shut down. The set points for ignition and shutdown are automatically selected by boiler mode.

Load Limiter Circuit

This circuit limits the increment of the master signal using the air fl ow signal.

Burner Ignition Set Circuit

This circuit sets the FO control valve to the opening required for the burner ignition sequence. The open signal is fed back to the master controller.

Master Station

The variable set point of the steam drum pressure (master pressure) is set and displayed, and the actual value of steam drum pressure (process value) is indicated.

Operation of the FO control valve control can be changed over to automatic/manual, with the mode in use indicated. In manual, the FO control valve can be operated from this station.

Airflow ControlAirflow Control Loop

This loop compares the demand wind box differential pressure, as determined by the FO fl ow control signal (master signal), with the wind box differential pressure as measured. It performs the P+I operation, and controls the operating signal of the FD fan inlet vane control drive to set the deviation to zero. This is intended to maintain effi cient combustion by controlling the airfl ow for an optimum ratio of air/fuel corresponding to a boiler load. In addition, the airfl ow controls are composed of the following sub-loops.

Operating Circuit of Demanded Wind Box Differential Pressure

This circuit calculates the demanded wind box differential pressure, by compensating the wind box differential pressure, as determined by the FO fl ow (FO burning pressure) for the boiler characteristics, and performing the variable addition (air, priority circuit) of the master signal.

Setting of Fuel/Air Excess Air Ratio

The demanded wind box differential pressure can be raised or reduced using the fuel/air ratio adjuster. The excess air ratio is adjustable over a range of 0.5 to 1.5 and normally set to 1.0.

Burner Ignition Mode

The FD fan inlet vane is set to an opening required by the burner ignition sequence. The airfl ow signal is detected during the furnace purge, and is fed back to the burner control panel. The airfl ow signal is detected during the ignition mode and is fed back to the burner control panel.

Airflow Station

The value of the fuel oil/air fl ow ratio is set and displayed, using this station. The airfl ow control can be changed over to automatic/manual and the current mode is indicated. When in manual, the FD fan vanes can be opened or closed from this station.

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Automatic Feed Water ControlFeed Water Control Loop

The steam drum water level is detected and compared with the preset water level. A two-element control determines the feed water quantity required to bring the deviation back to zero. The steam fl ow signal is supplied as a feed-forward signal when the load changes. The P+I operation is performed using the steam fl ow signal, the signal caused by the difference in the water level set point and the detected water level of the steam drum. The operating signal of the feed water control valve is controlled to bring the deviation back to zero.

Drum Level Station

The set point of the drum level is set and displayed, and the actual value (process point) is indicated. The feed water control valve can be changed over to automatic/manual and the current mode is indicated. When in manual, the feed water control valve can be opened or closed from this station.

Low Load Control Function

In economiser mode the steam drum level is compensated for changes in water level due to rolling and pitching.

Operation of the Automatic Boiler Control SystemMaster Station

This station displays process values of the steam drum pressure and the indication of the running mode.

Auto Run Lamp

This lamp illuminates when the steam drum pressure has reached the set pressure and the ACC and the burner control are in automatic mode.

Steaming-Up Lamp

This lamp illuminates when the automatic pressure rise is going through the steaming-up control sub-loop. When the FO flow station is set to manual mode, the lamp is extinguished and the automatic pressure raising loop is cancelled.

Standby Lamp

When the master pressure exceeds 5.0kg/cm2, the lamp illuminates to indicate that ignition can be made in all automatic modes of the ACC. The standby lamp also indicates that the burner is under automatic stop through the ACC burner on/off control.

Master Indicator (steam drum pressure indicator)

The green pointer indicates the process point.

The green pointer with the steaming-up lamp on indicates the automatic pressure set point of the steaming-up control loop.

Fuel Oil Flow Automatic/Manual Station

This station displays the automatic/manual status and the FO fl ow process point.

The changeover between the automatic and manual operation of the FO control valve, and also the manual operation, are carried out from this station.

Fuel Oil Flow Indicator

The red pointer indicates the FO control valve open order (0-100%).

Automatic/Manual Selector Switch

This switch is used to select the operation of the FO control valve.

CAUTIONIn emergency mode, the manual mode is selected. In FO temperature bypass mode, the manual mode is temporarily selected.

Raise and Lower Switch

The FO control valve open/close order can be manually operated in the manual mode.

Airflow Automatic/Manual Station

This station displays the automatic/manual status and the airfl ow process point. The changeover between the automatic/manual operation of the FD fan inlet vane, as well as the manual operation, is carried out from this station.

Airflow Indicator

The red pointer indicates the FD fan inlet vane open order (0-100%).


This switch is used to select the operation of the FD fan inlet vane control drive.

(Note: In emergency mode, the manual mode is selected. In FO temperature bypass mode, the manual mode is temporarily selected.)

In MAN mode the FD fan inlet vane control can be operated manually.

Fuel/Air Ratio Adjuster

The adjuster allows manual setting and indication of the fuel/air ratio.

Drum Level Automatic/Manual Station

This station displays the water level process point.

Drum Level Indicator

The green pointer indicates the steam drum water level.

Raise and Lower Water Level Set Point

The water level set point is changed by means of the INC/DEC key on the monitor display.

Feed Water Control Automatic/Manual StationThis station displays the auto/manual status and the feed water control valve process point.

The changeover between the auto/manual operation of the feed water control valve, as well as the manual operation, is carried out from this station.

Feed Water Indicator

The red pointer indicates the feed water control valve open order (0-100%).


The MAN/AUTO selector switch is used to select the operation of the feed water control valve.

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Illustration 2.2.2b MADIC Screen Displays

Main Menu

NO.1 BLR

MONITOR

NO.1 BLR

SET POINT

NO.1 BLR

DATA

NO.2 BLR

MONITOR

1 & 2

MONI

NO.2 BLR

SET POINT

NO.2 BLR

DATA

AUX. BLR. MENU

1 and 2 Moni Display Menu

NO.1

BLR

NO.1

BLR

NO.1 BLR NO.2 BLR

ROLL

DOWNMENU

MST

FO

AIR

2RV

KG

KG

AQ

%

8.45

0.84

2.0

0.0 0.0

0.0

0.0

3.83

NO. 1 BLR

NORMAL SEA

NO. 2 BLR

NORMAL SEA

NO. 1&NO. 2 BLR PV (INDUSTRIAL UNIT)

1 and 2 Moni Display Roll Down Menu

NO.1

BLR

NO.1

BLR

NO.1 BLR NO.2 BLR

ROLL

DOWNMENU

MST

FWR

SFL

FFL

KG

MM

TH

TH

8.45

0.6

0.4

0.0 0.0

0.1

7.8

3.83

NO. 1 BLR

NORMAL SEA

NO. 2 BLR

NORMAL SEA

NO. 1&NO. 2 BLR PV (INDUSTRIAL UNIT)

Data Selection Normal/Rough Sea Menu

ESC

MENU

NO. 2 BLR

NORMAL SEA

NO. 2 BLR FWR SWITCH MENU

NOR. ROU.

Data Sub Menu

MSTRST

AIRRST

FWRRST

NO.2 BLR

ACC

NO.2 BLR

FEE WATER

ENT ENABLE

MENU

NO. 2 BLR

Data Sub Selection ACC Menu

PARA PI AI/O ERR

PARANOTUSE DI/O MENU

ESCDATARST

NO. 2 BLR ACC DATA

Data Sub Selection Feed Water Menu

PARA PI AI/O ERR

NOTUSE SW DI/O MENU

ESCDATARST

NO. 2 BLR FEED WATER DATA

Monitor Display % Menu

MENU

NO. 1 BLR SP/PV/OUT (%)

MST

AIR

FWR

SFL

FEED.V. %

%

%

%

%

%

%

%F.D.F

F.D.V

F.O

SP OUT PV

28.0 33.6

4.2

0.5

0.0

0.0

32.9

50.0

54.9

49.9

0.4

NO.2

BLR

IND.

UNIT

Monitor Display Didgital Menu

MENU

NO. 1 BLR SP/PV/OUT (INDUSTRIAL UNIT)

MST

AIR

FWR

SFL

FEED.V. %

TH

MMMM

AQ

KG

KG

%

%F.D.F

F.D.V

F.O

SP OUT PV

7.00 8.48

0.84

2.0

0.0

0.0

32.4

0.0

54.9

0.0

0.1

NO.2

BLR

%

NO.1

&2

Monitor Display Menu

MENU

NO. 2 BLR MONITOR MENU DATA

DIGITAL TREND

Monitor Trending Menu

MENUTRENDCLR

ESC

07/2820:26 20:52

07/28

0.00.0

?

100.0 100.0

Setpoint Menu

NO. 1 BLR MASTER STEAM SET

%28.0

7.00

MENUROLLDOWN

KG MASTER

00.00 12.50 25.00

Setpoint Menu

NO. 1 BLR EXCESS AIR RATIO

%50.0

1.000

MENUROLLDOWN

0.500 1.000 1.500

Setpoint Menu

NO. 1 BLR DRUM LEVEL SET

%50.0

0.0

MENUROLLDOWN

MM

-300 0 +300

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Issue: 1

The MADIC Monitor Display

The MADIC monitor display is installed in the graphic panel of the boiler control panel. The display communicates with the ABC controller. When the main panel receives electrical power the main menu is displayed.

All screens of the MADIC monitor display are arranged in an hierarchical manner which consists of three sub-menus and a number of monitoring screens. The buttons are activated by on-screen touch.

The main menu has a number of keys which may be used to select sets of boiler values.

1 and 2 MonitorsDisplays the ABC control condition process value of No.1 and No.2 boiler in digital form. There are two screens in this menu selection, use the ROLL DOWN to transfer to the next screen. To return to the main menu selection touch the MENU button.

The following text relates to No.1 boiler, the selection for No.2 boiler has exactly the same headings and functions as for No.1 boiler.

No.1 Boiler MonitorDisplays the ABC control condition set point and process value of No.1 boiler in digital form, or the trend selection from the initial sub-menu.

No.1 Boiler Set PointDisplays the master steam set point, excess air set point and drum level set point of No.1 boiler ABC. Each point is shown as an individual screen, pressing the ROLL DOWN button proceeds to the next set point display. Indication is also shown on these displays which boiler is master or slave. To return to the main menu selection touch the MENU button.

No.1 Boiler DataDisplays data for No.1 boiler such as master control valve, air fl ow and feed water control. The fi rst sub-menu gives the option of selecting BLR ACC or BLR FEED WATER. The BLR ACC displays the various sub-menus for master control and the facility to change settings. The BLR FEED WATER sub-menu selection displays various sub-menus including the option to change the sea condition from NORMAL to ROUGH SEA mode. Pressing ESC returns to the data selection main menu, pressing MENU returns to the main auxiliary boiler main menu.

Madic Display Screens

The various screens can be selected as in the following example for No.1 boiler.

a) From the main menu display press the No.1 BLR MONITOR key to select the menu for No.1 boiler and then press the DIGITAL key.

b) Operating parameters for No.1 boiler are displayed in numerical digital form.

Press the % key and the parameter readings change to

percentage values. Press IND. UNIT to return to the SP/PV/OUT display.

c) Press the TREND key and trend graphs are produced for each parameter; parameters can be selected as required.

Pressing the TREND CLR key removes all trend data for that

parameter.

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Issue: 1

LS

PS PX PIPXPS PX PI

TI PI

PX

S

S

Illustration 2.2.3a Sootblowers

Key

Steam

Condensate

Feed Water

Air

Electrical Signal 41V

484V485V

92V93V

94V95V

483V

76V

488V

77V74V75V

78V58V

79V

56V57V

55V

From

Boiler Water

Circulation

Pumps

46V

42V43V

47V

FXFX

48V

44V45V

49V

To ABC

To 18, 10 and 7kg/cm2 Steam

System (See Illustration 2.2.4a and b and 2.2.5a)

Safety Manifold

(In Funnel)

To ABC

90V

37V

91V

38V

No.1 Auxiliary Boiler

(18/7kg/cm2 x 55 Ton/h)


(18/7kg/cm2 x 55 Ton/h)

Exhaust Gas Economiser

(2600kg/h x7kg/cm2)

To Deck

Scupper

From Boiler

Feed Water

Pumps

SootBlower

SootBlower

To Water

Analysis

Unit

To Deck

Scupper

To Deck

Scupper

Sealing AirTo Deck

Scupper

From 10/7kg/cm2

Steam Safety

Valve

From Boiler

Feed Water

Pumps

To Water

Analysis

Unit

From Chemical

Dosing Pump Unit

Control Air

489V

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Issue: 1

2.2.3 SOOTBLOWERS

Auxiliary Boiler Sootblowers

Maker: Kikan Buhin Manufacturing Co. LtdNo. of sets: 1 fi tted to each boilerType: BT-202-50-S

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 fi re hazard.

One sootblower is fi tted to each boiler and 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.

The sootblowers are fi tted with an air purge connection, which is supplied from the discharge of the forced draught fan. This keeps the nozzles clear during boiler operation and provides a seal at the air sealed wall boxes to prevent the escape of boiler exhaust gas into the machinery space. Non-return valves prevent steam from entering the air lines.

Before operation, request permission from the bridge and notify the bridge on completion.

Operation of the Auxiliary Boiler Sootblowers

a) Maintain the boiler at a minimum of 50% of full load.

b) With the line drain valves open, open the steam isolating valve T488V, then open the steam stop valve to the sootblower header 53B.

c) When the pipeline is warmed and drained suffi ciently, shut the line drain valves and open the stop valve fully to each sootblower.

d) Operate each sootblower by turning the hand wheel via the chain drive in a clockwise direction until it reaches the stop position. Reverse the rotation in order to return the sootblower to its original position.

e) The system is then shut down and the drain valves opened.

Boiler Sootblower

Economiser Sootblower

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TI

TITI

Atmospheric Condenser

LS

PS PX PIPXPS PX PI

CI

TI PI

PI

PI

PC

PX

S

S

F

TC

PC

PC

PC

S

Illustration 2.2.4a 18kg/cm2 Steam Distribution

Key

Steam

Condensate

Sea Water

Feed Water

Air

Electrical Signal 41V

484V485V

92V93V

94V95V

483V

50V

100V

312V311V310V

313V

426V

427V

417V418V

423V

428V

99V

408V

424V

392V

425V

308V

304V

391V 419V

420V

303V

352V

353V

302V

305V

301V

307V306V

281V

280V

62V

51V52V

61V

53V

332V

331V

Set 7.7k

76V77V74V75V

78V

58V

79V

56V

57V

60V

55VFrom 7kg/cm2

Steam Drain

FromBoiler Water

CirculationPumps

FromBoiler MainSteam line

From Cargo OilStripping PumpExhaust Steam

From DeckSeal and Slop TankHeating

To FeedFilter Tank

Temperature ControlBypass Line

To FeedFilter Tank

From DrainSeparator

From DrainSeparator

To 7k SteamDrain System

To Cargo Pumpsand No.1Ballast Pump

To VacuumCondenser

To Cargo OilStripping Pump

FromCargo Pumps

To BoilerAtomising Steam

To BoilerAtomisingSteam

To SafetyManifold To Deck Seal Slop Tank/Heating

Coil and Tank Cleaning Heater

46V

42V43V

47V

FXFX

48V

44V45V

49V

To ABC

AC 220V

AC 220V

AC 220V

AC 220V To 18, 10 and 7kg/cm2 SteamSystem (See Illustration 2.2.4b and 2.2.5a)

Safety Manifold(In Funnel)

To ABC

90V

37V

91V

38V

No.1 Auxiliary Boiler(18/7kg/cm2 x55 Ton/h)

No.2 Auxiliary Boiler(18/7kg/cm2 x55 Ton/h)

Exhaust Gas Economiser(2600kg/h x7kg/cm2)

To DeckScupper

From BoilerFeed Water

Pumps

SootBlower

SootBlower

To WaterAnalysis

Unit

To DeckScupper

To DeckScupper

Sealing Air

Air

8k Air

8k Air

Air

To DeckScupper

From 10/7kg/cm2

Steam SafetyValve

From BoilerFeed Water

Pumps

To WaterAnalysis

Unit

From ChemicalDosing Pump Unit

10k Steam

To 7kg/cm2

SteamService

314V

488V

53B

489V

19V 18V

22VLow

Demand

SWCooling

SWCooling

to Overboard

HighDemand

2.2 - Page 20 of 32


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Issue: 1

2.2.4 MEDIUM PRESSURE STEAM SYSTEM

GENERAL DESCRIPTION

Saturated steam is led from both auxiliary boilers into a common steam main, the normal steam operating pressure for cargo operations is 18kg/cm2. During normal sea going conditions the steam demand is met by the exhaust gas economiser which operates at 7.0kg/cm2. Steam is branched off the main line and supplies the following systems:

• Sootblowers for the auxiliary boilers and exhaust gas boiler

• Steam atomisation for the fuel oil burner bars for the auxiliary boilers

• Cargo oil pump turbines and No.1 ballast pump turbine

• Cargo oil stripping pump

• Feed water filter tank heating system

• Reducing valves supplying the low pressure service systems at pressures of 10kg/cm2 and 7.0kg/cm2.

• Steam dump to the cargo oil turbine vacuum condenser during inert gas topping up operations in order to maintain the load on the auxiliary boiler(s)

• During normal sea conditions, excess steam generated by the exhaust gas economiser is dumped to the atmospheric condenser.

The Inert Gas System (IGS) control valve dumps steam to the vacuum condenser to maintain the boiler on a minimum of 30% load in order to give an acceptably low oxygen reading in uptake fl ue gas. During IG topping up operations the auxiliary boiler sootblowers are interlocked out so that they cannot be started.

A water injection system is employed to reduce the temperature of the dump steam before it enters the vacuum condenser. Water used for the temperature control is bled from the discharge line from the condensate pumps. The water injection control valve moves in proportion to the opening and closing of the dump steam pressure control valve.

WARNINGOn no account must the IG topping up steam dump be put into operation until the vacuum condenser is in full working condition, as serious failure of the condenser will result.

WARNINGDo not attempt to operate the auxiliary boiler sootblowers during inert gas operations. Interlocks prevent this being done to ensure that glowing soot particles resulting from sootblowing cannot enter the cargo system.

Economiser Sootblowers

Maker: KangrimNo. of sets: 2

Operation of the Economiser Sootblowers

a) Open the sealing air line from the main engine scavenge trunking. The sealing air line should be open whenever the main engine is operating. It provides a seal for preventing exhaust gases entering the engine room and also supplies cooling to the sootblower lance and keeps the nozzles clear.

b) Select the position required on the automatic/manual selector switch which is located on the bulkhead aft of the economiser.

c) Check that the line drain trap valves are open and the bypass valve is shut, the valves are located on the deck below, outboard and above the soot collecting tank.

d) Open the steam inlet isolating valve T489V.

Manual Operation

a) At the sootblower control panel, turn the automatic/manual selector switch to MAN.

b) Operate the START switch.

The steam valve opens and after three minutes, the automatic drain valve closes. The indicating lights confi rm that the steam valve is open.

No.1 sootblower operates and the indicating lamp lights.

When No.1 sootblower completes the cycle, No.2 sootblower will start.

After the operation is completed, the steam valve closes and the drain valve opens.

Automatic Operation

a) At the sootblower control panel, turn the automatic/manual switch to AUTOMATIC.

b) Set the start/stop switch to START.

c) Set the timer for operation every 4 hours. This setting is made at the control panel.

The steam valve opens and after three minutes, the automatic drain valve closes. The indicating lights confi rm that the steam valve is open. The system will operate automatically according to the timer setting.

No.1 sootblower operates and the indicating lamp lights.

When No.1 sootblower completes the cycle, No.2 sootblower will start.

After the operation is completed, the steam valve closes and the drain valve opens.

Sootblower Overload

If a fault occurs, an alarm will sound, indicating sequence failure. The main steam valve will close and the drain valve will open. The sootblower will have to be wound to the STOP position using the manual handle.

WARNINGIsolate the electrical power to the system before operating the sootblower with the manual handle.

2.2 - Page 21 of 32


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404V

335V407V

336V

376V

400V

337V402V

338V

377V

PI

VI

PS

PS

PI

PI

CI

LS

LS

TI

PIPC

304V

303V

352V

302V301V

To Safety

Manifold10kg/cm2 Steam To Deck Seal, Slop Tank Heating

Coil and Tank Cleaning Heater Warming Through

LineAC 220V

18/10kg/cm2

Regulator

18/7kg/cm2

Regulator

From

Boiler Main

Steam line

PIPC

308V

354V

305V 307V306V

AC 220V

To 7kg/cm2

Steam

Service

281V

280VTo Boiler

Atomising Steam

Economiser Steam Dumping Valve

To Feed Filter Tank Heating

Air

Air

PCS

312V311V310V

313V

433V

431V

Dump Steam

Water Injection434V

426V

427V

417V418V

423V

428V

394V

395V

397V

422V

398V

421V

32V

33V

29V

30V

408V

424V

392V

425V

332V

331V

341V406V

342V

379V

To 7kg/cm2 Steam

Drain System

To Cargo Oil

Stripping Pump

To Boiler Feed

Filter Tank

AC 220V

314V

391V

419V345V410V

346V

381V

339V

340V

378V

8kg/cm2 Air

PI CI

Control Air

Control Air

PI CI

355V

356V

357V

Drain

Separator

LC

400V

401V

403V

409V

405V

430V

420V

Illustration 2.2.4b Cargo Pump and Vacuum Condenser Steam System

No.3 Cargo Oil PumpTurbine


No.1 Water Ballast PumpTurbine

Cargo Oil Wash PumpTurbine

ToNearestDeckScupper






Vacuum Condenser

Cargo Oil PumpTurbineEjector/

Condenser

415V

362V

366V

365V

367V

368V

No.1

No.2

361V

363V

364V

414V

413V

412V411V

416V

Vacuum Condenser

Condensate Pumps (110m3/h x40mth)Key

Steam

Exhaust Steam

Condensate

Sea Water

2.2 - Page 22 of 32


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Preparation for Supplying Steam to the Cargo Operations Pumping Systems

(Note: Prior to operating the cargo oil, cargo oil washing or ballast water pump turbines, the level of oil in the gearbox sumps and governors must be checked and replenished if necessary.)

The boilers are on automatic control in ECO BACK-UP mode supplying steam directly at a pressure of 7kg/cm2.

Set up the valves as shown in the following table:

Position Description Valve

Closed Steam supply master valve T331V

Closed Steam supply warming through valve T332V

Open Main line drain trap outlet T392V

Open Main line drain trap inlet T424V

Open Cargo pump line drain trap outlet T398V

Open Cargo pump line drain trap inlet T397V

Closed Cargo pump line drain trap bypass T422V

Open No.3 cargo pump line drain T404V, T403V, T340V



Open Cargo oil washing pump line drain T410V, T409V, T346V

Open No.1 ballast pump line drain T406V, T405V, T342V

Closed No.3 cargo pump steam valve T339V



Closed No.3 cargo pump exhaust valve T378V



Closed Cargo oil washing pump exhaust valve T381V

Closed No.1 ballast pump exhaust valve T379V

Open No.1 cargo pump exhaust line drain



Open Cargo oil washing pump exhaust line drain

Open No.1 ballast pump exhaust line drain

Procedure for Operating the Main Cargo, Cargo Oil Washing and No.1 Ballast Pump

The procedure described assumes that the economiser unit is initially working. The period of time taken to thoroughly warming through the cargo pump turbine lines, setting up the vacuum condenser, air ejector and condensate system lines, the IG plant operating at the correct output and within O2 limits and having them in a stable condition should be approximately 90 minutes.

a) Ensure that two generator engines are running and supplying the main switchboard.

b) Slowly open cargo pump steam inlet line warming through valve T332V. This allows steam into the cargo pump lines at a low rate.

c) Open the vacuum condenser SW outlet valve T30V and inlet valve T29V. The overboard discharge valve T31V should already be open as the atmospheric condenser discharges through this line.

d) Start a main COPT cooling sea water pump and switch it to MANUAL.

e) Open the air ejector SW outlet valve T33V and inlet valve T32V.

f) Depending upon sea water conditions, it may be necessary to start the second main COPT CSW pump.

g) Bleed the vacuum condenser and air ejector of air and ensure that there is a full sea water fl ow in both condensers.

h) Put the air ejector system into operation by opening the air ejector condensate drain valves to the vacuum condenser. Open both air ejector suctions from the vacuum condenser and supply steam to both air ejectors. Note the rise in the vacuum on the vacuum condenser.

i) Start one main condensate pump and set the other to standby. Ensure that the water injection valve isolator from the condensate pumps is open 430V, and that the inlet and outlet from the water injections valves are open, 433V and 431V.

j) When the SW cooling is on the vacuum condenser and the condensate system in operation with the steam dump water injection operational, start one of the boiler feed water pumps and bring the duty auxiliary boiler into IGS TOP-UP mode.

k) Close the 7.0kg/cm2 steam dump valve T52V to the atmospheric condenser.

l) Open the IGS dump valve T310V and T312V and set the regulator to 18.5kg/cm2.

m) When the duty auxiliary boiler is providing steam as per demand in order to get the inert gas O2 level into working range and is dumping excess steam to the vacuum condenser, stop the economiser feed pump.

n) Switch the selected standby boiler feed pump to STANDBY mode.

o) Check that all turbine steam inlet stop valves are closed and open the exhaust valves from the three COPT turbines, cargo oil washing turbine and the ballast pump turbine.

p) Check the oil level in the turbine sumps and then start the turbine LO priming pumps; if all trips have been set the trip cylinder will now move out.

q) Close the exhaust drain valve from each turbine casing.

r) Open the master steam valve T331V.

s) Close warming through valve T332V.

t) Open the gland steam valve and check that the pressure is 0.3 to 0.5kg/cm2.

u) Flash up the standby boiler to 15kg/cm2 so that it is ready for immediate operation if required.

v) Switch the boilers over to TANKER SERVICE mode, the boiler pressure will rise gradually until 18.5kg/cm2 is reached when it will cycle off and recycle at 14kg/cm2.

w) Close all turbine drain valves.

x) Ensure the control condition at the local panel is in the REMOTE position.

y) Fully open the main steam stop valves. Adjust the gland steam pressure so as to maintain 0.3 to 0.5kg/cm2.

2.2 - Page 23 of 32


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404V

335V407V

336V

376V

400V

337V402V

338V

377V

PI

VI

PS

PS

PI

PI

CI

LS

LS

TI

PIPC

304V

303V

352V

302V301V

To Safety

Manifold10kg/cm2 Steam To Deck Seal, Slop Tank Heating

Coil and Tank Cleaning Heater Warming Through

LineAC 220V

18/10kg/cm2

Regulator

18/7kg/cm2

Regulator

From

Boiler Main

Steam line

PIPC

308V

354V

305V 307V306V

AC 220V

To 7kg/cm2

Steam

Service

281V

280VTo Boiler

Atomising Steam

Economiser Steam Dumping Valve

To Feed Filter Tank Heating

Air

Air

PCS

312V311V310V

313V

433V

431V

Dump Steam

Water Injection434V

426V

427V

417V418V

423V

428V

394V

395V

397V

422V

398V

421V

32V

33V

29V

30V

408V

424V

392V

425V

332V

331V

341V406V

342V

379V

To 7kg/cm2 Steam

Drain System

To Cargo Oil

Stripping Pump

To Boiler Feed

Filter Tank

AC 220V

314V

391V

419V345V410V

346V

381V

339V

340V

378V

8kg/cm2 Air

PI CI

Control Air

Control Air

PI CI

355V

356V

357V

Drain

Separator

LC

400V

401V

403V

409V

405V

430V

420V

Illustration 2.2.4b Cargo Pump and Vacuum Condenser Steam System











Vacuum Condenser

Cargo Oil PumpTurbineEjector/

Condenser

415V

362V

366V

365V

367V

368V

No.1

No.2

361V

363V

364V

414V

413V

412V411V

416V

Vacuum Condenser

Condensate Pumps (110m3/h x40mth)Key

Steam

Exhaust Steam

Condensate

Sea Water

2.2 - Page 24 of 32


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z) When the CPOTs are set up and ready, inform the CCR that the turbines are now ready for warm-up control from the HICHAS control system. From the HICHAS system the chief offi cer will now set the required turbines into warm-up mode, the turbine is run at 200 rpm for approximately 10 minutes.

aa) The IGS dump valve will dump steam until there is load on the turbines, the water injection system will control the temperature of the dump steam into the vacuum condenser.

bb) The set point of the governor should be at minimum before starting either in the cargo control room or locally at the turbine.

cc) Cargo and ballast pumps are controlled from the computerised cargo loading computer in the cargo control room. Operation of the turbines must be checked to ensure that they are operating correctly. Vibration monitoring instrumentation must be checked, this equipment being in operation before the turbines are started.

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TI

PI PI

TITITITI

TI

TI

TI TI TITI

TI TI TITI TI

TCTC

TC

TC TCTC

TC

TC

TC

Key

Steam

Condensate

Air

Illustration 2.2.5a Low Pressure Steam System

Upper Deck

To/From AccommodationAir Conditioning Room From Boiler Atomising

Steam Drain

To No.2BoilerWaterDrum

Heating

101V

41B

41B

202V

273V

125V104V

191V

524V

519V

274V

538V

535V

174V

195V

196V197V 197V 168V

169V

165V 170V

175V 176V

220V 244V

183V 184V

541V

Ac220V

265V

544V

542V

543V

537V

534V

268V556V

548V

177V

549V

178V

552V

185V

553V

186V

574V

545V

546V

533V

270V

536V 561V

181V

565V

266V

264V

172V

166V

529V

527V 198V

189V

567V

179V

HC85

102

101

103 102 97

96

95

99

98

92

93

94 91 88

86

87

89

90

HC84

201V

171V

234V187V

200V

560V

126V

127V

128V

192V

523V

518V

275V

129V

130V

110V

105V

504V

205V

508V

To No.1BoilerWaterDrumHeating To IG

Up-TakeValve

Cleaning

LS HFOSettling

Tank

From16kg/cm2

SteamDrain

From7kg/cm2

SteamSystem

ToBoilerFeedWater

System

Set800C

Set800C

Set800C

Set950C

AC220V

AC220V AC

220VAC20V

Set950C

Set980C

Set980C

Set980C

OilyBilgeTank

BilgeHolding

Tank

LS HFOService

Tank

140V 124V

193V

522V

517V

247V

118V

119V

HFOService

Tank

Main LO

SumpTank

Fuel OilOverflow

Tank

AirCooling

WashingTank

To LowSea Chest

Generator EngineJacket Cooling Fresh Water Preheater

Main EngineJacket Cooling Fresh Water Preheater

No.2 HFOBunker Tank

(Port)

No.2 HFOBunker Tank(Starboard)

LS HFOBunker Tank

(Port).Coil Valves inPump Room

No.1HFOBunker Tank(Starboard).

Coil Valves inPump Room

121V

160V 131V 141V

132V

134V

239V 238V

135V 136V

137V 138V

139V

236V 237V

144V 143V

142V

133V194V

521V

516V

246V

520V

515V

245V

122V 123V

HFOSettling

Tank

SludgeTank

Main EngineFuel Oil Heater

No.2 No1

Generator EngineFuel Oil Heater

AutoFilter

AutoFilter

Main LOPurifier Heater

No.1 No.2 No.2 No.1 No.3 No.2

No.2 No.1

No.1

108V

502V

208V

506V

GeneratorEngine LO

Settling Tank

109V

113V

114V

509V

213V 217V 216V

117V 116V

221V

282V

581V

580V

579V

286V

585V

584V

583V

290V

589V

588V

587V

294V

593V

592V

591V

298V

597V

596V

595V

600V

599V

222V 223V 224V 225V 226V 227V 228V 229V 230V 231V

510V

512V

219V514V

511V

218V513V

115V

501V

211V

505V

Main LOSettling Tank

No.2 FreshWater

GeneratorHot Loop

No.1 FreshWater

GeneratorHot Loop

IncineratorWaste Oil

Line SteamTracing

Fuel OilService Line

Steam Tracing

Main EngineFuel Oil

Mixing unit

Boiler Fuel OilService line

Steam Tracing

Heavy Fuel OilTransfer Line

Steam Tracing

Main EngineCylinder Oil LineSteam Tracing

Sludge OilPipe Steam

Tracing

Sludge PumpSuction

Line

Fuel OilPurifying LineSteam Tracing

Main EnginePiston Underside

Sludge Trap

Fuel OilDischarge

Filter Drain Line

Calorifier

107V

503V

206V

507V

To Oily BilgeTank

Burner TipCleaning Carrier

240V

145V

150V 158V

159V

259V 256V 252V

156V 152V

167V161V

540V

525V

622V

621V

261V

526V

539V

232V

154V 154V

157V

203V

151V 149V

250V 248V

146V

148V

147V

242V

243V

241V

IncineratorWaste Oil Service

Tank

HFOPurifier Heater

HFOPurifierHeater

Boiler Fuel Oil Heater

HC83 HC82 HC81 HC80

Main EngineScavenge Space

Steam Smothering

2.2 - Page 26 of 32


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2.2.5 LOW PRESSURE STEAM SYSTEM

GENERAL DESCRIPTION

The low pressure steam system is branched off the 18kg/cm2 through a reducing valve T306V to a pressure of 7.0kg/cm2 and through reducing valve 302V to a pressure of 10kg/cm2. These low pressure systems provide all the necessary heating and general purpose steam services throughout the vessel.

The services supplied by the 7.0kg/cm2 low pressure steam system are listed as follows:

• HFO bunker, settling and service tanks

• Boiler water drum heating

• Steam tracing

• Air conditioning plant

• Main engine HFO heaters

• Generator engine HFO heaters

• Auxiliary boiler HFO heaters

• HFO purifier heaters

• LO purifier heaters

• FO overflow tank

• Bilge holding tank

• Oily bilge holding tank

• Main engine jacket FW preheater

• Generator engine jacket FW preheater

• Incinerator waste oil settling tank

• Incinerator waste oil service tank

• Sludge tank

• Main engine air cooler chemical washing tank

• Main engine LO settling tank

• Generator engine LO settling tank

• Calorifier

• Auxiliary boiler burner tip cleaning unit

• Accommodation services

• Inert gas uptake valve cleaning

• Main sea chest and emergency fire pump sea chest clearing

• Main engine scavenge space steam smothering

• FO tracing steam

Preparation for the Operation of the 7.0kg/cm2 Steam System

All low pressure steam services should be shut down when not required.

The following preparation of valves should be carried out prior to warming through the 18kg/cm2 steam system.

Line drain valves to the bilge should be open when the system is shut down and closed before warming through.

The low sulphur HFO bunker tank and No.1 HFO bunker tank have steam supply and condensate return isolating valves in the engine room on the cargo pump area mezzanine deck. The heating coil isolating valves are located in the pump room.

7.0kg/cm2 Steam System


Open 7.0kg/cm2 reducing valve inlet valve T305V

Open 7.0kg/cm2 reducing valve outlet valve T307V

Closed 7.0kg/cm2 reducing valve bypass valve T308V

The 10kg/cm2 low pressure steam system is supplied through reducing valve T302V and this system provides steam for slop tank heating, cargo tank cleaning heater and the inert gas system deck water seal.

Line drain valves to the bilge should be open when the system is shut down and closed before warming through 10kg/cm2 low pressure steam system.

10kg/cm2 Steam System


Open 10kg/cm2 reducing valve inlet valve T301V

Open 10kg/cm2 reducing valve outlet valve T303V

Closed 10kg/cm2 reducing valve bypass valve T304V

Closed Master valve for slop tank heating (on deck) HC64

Closed Master valve for tank cleaning heater (in pump room) HC72

Closed Deck seal steam inlet isolating valve (on deck) HC65

Closed Pump room port SW chest steam blowing HC79

Closed Pump room starboard SW chest steam blowing HC79

Warming through the system will normally take place at the same time as putting the 18kg/cm2 steam system into service. If this is not possible due to

only a partial shut down of the steam system, warm through the system using the 10kg/cm2 reducing valve inlet valve T301V and 7.0kg/cm2 reducing valve inlet valve T305V.

Supply steam to all services as required.

CAUTIONWhenever warming through steam lines great care must be taken in order to avoid damage due to water hammer. It is essential that the drain valve be open and the drain trap working so that all condensate is drained from the system. All lines, even heating lines, must be warmed through before the steam inlet valve is opened fully. For lines without separate warming through valves the steam inlet valve must be cracked open initially until the line is thoroughly warmed through.

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PI

PI PI

DPS

PI PI

TI

TICI


F

PI

TI

LS LALMC

LC

TCTC

100V99V

62V

Control Air

SX

SAHMC

41V

Control

Air

S

TI

OD

PC

50V 51V 52V

61V

53V

Set 7.7kAC 220V FX

F

FX

TI PI

S

94V

95V 12B

12B

S

489V

To Deck

Scupper

To Funnel

Illustration 2.2.6a Economiser Feed Water System

Key

Feed Water

Steam

Condensate

Cooling Fresh Water

Air

Electrical Signal

No.2

Auxiliary Boiler

(18kg/cm2 x55 Ton/h)

No.1

Auxiliary Boiler


485V 484V

487V 486V

92V

83V

85V

63V

64V

65V

5V

AC 220V

4V

16V

15V

2V

3V

1V

82V

10V

84V

93V

Control Air

Feed Filter Tank (18m3)

To Bilge

Holding Tank

To Feed

Pumps

From Feed

Pumps

From Feed

Pumps

Return From

Feed Pumps

From Tank Water Cleaning

Sea Water Heater

Water

Analysis

Unit

From

Fresh Water

Hydrophore

Unit

Washing Tub

From

Fresh Water

Hydrophore

Unit

Chemical

Dosing Unit

Control

Air

FromDistilled

Water Tank

From Cargo Oil Stripping PumpExhaust Steam

From EconomiserSteam DumpSystem

From 18kg/cm2

Steam SystemTo Bilge

Holding Tank

97V96V

98V

66V

75V76V

80V

60V

81V

483V

482V

78V

58V

79V

34V

33V

24V

32V

39V

To Central

Cooling Fresh Water System

From Central

Cooling Fresh Water System

481V

No.2

No.1480V

31V 11B 11B

35V36V

17V

18V

23V56V

57V

55VFrom 7kg/cm2

Steam Drain

From Deck

Seal and Slop Tank

Heating

Exhaust Gas Economiser

(2600kg/h x7kg/cm2)

Boiler Water Circulation Pumps

(2600kg/h x7kg/cm2)

Sealing Air

Control Air

18kg/cm2

2.2 - Page 28 of 32


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2.2.6 ECONOMISER

Maker: KangRim Industries Co., LtdModel: Mono Steam Pressure Exhaust Gas EconomiserEvaporation: 2,600kg/hSteam condition: 7kg/cm2 saturated steam at 169.6ºC

DESCRIPTION

The exhaust gas economiser is arranged in the main engine exhaust gas uptake to take the waste heat from the main engine exhaust gas. It is circulated by one of two boiler water circulating pumps, at a rate of 18m3/h, which can take suction from either of the auxiliary boiler water drums. The water is circulated through the economiser where some of the water is converted into steam, with the resulting steam and water mixture being discharged into the steam drum of the same auxiliary boiler from which the feed water was taken. Steam generated in the economiser is collected from the top of the steam drum.

The economiser is fi tted with two sootblowers, which are operated at about four hour intervals depending upon the operating conditions of the engine. Sootblowers should be operated only when the engine is operating at normal full power. A water-washing set comprising hose and nozzles is available for out of service washing.

Any excess steam generated in the economiser that cannot be utilised by the normal sea going demand is dumped to the atmospheric condenser.

Procedure for Preparing the Economiser System for Operation

a) Ensure pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly.

b) Ensure that cooling water is circulating in the central cooling system.

Set up the valves as in the following table:

Economiser Circulating Water System


Open No.1 boiler water circulating pump suction valve 31V

Open No.2 boiler water circulating pump suction valve 32V

Open No.1 boiler circulating pump discharge valve 33V

Open No.2 boiler water circulating pump discharge valve 34V

Boiler in Use Position Description Valve

Open No.1 auxiliary boiler water drum suction valve 11B

Open No.2 auxiliary boiler water drum suction valve 11B

Open No.1 auxiliary boiler steam drum return valve 94V

Open No.1 auxiliary boiler steam drum shell check valve 12B

Open No.2 auxiliary boiler steam drum return valve 95V

Open No.2 auxiliary boiler steam drum shell check valve 12B

Economiser Position Description Valve

Open Economiser outlet valve 483V

Open Economiser inlet valve 482V

Closed Economiser inlet drain valve

Closed Economiser vent valves

Boiler Water Circulating Pump Gland Cooling


Open No.1 circulating pump CW inlet valve 17V

Open No.1 circulating pump CW outlet valve 23V

Open No.2 circulating pump CW inlet valve 18V

Open No.2 circulating pump CW outlet valve 24V

Operation

When the economiser is empty, care has to be taken when connecting it with the auxiliary boiler, as the difference in pressure could result in a sudden drop in the boiler water level. When setting up the valves, the boiler water circulating pump discharge valve should be opened gradually, as the last stage in the procedure.

The boiler water circulating pump can then be started. It is important to start the circulating pump before starting the main engine. The other circulating pump should be set up as the standby pump. If the system is prone to water hammer, at this stage, it may be advisable to start the pump with the discharge valve throttled in, gradually opening the valve as the economiser warms up.

Vent air from each header of the economiser and check for the fl ow of water/steam.

When the load from the main engine has increased to normal, the economiser should normally be able to generate suffi cient steam to supply the vessel’s services. The auxiliary boiler fi ring can be stopped when it is certain that the economiser can cope with the steam demand and when steam generation from the economiser has stabilised. How long this takes depends upon the main engine operation but the economiser should be able to meet the demand for steam about 20 to 30 minutes after the engine has been set to full power.

During tank cleaning operations, manoeuvring and when operating in cold climates, the economiser is supplemented by fi ring a boiler as required.

A manometer is fi tted across the tube bank to give early indication of fouling. The reading should be noted on a daily basis. The inlet and outlet exhaust gas temperatures should also be monitored. These temperatures, along with the manometer reading, provide an indication of the effi ciency and cleanliness of the economiser tubes. If these readings show a deterioration in effi ciency, the frequency of sootblowing should be increased and the economiser water washed at the next opportunity. Visual inspection of the heating surfaces is possible through the manhole and inspection doors.

Water washing nozzles are provided for cleaning the gas side at regular intervals when the main engine is shut down. The frequency of cleaning depends upon fouling, but under normal conditions water washing should be undertaken every two months. Washing is carried out through the manhole of the outlet chamber of the economiser smokebox using water supplied by the domestic fresh water system.

Sootblowers should be operated at least every four hours or more frequently if the level of fouling is heavy.

When arriving alongside, to minimise the risk of soot fi res, the boiler water circulating pump should be operated for at least twelve hours after the main engine is no longer required.

If the circulating system fails, the main engine should be stopped.

If the economiser fails and has to be run dry, it should be thoroughly washed and sootblowers operated at least four times a day. The water washing lances should be prepared and be readily available for fi re extinguishing purposes.

If the main engine is operated at reduced power for prolonged periods, the engine load should be increased before operating the sootblowers.

2.2 - Page 29 of 32


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2.2.7 CHEMICAL INJECTION SYSTEM FOR EXHAUST MANIFOLD

The main engine exhaust gas system is fi tted with a chemical injection dosing system. The object of injection of soot removing chemicals into the exhaust uptake directly after exhaust turbochargers is to reduce the amount of fouling which has to be dealt with by the in service sootblowing and the out of service water washing. In normal practice sootblowing can only remove those deposits which are readily removable and accessible to the application of steam injection from the two motor driven lances.

Over a period of time the level of deposit will increase with resultant decrease in the level of effi ciency of the economiser and the potential of a build up of deposits which could result in a soot fi re. Additionally, in the products of combustion can be levels of low melting point vanadium which has a corrosive effect on the metal surface of the economiser tubes stacks. Also there is the potential of the acidic sulphur trioxide compounds in the combustion gases forming sulphuric acid in the cooler parts of the tube stack if the dew point is reached.

In order to combat these soot forming deposits, vanadium and sulphuric acid attacks and to aid the removal of these products by the steam sootblowing system a liquid chemical soot remover is used.

The liquid chemical is injected as close as possible to the outlet from each turbocharger where the exhaust gases will be at there hottest. This has the advantage of allowing as much time as possible for the chemical to vaporise and distribute itself into the exhaust gases and for reaction with the compounds of the exhaust gas.

Contained in the liquid chemical treatment are copper, nitrates, magnesium, potassium and ammonium compounds. These compounds react in the following way. The small amounts copper reacts with the unburnt carbon particles thereby lowering their ignition point and the nitrate compounds supply the oxygen required for the complete combustion of these carbon particles. This then stops the formation of soot deposits in the economiser tube stack and exhaust system.

The magnesium in a vapour state reacts with the vanadium compounds thereby increasing the melting point and changing the state of these compounds thereby reduce their corrosive nature. These compounds will then pass through the exhaust system without them adhering to the metal surfaces.

The potassium and ammonium compounds in their gaseous state help to neutralise the acidic compounds of combustion such as sulphur trioxide thereby reducing the formation of sulphuric acid.

Procedure for Application of the Liquid Chemical Injection

The dosage rate of chemical injection should be as recommended by the manufacturer. This can be modifi ed depending upon the severity of fouling of the exhaust gas economiser. A general rule would be to inject 1 litre per day and when the opportunity arises check the condition of the economiser stack to see if the dosage rate should be increased or decreased. It may also be advisable to take samples of the deposits and have them analysed.

a) The handling and operation of the chemical injection should be carried out with the operator wearing full protective clothing.

b) With the compressed air inlet and chemical outlet valve closed, the drain valve open, vent the charging receiver to ensure it is not under pressure.

c) Close the drain valve when the pressure is off the unit. Add the chemical dose into the receiver via the inlet funnel.

d) Close the vent and funnel fi lling valves.

e) Connect the injection hose line from the receiver to the fi rst exhaust injection point.

f) Open the compressed air inlet to the chemical receiver, then open the receiver outlet valve. The chemical will now be discharged into the exhaust uptake.

g) After a minute or so, shut the compressed air inlet valve and then the chemical outlet valve. Carefully vent the receiver. When the pressure is off the receiver, fi ll the receiver with fi ve litres of fresh water which is used to clean the injection nozzle.

h) Close the fi lling line valve and vent valve. Open the compressed air line inlet valve then the chemical receiver outlet valve. Wait a minute or so for all the fl ushing water to be discharged.

i) Close the air inlet valve then the chemical outlet valve on the receiver, carefully vent the chamber.

j) Transfer the injection hose connection onto the second exhaust and repeat the process as previously described.

k) When injection and fl ushing is complete remove the injection hose and leave the receiver in a vented and drained condition.

In addition to the liquid dosing of the economiser, a dry power chemical cleaning substance is also used (Unitor Sootremover). If the liquid chemical cleaning is used during the morning, then the power chemical is injected in the evening.

The chemical actions of the dry powder soot remover is essentially the same as the liquid compound. The dosing pot for this system is located directly below the exhaust gas economiser.

Procedure for Application of the Power Chemical Injection

The dosage rate of chemical injection should be as recommended by the manufacturer. This can be modifi ed depending upon the severity of fouling of the exhaust gas economiser. A general rule would be to inject 1kg per day.

a) The handling and operation of the chemical injection should be carried out with the operator wearing full personal protective clothing.

b) Ensure the compressed air inlet and discharge outlet valves are closed. Carefully open the vent valve.

c) Remove the lid of the dosing unit and add the chemical powder. Replace and secure the lid.

d) Close the vent valve then open the outlet valve from the unit.

e) Open the service air inlet to the dosing unit, the chemical powder will now be educted out of the dosing pot and into the exhaust gas stream.

f) After a few minutes, close the air inlet and dosing unit outlet valve. Carefully open the vent valve.

2.2 - Page 31 of 32

2.3 Condensate and Feed Systems 2.3.1 Condensate System

2.3.2 Drains Systems

2.3.3 Boiler Feed Water System

2.3.4 Water Sampling and Treatment System

Illustrations

2.3.1a Condensate System

2.3.2a Heating Drains/Contaminated Water System

2.3.3a Boiler Feed Water System

2.3.4a Water Sampling and Treatment System


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S32V

S33V

TI

8kg/cm2 Air

VI

TI

TI

TI

TI

PI CI

TI

TICI

Atmos Condenser

F

TI

LS LALMC

LC

TCTC

100V99V

62V

8kg/cm2

Air

Control

Air

Control

Air

SX

SAHMC

TI

PI

PI

OD

PC

50V 51V 52V

61V

53V

Set 7.7kAC 220V

F

63V

64V

65V

5V

220V

4V

16V

15V

2V

3V

1V

Feed Filter Tank (20.5m3)

From 7kg/cm2

Steam Drain


EconomiserSteam DumpSystem

Return FromFeed Water Pumps

From TankCleaning

Sea WaterHeater

From Boiler WaterCirculation Pumps

To Feed WaterPumps

From 18kg/cm2


Holding Tank

97V96V

D74V

98V

66V

60V

PCS

PI CI

LC

PS

PSCI

LS

LS

TIS29V

S30V

Vacuum Condenser

S19VS18V

S22VLow

Demand

High

Demand

433V

431V

434V

430V

Illustration 2.3.1a Condensate System





381V

379V

376V

377V

378V







From 18kg/cm2

Steam DistributionSystem

Water InjectionControl for 18kg/cm2

Steam Dump

Control for 18kg/cm2

Steam Dump

From 18kg/cm2


To 7kg/cm2

Steam DrainSystem

DistilledWater Tank

312V311V310V

313V

AC 220V

Control Air

314V

Key

Condensate

Steam

Exhaust Steam

Sea Water

Air

Feed Water

Electrical Signal

Cargo Oil Pump TurbineEjector/Condenser

415V

362V

366V

365V

367V

368V

No.1

No.2

361V

363V

364V

414V413V

412V411V 416V

Cargo Oil Pump Turbine

Condensate Pumps (110m3/h x40mth)

2.3 - Page 2 of 14


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2.3 CONDENSATE AND FEED SYSTEMS

2.3.1 CONDENSATE SYSTEM

Condensate Pump Details

Manufacturer: Naniwa Pump MFG Co. LtdNo. of sets: 2Model: 2FDDV-100Capacity: 110kg/cm2 at 40 mth

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 vacuum and atmospheric condensers via the feed fi lter tank to the auxiliary boilers and economiser.

Exhaust steam from the cargo pumps, cargo oil washing pump and No.1 ballast water pump is condensed under vacuum in the sea water cooled vacuum condenser, the cooling water is supplied by the condenser cooling sea water pumps. The vacuum in the condenser is maintained by two steam air ejectors. The water level in the condenser is maintained by two automatic level control valves, one control valve discharges condensate to the feed fi lter tank, while the other control valve returns condensate back to the vacuum condenser in order to maintain a mimimum level to ensure that the pumps do not lose suction.

The collected condensate is transferred via one of two condensate pumps to the feed fi lter tank. The level in the feed fi lter tank is maintained by adding make-up water from the distilled water tank. A level control valve allows make-up distilled water into the feed fi lter tank when the level in the tank falls below a set value. Should it be necessary, water may be added directly to the tank via the normally closed bypass make-up valve 98V. The condensate condition is continuously monitored by a salinometer situated in the feed pumps suction line from the feed fi lter tank which activates an alarm if high salinity is detected.

Exhaust steam from the economiser steam dump line and other steam drains systems is condensed in the sea water cooled atmospheric condenser. The main drains line leading into the atmospheric condenser is fi tted with a temperature control bypass valve which is used to control the temperature in the feed fi lter tank. Supplementary heating of the feed fi lter tank comes from a heating nozzle fed from the 18kg/cm2 steam range. Condensate level in the atmospheric condenser is maintained by means of a weir, excess condensate fl owing over the weir to the outlet line. This then fl ows to the feed fi lter tank via an observation tank. Condensate fl owing through the observation tank is monitored for hydrocarbon contamination by means of the oil detection system, if any contamination is detected the alarm system sounds and a

signal is sent to the discharge control valve 10V from the feed pumps where the fl ow is redirected to the bilge holding tank. Any fl oating sediment in the observation tank can be drained through a scum line to the bilge holding tank or the observation tank can be drained to the bilge holding tank. A baffl e in the observation tank outlet to the feed fi lter tank reduces the risk of oil being carried over to the feed fi lter tank. The fi lter tank has a low-level alarm and it can be drained to the bilge holding tank.

Water from the feed fi lter tank provides the feed water pumps with a positive inlet pressure head at the pump suctions.

The condensate outlet temperature from the atmospheric condenser should be maintained at between 75°C and 90°C. The temperature can be controlled via the three-way temperature control valve 60V on the inlet to the atmospheric condenser. Additionally the cooling effect can be reduced by selecting the sea water inlet isolating valve S22V which is fi tted with a smaller orifi ce than isolating valve S18V.

Procedure for Preparing the Main Condensate System for Operation

a) Ensure that all pressure gauge and instrumentation valves are open.

b) Fill the feed fi lter tank from the distilled tank via level control system valves or direct valve 98V.

c) Check the operation of the level control valve and ensure that it is functioning correctly.

d) Set up the valves as in the following table.

Condensate System


Closed Sea water cooling inlet to atmospheric condenser high demand S18V

Open Sea water cooling inlet to atmospheric condenser low demand S22V

Open Sea water cooling outlet from atmospheric condenser S19V

Open Sea water overboard discharge valve S31V

Operational Atmospheric condenser temperature control bypass valve 60V

Open Distilled water make-up inlet to feed filter tank via level control valve 96V, 97V

Closed Distilled water make-up level control valve bypass 98V

Open Run down valve from distilled water tank D74V


Closed Observation tank scum valve 2V

Closed Observation tank drain valve to bilge holding tank 3V

Closed Feed filter tank drain valve 4V

Open Observation tank outlet to feed filter tank 1V

Open Outlet to feed pumps 5V

Open Steam heating outlet valve T100V

Open Steam heating inlet valve T99V

Closed Steam heating bypass valve T62V

The feed pumps and boiler can now be put into operation.

Oil Contamination

If oil contamination occurs, divert the returns to the bilge holding tank. Check the drain on the drain traps on all the steam services until the defective service is located, then isolate for repair. If any oil is noticed in the observation tank it should be assumed that some oil could also have entered the boiler and steps should be taken to scum the oil from the boiler. A water test should be carried out in order to monitor any effect the possible contamination of the boiler with oil might have had. The feed treatment should be adjusted in line with any change in boiler water condition. When possible, the boiler should be shut down for examination of the steam/water space.

After repair, fl ush the drain line of the defective service and clean the drain trap. Clean the observation tank and the oil content monitor probe and check that the monitoring and alarm systems function correctly.

Procedure for Preparing the Vacuum Condenser Condensate System for Operation

a) Start one of the main/COPT sea water cooling pumps and supply SW to the vacuum condenser (see section 2.4.1).

Check the condition of any condensate already in the condenser to make sure if it is of suitable quality to be pumped into the system. If necessary, drain the condensate side of the condenser to the bilge.

b) Set up the valves as shown in the following table.

2.3 - Page 3 of 14


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S32V

S33V

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8kg/cm2 Air

VI

TI

TI

TI

TI

PI CI

TI

TICI

Atmos Condenser

F

TI

LS LALMC

LC

TCTC

100V99V

62V

8kg/cm2

Air

Control

Air

Control

Air

SX

SAHMC

TI

PI

PI

OD

PC

50V 51V 52V

61V

53V

Set 7.7kAC 220V

F

63V

64V

65V

5V

220V

4V

16V

15V

2V

3V

1V

Feed Filter Tank (20.5m3)

From 7kg/cm2

Steam Drain


EconomiserSteam DumpSystem

Return FromFeed Water Pumps

From TankCleaning

Sea WaterHeater

From Boiler WaterCirculation Pumps

To Feed WaterPumps

From 18kg/cm2


Holding Tank

97V96V

D74V

98V

66V

60V

PCS

PI CI

LC

PS

PSCI

LS

LS

TIS29V

S30V

Vacuum Condenser

S19VS18V

S22VLow

Demand

High

Demand

433V

431V

434V

430V

Illustration 2.3.1a Condensate System





381V

379V

376V

377V

378V







From 18kg/cm2


Water InjectionControl for 18kg/cm2

Steam Dump

Control for 18kg/cm2

Steam Dump

From 18kg/cm2


To 7kg/cm2

Steam DrainSystem

DistilledWater Tank

312V311V310V

313V

AC 220V

Control Air

314V

Key

Condensate

Steam

Exhaust Steam

Sea Water

Air

Feed Water

Electrical Signal

Cargo Oil Pump TurbineEjector/Condenser

415V

362V

366V

365V

367V

368V

No.1

No.2

361V

363V

364V

414V413V

412V411V 416V

Cargo Oil Pump Turbine

Condensate Pumps (110m3/h x40mth)

2.3 - Page 4 of 14


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Vacuum Condenser Condensate SystemPosition Description Valve

Open No.1 condensate pump discharge valve 365V

Open No.1 condensate pump suction valve 361V

Open No.1 condensate pump mechanical seal supply valve 367V

Open No.1 condensate pump balance line valve 363V

Open No.2 condensate pump discharge valve 366V

Open No.2 condensate pump suction valve 362V

Open No.2 condensate pump mechanical seal supply valve 368V

Open No.2 condensate pump balance line valve 364V

Open Condenser level return regulating valve inlet isolator 414V

Open Condenser level return regulating valve outlet isolator 415V

Closed Condenser level return regulating valve bypass 416V

Open Condensate discharge regulating valve inlet isolator 412V

Open Condensate discharge regulating valve outlet isolator 411V

Closed Condensate discharge regulating valve bypass 413V

Operational Condenser level three-way regulating valves

Open Water injection isolating valve 430V

Open Water injection inlet to control valve 431V

Open Water injection outlet from control valve 433V

Closed Water injection control bypass valve 434V

Operational Steam dumping water injection control vave 432V

c) Raise the vacuum with both steam air ejectors. The air ejector condensate drain trap and isolating valve must be open to the vacuum condenser.

d) Start one of the condensate pumps when a working level is reached.

e) Put the other pump on standby.

f) Check the operation of the three-way level recirculating valves.

When the boilers are changed over from ECO BACK-UP to IG TOP-UP and TANKER SERVICE modes, excess steam will be dumped to the vacuum condenser. In order to control the temperature of this steam being dumped, condensate water is injected into the dump stream. Therefore it is very important that the water injection system is operational before steam dumping takes place.

Boiler Topping Up Mode Steam Dump Control

Condensate Discharge

T411

T413

T412

T414

T416

T415

T430V

Steam Dump Control

Valve

T313

2.3 - Page 5 of 14


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Illustration 2.3.2a Heating Drains/Contaminated Water System

TI

PI PI

TITITITI

TI

TI

TI TI TITI

TI TI TITI TI

TCTC

TC

TC TCTC

TC

TC

TC

Key

Steam

Condensate

Air

Upper Deck

To/From AccommodationAir Conditioning Room From Boiler Atomising

Steam Drain

To No.2BoilerWaterDrum

Heating

101V

41B

41B

202V

273V

125V104V

191V

524V

519V

274V

538V

535V

174V

195V

196V197V 197V 168V

169V

165V 170V

175V 176V

220V 244V

183V 184V

541V

Ac220V

265V

544V

542V

543V

537V

534V

268V556V

548V

177V

549V

178V

552V

185V

553V

186V

574V

545V

546V

533V

270V

536V 561V

181V

565V

266V

264V

172V

166V

529V

527V 198V

189V

567V

179V

HC85

102

101

103 102 97

96

95

99

98

92

93

94 91 88

86

87

89

90

HC84

201V

171V

234V187V

200V

560V

126V

127V

128V

192V

523V

518V

275V

129V

130V

110V

105V

504V

205V

508V

To No.1BoilerWaterDrumHeating To IG

UptakeValve

Cleaning

LS HFOSettling

Tank

From16kg/cm2

SteamDrain

From7kg/cm2

SteamSystem

ToBoilerFeedWater

System

Set800C

Set800C

Set800C

Set950C

AC220V

AC220V AC

220VAC20V

Set950C

Set980C

Set980C

Set980C

OilyBilgeTank

BilgeHolding

Tank

LS HFOService

Tank

140V 124V

193V

522V

517V

247V

118V

119V

HFOService

Tank

MainLO

SumpTank

Fuel OilOverflow

Tank

AirCooling

WashingTank

To LowSea Chest

Generator EngineJacket Cooling Fresh Water Preheater

Main EngineJacket Cooling Fresh Water Preheater

No.2 HFOBunker Tank

(Port)

No.2 HFOBunker Tank(Starboard)

LS HFOBunker Tank

(Port).Coil Valves inPump Room

No.1HFOBunker Tank(Starboard).

Coil Valves inPump Room

121V

160V 131V 141V

132V

134V

239V 238V

135V 136V

137V 138V

139V

236V 237V

144V 143V

142V

133V194V

521V

516V

246V

520V

515V

245V

122V 123V

HFOSettling

Tank

SludgeTank

Main EngineFuel Oil Heater

No.2 No1

Generator EngineFuel Oil Heater

AutoFilter

AutoFilter

Main LOPurifier Heater

No.1 No.2 No.2 No.1 No.3 No.2

No.2 No.1

No.1

108V

502V

208V

506V

GeneratorEngine LO

Settling Tank

109V

113V

114V

509V

213V 217V 216V

117V 116V

221V

282V

581V

580V

579V

286V

585V

584V

583V

290V

589V

588V

587V

294V

593V

592V

591V

298V

597V

596V

595V

600V

599V

222V 223V 224V 225V 226V 227V 228V 229V 230V 231V

510V

512V

219V514V

511V

218V513V

115V

501V

211V

505V

Main LOSettling Tank

No.2 FreshWater

GeneratorHot Loop

No.1 FreshWater

GeneratorHot Loop

IncineratorWaste Oil

Line SteamTracing

Fuel OilService Line

Steam Tracing

Main EngineFuel Oil

Mixing unit

Boiler Fuel OilService line

Steam Tracing

Heavy Fuel OilTransfer Line

Steam Tracing

Main EngineCylinder Oil LineSteam Tracing

Sludge OilPipe Steam

Tracing

Sludge PumpSuction

Line

Fuel OilPurifying LineSteam Tracing

Main EnginePiston Underside

Sludge Trap

Fuel OilDischarge

Filter Drain Line

Calorifier

107V

503V

206V

507V

To Oily BilgeTank

Burner TipCleaning Carrier

240V

145V

150V 158V

159V

259V 256V 252V

156V 152V

167V161V

540V

525V

622V

621V

261V

526V

539V

232V

154V 154V

157V

203V

151V 149V

250V 248V

146V

148V

147V

242V

243V

241V

IncineratorWaste Oil Service

Tank

HFOPurifier Heater

HFOPurifierHeater

Boiler Fuel Oil Heater

HC83 HC82 HC81 HC80

Main EngineScavenge Space

Steam Smothering

2.3 - Page 6 of 14


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2.3.2 DRAINS SYSTEMS

GENERAL DESCRIPTION

Condensate from the auxiliary steam services is returned to the fi lter feed tank, through a sea water cooled drains cooler (the atmospheric condenser) and observation tank, from where the condensate is 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 tank before returning to the system.

Steam supplied for heating purposes to a heater element or trace heating line gives up maximum heat when it condenses back to water and the aim of any heating system of this type is to ensure that only condensed steam, (condensate) returns to the atmospheric condenser which, therefore, acts as a drain cooler. All drains outlets from heating lines are fi tted with a drain trap which only lets water pass and, therefore, keeps the steam in the heating line until it has condensed. The drain traps are provided with inlet and outlet valves and also with a bypass valve to allow the heater to remain in operation even if the drain trap becomes defective. A defective drain trap is indicated by steam returning to the atmospheric condenser and the defective drain trap can be traced by the fact that its return line will be abnormally hot as it will contain steam. If a drain trap has to be bypassed, the bypass valve should be throttled so as to restrict the passage of steam.

The following services return to the feed fi lter tank through the atmospheric condenser:

• HFO storage, service and settling tanks

• Calorifier

• Accommodation fresh water heater

• Steam tracing

• Main engine LO sump tank


• Main engine and generator engine LO settling tanks

• Boiler FO heaters

• Cargo slop tank heating

• Incinerator waste oil tank heating

• HFO and LO purifier heaters

• Waste oil tank

• HFO overflow tank

• HFO automatic and safety filters

• Bilge tanks

• Sludge tank

• Inert gas deck water seal

• Main engine, generator engine and auxiliary boiler FO heaters

• Jacket cooling water pre-heaters

• Steam line drains

• Economiser duty dump steam line

Procedure for Preparing the Drains System for Operation

a) Ensure that pressure gauges and instrumentation valves are open and that the instruments are working correctly.

b) Set up the valves as in the following table.

Drains System


Operational Atmospheric condenser temperature control valve 60V

Closed Sea water cooling inlet to atmospheric condenser high demand S18V

Open Sea water cooling inlet to atmospheric condenser low demand S22V

Open Sea water cooling outlet valve S19V

Open Air conditioning returns isolating valve 202V

c) The various services can now be put into operation as required, by opening the associated drain trap outlet valve.

Excessive temperature at the drains cooler indicates a defective drain trap. Services should be isolated in turn until the defective trap is located.

d) In warm waters or when there is a high steam dumping load from the economiser, it may be necessary to change over to high SW demand fl ow through the atmospheric condenser.

2.3 - Page 7 of 14


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Issue: 1

TI

TICI


F

PI

PITI

PS

CI

PI

PS

CI

PI

PS

CI

PI

PS

CI

PI

PS

CI

LS LALMC

LC

TCTC

100V99V

62V

8kg/cm2

Air

SX

SAHMC

41V

8kg/cm2

Air

STI

OD

PC

50V 51V 52V

61V

53V

Set 7.7kAC 220V

FX

F

FX

Illustration 2.3.3a Boiler Feed Water System

Key

Feed Water

Steam

Condensate

Air


Electrical Signal


(18kg/cm2 x55 Ton/h)No.2 Auxiliary Boiler


485V 484V

92V

83V

85V

72V 19V73V 20V69V 11V70V 12V71V 68V

8V9V6V7V67V

63V

64V

65V

5V

220V

4V

16V

15V

2V

3V

1V

29V


82V

10V

84V

93V

8kg/cm2 Air

Economiser Feed Water Pumps

(4.3m3/h x120mth)


(69m3/h x260mth)


To Bilge

Holding Tank

Water

Analysis

Unit

From

Fresh Water

Hydrophore

Unit

Washing Tub

From

Fresh Water

Hydrophore

Unit

Chemical

Dosing Unit

Dosing Pump

8kg/cm2 Air

30V25V26V27V

FromDistilled

Water Tank

From 7kg/cm2

Steam Drain


Economiser SteamDumping System

From 18kg/cm2


Holding Tank

97V96V

98V

66V

75V76V

80V

60V

81V

487V486V

2.3 - Page 8 of 14


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2.3.3 BOILER FEED WATER SYSTEM

Boiler Feed Pump Details

Manufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 3Model: EB4H-100Capacity: 69kg/cm2 at 260 mth

Economiser Feed Pump Details

Manufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: EB2H-32DCapacity: 4.3kg/cm2 at 120 mth

Boiler Water Circulating Pump Details

Manufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: BBH-65SCapacity: 18kg/cm2 at 40 mth

Description

The boiler feed system is the section of the steam generating plant which circulates feed water from the feed fi lter tank into the steam drum of the boiler via the boiler feed water pumps and the feed water regulator.

The feed water fl ow is automatically controlled by the feed water regulating valve, in accordance with the variation in water level in the steam drum and the boiler steam outlet fl ow signal, to maintain the water at a constant level.

Three boiler feed pumps take suction from the feed fi lter tank and each is capable of supplying the boilers at a rate of 63m3/h against a pressure head of 260kg/cm2. These feed pumps are designed to supply the boilers during cargo operations or at other times when the oil fi red boilers are working.

The economiser feed pumps are designed to supply the boiler’s needs during normal sea going conditions when only the economiser is on line supplying the at sea steam demand. The two economiser feed pumps take suction from the feed fi lter tank and each can supply the duty auxiliary boiler at a rate of 4.3m3/h against a pressure head of 120kg/cm2.

When the economiser alone is producing steam one of the economiser feed pumps will be operating. There is no direct input from the economiser feed pumps to the economiser as they only discharge to the auxiliary boilers. One of the two boiler water circulating pumps takes water from the duty auxiliary boiler and supplies it to the economiser, the outlet from the economiser a

mixture of steam and water, passing to the steam drum of the connected auxiliary boiler where the steam and water are separated. As the economiser is using water from the auxiliary boilers there is no need to supply a separate chemical treatment inlet for the economiser.

Each main boiler and economiser feed pump returns a small proportion of the discharge back to the feed fi lter tank through an orifi ce; this prevents the pump from overheating whenever the feed water regulator is closed because the boiler or economiser is on low load. If steam demand falls for any reason, such as when a cargo pump is stopped, the feed water regulator automatically shuts the feed valve to the boiler, but the feed pump(s) still operate normally. Without feed water delivery, overheating of the feed pump(s) could quickly occur.

The salinity alarm sensor is positioned in the suction line to the feed water pumps. A oil content detection alarm is fi tted in the observation tank which will operate feed water isolating valve 10V, redirecting the feed pump discharge to the bilge holding tank. Under this alarm condition it is of great importance that the source of contamination is addressed and isolated immediately, otherwise the boilers will become starved and will shut down on low water level. When the economiser and main engine are in use, it may be necessary to reduce the main engine speed, bringing it down to a safe operating range in order to reduce the steam generation in the economiser due to the possibility of the water level in the boilers becoming dangerously low. The observation scum valve should be opened to remove the oil contamination and the drain opened on the atmospheric condenser. Isolate all possible steam supplies to possible contamination areas. Contamination must be brought under control as soon as possible in order to clear the observation tank oil detection unit and allow feed to be resupplied to the boiler and economiser. Great care must be taken not to feed cold water into a hot boiler.

Feed water is normally supplied to each boiler through feed water regulators, one per boiler, but it can also be supplied through a separate auxiliary line which can be used in an emergency. The main feed pumps are organised with one or two units in operation and another acting as standby. The standby pump will cut in on the failure of a running unit. Normally only one economiser feed pump is required for sea duty when the economiser is in line with the other feed pump set for standby operation.

Boiler water chemical treatment is administered by injecting chemicals, from the dosing unit, directly to the auxiliary boiler drum using a chemical dosing unit, see section 2.3.4.

Procedure for Preparing the Boiler Feed System for Operation

a) Ensure that the pressure gauge and instrumentation valves are open and that instrumentation is reading correctly.

b) Set up the valves as in the following table.

Boiler Feed Water System


Open Feed pump suction valve from feed filter tank 5V

Open Secondary feed pump suction valve from feed filter tank 65V

Open Salinometer detector inlet valve 63V

Open Salinometer detector outlet valve 63V

Open No.1 boiler feed pump suction valve 6V



Open No.1 boiler feed pump recirculating valve 25V



Open No.1 boiler feed pump main feed discharge valve 11V



Closed No.1 boiler feed pump auxiliary feed discharge valve 69V



Open No.1 economiser feed pump suction valve 8V

Open No.2 economiser feed pump suction valve 9V

Open No.1 economiser feed pump recirculating valve 29V

Open No.2 economiser feed pump recirculating valve 30V

Open No.1 economiser feed pump main feed discharge valve 19V

Open No.2 economiser feed pump main feed discharge valve 20V

Closed No.1 economiser feed pump auxiliary feed discharge valve 72V

Closed No.2 economiser feed pump auxiliary feed discharge valve 73V

Boiler In Use


Open Feed regulator inlet valve

Open Main feed check valves

Closed Auxiliary feed check primary valve

Closed Auxiliary feed check secondary valve

2.3 - Page 9 of 14


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TI

TICI


F

PI

PITI

PS

CI

PI

PS

CI

PI

PS

CI

PI

PS

CI

PI

PS

CI

LS LALMC

LC

TCTC

100V99V

62V

8kg/cm2

Air

SX

SAHMC

41V

8kg/cm2

Air

STI

OD

PC

50V 51V 52V

61V

53V

Set 7.7kAC 220V

FX

F

FX

Illustration 2.3.3a Boiler Feed Water System

Key

Feed Water

Steam

Condensate

Air


Electrical Signal


(18kg/cm2 x55 Ton/h)No.2 Auxiliary Boiler


485V 484V

92V

83V

85V

72V 19V73V 20V69V 11V70V 12V71V 68V

8V9V6V7V67V

63V

64V

65V

5V

220V

4V

16V

15V

2V

3V

1V

29V


82V

10V

84V

93V

8kg/cm2 Air

Economiser Feed Water Pumps

(4.3m3/h x120mth)


(69m3/h x260mth)


To Bilge

Holding Tank

Water

Analysis

Unit

From

Fresh Water

Hydrophore

Unit

Washing Tub

From

Fresh Water

Hydrophore

Unit

Chemical

Dosing Unit

Dosing Pump

8kg/cm2 Air

30V25V26V27V

FromDistilled

Water Tank

From 7kg/cm2

Steam Drain


Economiser SteamDumping System

From 18kg/cm2


Holding Tank

97V96V

98V

66V

75V76V

80V

60V

81V

487V486V

2.3 - Page 10 of 14


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Issue: 1

For Initial Start Only

a) Shut the discharge valve of the selected pump.

b) Start the pump and slowly open the discharge valve until the discharge line reaches working pressure.

c) Check the operation of the feed check valves.

d) Fill the boiler to working level.

e) Check the operation of the salinometer.

f) Switch the remaining pump(s) to standby.

The boiler can now be brought into operation.

2.3 - Page 11 of 14


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PI

41V

8kg/cm2

Air

S

FXFX

Illustration 2.3.4a Water Sampling and Treatment System

Key

Feed Water

Air


Electrical Signal

No.1 Auxiliary BoilerNo.2 Auxiliary Boiler

485V 484V

92V

83V

85V

82V

10V

84V

93V

Control AirTo Bilge

Holding Tank

Main Feed

Supply

Auxiliary Feed

Supply

Water

Analysis

Unit

From

Fresh Water

Hydrophore

Unit

Overboard Discharge Valve

Located Forward of

the Stern Tube Seal LO Pumps

Washing Tub

From

Fresh Water

Hydrophore

Unit

Chemical

Dosing Unit

Dosing Pump

8kg/cm2 Air

75V76V

80V81V

487V486V

Boiler Water Sampling Unit

2.3 - Page 12 of 14


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2.3.4 WATER SAMPLING AND TREATMENT SYSTEM

Chemical analysis and treatment of feed water is undertaken to prevent corrosion and scale formation in the boilers and economiser and so avoid degradation of the steam quality. Inadequate or incorrect treatment can result in severe damage to the steam generation plant and constant monitoring is necessary to give an early indication of possible contamination of the feed water.

Chemical treatment and analytical tests must be undertaken in accordance with the detailed instructions given by the chemical supplier and the water characteristics maintained within the ranges specifi ed. Test results are to be recorded in a form that enables trends, and the effect of treatment, to be monitored.

The dissolved solids in the boiler water are controlled by use of scum lines in the steam drum and/or blow down valves in the water drum, through which these impurities are discharged overboard. These systems are an integral part of the boiler water treatment.

The boilers are each provided with a sampling connection which directs water to a water analysing unit, cooled by water circulated from the domestic FW system. A representative sample of the boiler water is taken from the boiler sampling connection and passed through the analyser in order to obtain boiler water at a consistent temperature for analysis. A sample is also taken from the feed water discharge line before the feed regulating valves.

A chemical dosing unit is provided. It injects chemicals into the boiler drum using a metering pump which takes suction from the self-contained chemical tank. The tank is charged with the correct quantity of chemicals on a daily basis, the amount used depending on the results on the daily boiler water test and according to the manufacturer’s instructions.


Sampling

a) Check that the cooling water lines from the domestic fresh water system to each analysing unit are open.

CAUTIONBoiler water samples are taken from the water drum and are therefore at a high pressure and temperature. Great care should be taken whenever these valves to the sample cooler are opened. This must be done slowly.

b) Record the results of the boiler water analysis and interpret the results to give the necessary information regarding the chemical treatment to be used. Record details of the chemical treatment to be added to the boiler water.

(Note: Always ensure that the analysis and treatment relate to the chemicals currently being used on the ship.)

Boiler Compound Injection Unit

Chemicals are directly injected into the auxiliary boiler steam drum, at a point below its normal water level. This allows the natural water circulation system within the boiler to move the chemicals around the boiler and ensures an even distribution.

Dosing Procedure

a) Place the chemicals in the tank and fi ll the unit with water supplied from the FW system. Full protective clothing must be worn by the operator when handling the chemicals and recharging the dosing unit.

c) Check the oil level in the pump reservoir and replenish if necessary.

d) Open the chemical injection valves on the boiler that is to receive the chemicals.

e) Open the pump suction from the chemical dosing tank and start the pump. Once running, adjust the stroke of the pump as necessary to allow the chemicals to enter the boiler over a period of time.

f) On completion switch off the pump, close all the valves.

Boiler Blowdown

Boiler blowdown, through the valves on the water drum, imposes a considerable load on the unit, and must only be undertaken with the boiler in low load conditions. If in port, the duty deck offi cer should be contacted, to ensure the discharge from the ship’s side will not be dangerous.

a) Open the ship’s side valve 41V.

b) Slowly open the primary blowdown valve fully. Adjust the secondary valve to control the blow down rate 486V on No.1 boiler and 487V on No.2 boiler.

c) As the blowdown process is continuing, monitor the boiler water level, and ensure this is being maintained and the feed pump discharge is coping with the extra load.

d) On completion, close the secondary and primary blowdown valves, then the ship’s side valve.

e) Removal of surface scum from the steam drum of the boiler may be accomplished via the same ship’s side valve and the scum valves on steam drums of the boilers. Primary scum valve(s) are to be opened fi rst and then the secondary valve, 484V on No.1 boiler and 485V on No.2 boiler.

More frequently, boiler impurities are discharged overboard via the scum valves on the steam drum. As this line is relatively small in diameter, this system can be used with the boiler on higher loads.

2.3 - Page 13 of 14

2.4 Sea Water Systems 2.4.1 Main and Auxiliary Sea Water Systems

2.4.2 Sea Water General Service System

2.4.3 Engine Room Ballast System

2.4.4 Fresh Water Generator

2.4.5 Distilled Water Transfer and Distribution

Illustrations

2.4.1a Main and Auxiliary Sea Water Cooling System

2.4.2a Sea Water General Service System

2.4.3a Engine Room Ballast System

2.4.4a Evaporators

2.4.5a Distilled Water Transfer and Distribution


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Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

PXPIALMC

PS

TI TI

TI TI

PI

CI

PI

CI

PI

CI

PI

CIPI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

TI

PI

TI

PI

TI

PI

TI

PI

TI TI

PI

CI

Key

Ballast Water

Fire Water

Bilges

Air

Steam

High Sea

Chest

(Port)Low Sea

Chest

(Starboard)

2V 4V

15V 17V 16V 18V

2V

51V 25V

57V

29V30V31V

32V33V

19V

20V

18V

22V

52V27V

24V 81V 9V

26V 82V 12V

28V 21V

15V 13V

17V

B85V

1V

53V55V

54V56V

No.1

No.1 No.2

No.2 No.1 No.4 No.3 No.1No.2

Hand

Pump

Hand

Pump

Hand

Pump

Hand

Pump

To Oily Bilge Separator

Inert Gas

Deck Seal

Sea Water Pumps

(3m3/h x50mth)

To

Deck Seal

To No.1

Fresh Water

Generator

To No.2

Fresh Water

Generator

To

Inert Gas

Scrubber

No.1 Central

Fresh Water

Cooler

14V16V

No.2 Central

Fresh Water

Cooler

To

Deck Scupper

To

Deck Scupper

To

Deck ScupperLow

Demand

High

Demand

COPT

Condenser

Air Ejector

Condenser

To

Fire and Deck

Wash Main

To

Aft Peak

Tank

Bilge, Fire

and GS Pumps

(350/290m3/h

x30/110mth)

From

Bilge, Fire

and GS

Pumps

Scrubber

Cooling Sea

Water Pumps

(310m3/h x55mth)

COPT

Cooling Sea

Water Pumps

(1500m3/h x9mth)

8V

11V

7V

B6V

1V

42V 79V

6V 77V

3V

10V

90V 46V

91V

No.2

Main Cooling

Sea Water Pumps

(920m3/h x23mth)

Fresh Water

Generator

Ejector Pumps

(88m3/h x45mth)

Emergency

Bilge Suction

Air

Steam

41V78V

5V76V

Air

Steam

21V

89V 8V



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2.4 SEA WATER SYSTEMS

2.4.1 MAIN AND AUXILIARY SEA WATER SYSTEMS

Sea Water Pumps

Main Cooling System Sea Water PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 4Model: FEWV-350DCapacity: 920m3/h at 23 mthServices: Central FW coolers, atmospheric condenser No.1 pump is connected to the emergency bilge

injection and has a self-priming unit

Cargo Oil Pump Turbine Vacuum Condenser Sea Water PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: FEWV-450DCapacity: 1,500m3/h at 9 mthServices: Cargo oil pump turbine vacuum condenser and air

ejector condenser

Inert Gas Deck Seal Sea Water PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: BHR-40Capacity: 3m3/h at 50 mthServices: IG deck seal

Scrubber Circulating Sea Water PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 1Model: FGV-200Capacity: 310m3/h at 55 mthServices: IG scrubber

Fresh Water Generator Ejector pumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: FEV-125-2DCapacity: 88m3/h at 45 mthServices: FW generator

INTRODUCTION

Main System

Sea water is circulated through the central FW coolers and atmospheric condenser by two of four main SW cooling pumps, each pump is designed to supply 50% of the sea water cooling demand. One of the other pumps will be selected as the standby pump and will cut in automatically should either of the operating pumps fail. Individual pumps can be isolated from the system by means of isolating valves and a system of cross connections allows the inert gas scrubber to be supplied from the bilge/fi re and GS pump.

All pumps take suction from a common sea water suction line, using either the low suction sea chest, valve 1V or the high suction sea chest, valve 2V. The low suction will normally be in use at sea and when surface contamination, such as weed, is present and also when the ship is in light ballast conditions when ingress of air is likely. The high suction will be used when in silted or shallow water conditions in order to avoid the ingress of sand or silt into the sea water system. Suction strainers are fi tted at both sea chests, steam and air connections are provided for the clearing of ice and weed. Both ship’s side suction valves are remotely hydraulically operated from individual operating stands outside the ECR. Additionally, each valve has a hand pump fi tted for local operation. Valve 3V connects the low sea chest with the suction main and valve 4V allows for connection of the high sea chest to the suction main.

The main SW cooling pumps discharge to the two central FW coolers, the outlet from these pass overboard through ship side valve 17V which is remotely hydraulically operated from an operating stand outside the ECR. Additionally, the valve has a hand pump fi tted for local operation. The atmospheric condenser has a high and low demand SW cooling water capacity. The inlet lines are fi tted with orifi ces, 140mm diameter for high demand and 104mm for low demand. The discharge to overboard from the atmospheric condenser joins the discharge line from the vacuum and air ejector condensers, valve 31V. This valve is remotely hydraulically operated from an operating stand outside the ECR. Additionally, the valve has a hand pump fi tted for local operation.

The pumps can be started and stopped locally. Automatic start can be selected from the ECR. Pressure switches on the discharge side of the pumps operate the start signal for the selected standby pumps.

The cargo oil pump turbine vacuum condenser and air ejector condenser are supplied by the cargo oil pump turbine coolng SW pumps. There is a cross connection from the main sea water circulating pumps, valve 28V, allowing No.4 main sea water cooling water pump to be used in conjunction with one of the vacuum condenser sea water pumps as the number of cargo pumps being used and the temperature of the sea water dictates.

Both sea water chests are fi tted with marine growth protection systems.

Fresh Water Generator

Each FW generator is supplied by its own dedicated ejector pump which takes suction from the SW suction main. Should one FW generator ejector pump fail, a SW supply can still be maintained via a crossover from the other ejector pump via valve 91V.

Operation of the Main Cooling Sea Water System

Preparation for the operation of the main cooling sea water system.

a) Ensure that the suction strainers are clear.

b) Ensure that all pressure gauge and instrumentation valves are open, that instruments are functioning correctly and the drain valves on the central coolers and atmospheric condenser are closed.

c) Set up the valves as shown in the tables below. In this case the low suction is in use with No.1 central cooler operating.

Position Description ValveMain System Open Low suction ship’s side 1V

Open Low suction strainer outlet 3V

Closed Low suction strainer drain valve

Closed High suction ship’s side 2V

Open High suction strainer outlet 4V

Closed High suction strainer drain valve

Open No.1 main cooling SW pump suction valve 7V

Open No.1 main cooling SW pump discharge valve 10V







Open Crossover isolation valve onto main cooling system 21V

as required

Closed Crossover isolation valve to vacuum condenser line 28V

Closed Emergency bilge suction from No.1 cooling water pump B6V

Open No.1 central FW cooler inlet valve 13V

2.4 - Page 3 of 16


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Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

PXPIALMC

PS

TI TI

TI TI

PI

CI

PI

CI

PI

CI

PI

CIPI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

PI

CI

TI

PI

TI

PI

TI

PI

TI

PI

TI TI

PI

CI

Key

Ballast Water

Fire Water

Bilges

Air

Steam

High Sea

Chest

(Port)Low Sea

Chest

(Starboard)

2V 4V

15V 17V 16V 18V

2V

51V 25V

57V

29V30V31V

32V33V

19V

20V

18V

22V

52V27V

24V 81V 9V

26V 82V 12V

28V 21V

15V 13V

17V

B85V

1V

53V55V

54V56V

No.1

No.1 No.2

No.2 No.1 No.4 No.3 No.1No.2

Hand

Pump

Hand

Pump

Hand

Pump

Hand

Pump


Inert Gas

Deck Seal

Sea Water Pumps

(3m3/h x50mth)

To

Deck Seal

To No.1

Fresh Water

Generator

To No.2

Fresh Water

Generator

To

Inert Gas

Scrubber

No.1 Central

Fresh Water

Cooler

14V16V

No.2 Central

Fresh Water

Cooler

To

Deck Scupper

To

Deck Scupper

To

Deck ScupperLow

Demand

High

Demand

COPT

Condenser

Air Ejector

Condenser

To

Fire and Deck

Wash Main

To

Aft Peak

Tank

Bilge, Fire

and GS Pumps

(350/290m3/h

x30/110mth)

From

Bilge, Fire

and GS

Pumps

Scrubber

Cooling Sea

Water Pumps

(310m3/h x55mth)

COPT

Cooling Sea

Water Pumps

(1500m3/h x9mth)

8V

11V

7V

B6V

1V

42V 79V

6V 77V

3V

10V

90V 46V

91V

No.2

Main Cooling

Sea Water Pumps

(920m3/h x23mth)

Fresh Water

Generator

Ejector Pumps

(88m3/h x45mth)

Emergency

Bilge Suction

Air

Steam

41V78V

5V76V

Air

Steam

21V

89V 8V


2.4 - Page 4 of 16


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Open No.1 central FW cooler outlet valve 15V

Closed No.2 central FW cooler inlet valve 14V

Closed No.2 central FW cooler outlet valve 16V

Open Central coolers overboard discharge valve 17V

Closed Cross connection to oily bilge line B85V

Open Atmospheric condenser SW inlet (high demand) 18V as required

Open Atmospheric condenser SW inlet (low demand) 22V as required

Closed Bilge/fire and GS pump crossover valve to IG scrubber 57V

Open Atmospheric condenser overboard discharge valve 31V

d) Start the two duty main SW pumps and place the standby pump on automatic cut-in.

e) Vent the the duty central FW cooler and atmospheric condenser.

Preparation for the Operation of the Vacuum Condenser and Air Ejector Condenser Sea Water System

a) Ensure that there is fl ow in the main SW crossover supply system.

b) Ensure that all pressure gauge and instrumentation valves are open and that instruments are reading correctly.

c) Set up the valves as shown in the tables below.

Vacuum Condenser SystemPosition Description Valve

Open Vacuum condenser inlet valve 29V

Open Vacuum condenser outlet valve 30V

Open Vacuum pump overboard discharge valve 31V

Open Air ejector condenser inlet valve 32V

Open Air ejector condenser outlet valve 33V

d) Start a COPT sea water cooling pump. When the discharge pressure is correct and there is a fl ow through the condensers, place the second SW cooling pump on automatic standby cut in.

e) When the vacuum condenser condensate extraction pumps are running, the air ejector can be brought into line and a vacuum raised on the vacuum condenser.

WARNINGOn no account must the IG topping up steam dump be put into operation until the vacuum condenser is in full working condition, with the condensate extraction pumps running and water injection available, as serious failure of condenser will result.

Procedure for the Operation of the Fresh Water Generator Pumps

a) Set up valves as shown in the tables below.

b) Start the FW generator, see section 2.4.4 for operational procedure.


Open No.1 FW generator ejector pump suction valve 45V

Open No.1 FW generator ejector pump discharge valve 46V

Closed Crossover valve 91V

Open No.2 FW generator ejector pump suction valve 89V

Open No.2 FW generator ejector pump discharge valve 90V

Open No.1 FW generator ejector overboard discharge vlave 47V

Open No.2 FW generator ejector overboard discharge vlave 92V

2.4 - Page 5 of 16


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LS

MCLAH

PI

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LS

MCLAH

LS

MCLAH

LS

MCTIAH

LS

MCLAH

LS

MCLAH

LSMCLAH

CI

PI

CI

PI

Illustration 2.4.2a Sea Water General Service System

47V

70V

48V

50V

49V

9V

20V

8V

High Sea

Chest

(Port)

To Fire

Main

Low Sea Chest

(Starboard)

Fwd Bilge Well

(Port)

7V

4V

5V

72V71V95V

96V

23V

No.1 No.2

3V1V 2V

45V

6V

46V

Fwd Bilge Well

(Starboard)

22V

73V57V

21V

15V 17V 16V 18V

Emergency Connection to

Inert Gas Scrubber Tower

Aft Bilge

Well Bilge Holding Tank

(109.7m3)

Oily Bilge Tank

(26.4m3)Main Cooling

Sea Water Pump

(920m3 x23mth)

Bilge Fire and

GS Pumps

(350/290m3

x30/110mth)

Main Lubricating Oil

Sump Tank

Engine Room

Sea Water

Ballast Tank

(Starboard)

Engine Room

Sea Water

Ballast Tank

(Port)

Emergency Bilge

Suction

Cofferdam

Aft Peak Tank

Emergency Fire

Pump Space

Fresh Water

Tank

Steering Gear

Room

Main Engine

Recess

Key

Bilge

Sea Water

Fire Water

Air

CI

MS

PI

LS

LS

LS

PI

LS

LS

Sewage Treatment

Plant

Sewage Treatment

Collecting Tank

(5m3)

Discharge Pump (15m3 x25mth)

1V2V

20V

12V

Overflow

To Overboard

Discharge from

Transfer

Pump

11V

2.4 - Page 6 of 16


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2.4.2 SEA WATER GENERAL SERVICE SYSTEM

The auxiliary sea water services are supplied by the following pumps:

Bilge, Fire and GS Pumps

Manufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: FB2V-250-3, self-primingCapacity: 350/290 m3/h at 30/110 mth

Both bilge, fi re and GS pumps are permanently set up for foam and fi re main service, with the discharge and suction valves open. In an emergency the pumps can pump bilges directly overboard from the bilge main. Pump No.1 has a direct suction from the port forward bilge well. In normal operations the bilge suction valves on each pump are usually closed.

It is extremely important that at no time should the bilge suction valves be open with the pump discharge valves open onto the fi re main. This is due to the risk of oil being contained in the water and the diffi culty the pump will experience if suction is lost in a bilge well.

Both pumps can provide a back-up for the inert gas scrubber system via crossover valve 57V.

The aft peak tank and the engine room side water ballast tanks, port and starboard are ballasted/deballasted via the bilge, fi re and GS pumps.

Procedure to Set Up the Bilge, Fire and General Service Pumps for Fire Main Duties

It is assumed that the sea water crossover line is in operation on low sea suction and that individual fi re hydrant valves are closed in the engine room, accommodation and on deck.



Closed No.1 bilge, fire GS pump bilge suction 3V

Closed No.1 bilge, fire GS pump ballast line suction 71V

Closed No.1 bilge, fire GS pump direct bilge suction 5V

Open No.1 bilge, fire GS pump sea suction 1V

Closed No.2 bilge, fire GS pump bilge suction 4V


Open No.2 bilge, fire GS pump sea suction 2V

Closed No.1 bilge, fire GS pump discharge to overboard discharge/ballast tanks 15V

Open No.1 bilge, fire GS pump discharge to fire main 17V

Closed No.2 bilge, fire GS pump discharge to overboard discharge/ballast tanks 16V

Open No.2 bilge, fire GS pump discharge to fire main 18V

Open Discharge isolator from the engine room to deck BF-35

The bilge, fi re and GS pumps can be started locally, from the foam CO2 and fi re control room and the bridge.

Procedure to Set Up a Bilge, Fire and General Service Pump for Bilge Pumping Duties

It is assumed that No.2 bilge, fi re GS pump is still set up for fi re main duty with its bilge suction valve closed.



Open No.1 bilge, fire GS pump bilge suction 3V


Closed No.1 bilge, fire GS pump direct bilge suction 5V

Closed No.1 bilge, fire GS pump sea suction 1V

Open No.1 bilge, fire GS pump discharge to overboard discharge/ballast tanks 15V

Closed Discharge to the engine room ballast tanks 73V

Closed Discharge to the SW service line 22V

Closed No.1 bilge, fire GS pump discharge to fire main 17V

Open Overboard discharge valve 20V

Operation of a bilge, fi re and GS pump for pumping out engine room bilges should only be considered in the event of serious fl ooding of the engine room spaces and not for general bilge pumping duties.

Flooding of the engine room spaces and the pumps that can be utilised is covered in section 5.1.

2.4 - Page 7 of 16


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PI

CI

PI

CI

PIEngine Room Sea Water

Ballast Tank Starboard

3,058.6m3

Engine Room Sea Water

Ballast Tank Port

2,825.7m3

PI CI

Hand

Pump

Hand

Pump

Illustration 2.4.3a Engine Room Balast System

70V

50V

49V

20V

High Sea

Chest

(Port)

To Fire

Main

Low Sea Chest

(Starboard)

4V

5V

72V71V

96V

23V

No.1 No.2

3V1V 2V

6V

1V

3V

4V

2V

22V

73V

21V

15V 17V 16V 18V

Sea Water Service

To Sewage

Plant

Aft Bilge


(109.7m3)

Oily Bilge Tank

(26.4m3)

Main Cooling

Sea Water Pump

(920m3 x23mth)

Bilge, Fire and

GS Pumps

(350/290m3

x30/110mth)

Emergency Bilge

Suction

Direct Suction

Port Forward

Bilge Well

Suction From

Bilge Main

Aft Peak Tank

2,842.1m3

Emergency Fire

Pump Space

Fresh Water

Tank

Steering Gear

Room

Key

Ballast / Sea Water

Fire Water

Bilge

95V

2.4 - Page 8 of 16


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2.4.3 ENGINE ROOM BALLAST SYSTEM

INTRODUCTION

The engine room ballast system consists of the aft peak and two ballast side tanks, one port and starboard. These tanks do not form part of the cargo ballast pumping system which is operated from the HICHAS displays in the CCR.

These tanks are used in conjunction with the main ballast system to trim the vessel. They can also be used during certain loaded conditions to provide optimum trim for effi cient operation of the main engine.

These three tanks are serviced by the two bilge, fi re and GS pumps, which can fi ll and empty the tanks as required.

Procedure for Ballasting/Deballasting the Engine Room Tanks

Ballasting

The engine room ballast tanks should only be fi lled or emptied on the orders of the chief offi cer.

Ballast water can be partially run into the engine room ballast tanks by means of gravity without using the pumps. Although this is a slower process than using the pumps, it allows for better control in the early stages.

It is assumed that No.1 bilge, fi re and GS pump is still set up for fi re main duties and that the sea water service line is in operation on the low sea suction.

a) Ensure that all the tank valves are initially closed.

b) Ensure that the transmitters for the remote reading gauges are in operation.

c) Set up the valves as shown below.

Running In Ballast Water to the Aft Peak TankPosition Description Valve

Open Aft peak ballast tank filling/suction valve 70V

Open Bilge, fire and GS pump recirculating line valves 23V, 22V

Closed Ballast line valve 21V

Open Discharge isolator to engine room ballast tanks 73V

Closed Engine room ballast side tank port 95V

Closed Engine room ballast side tank starboard 96V

d) Run in ballast water until pumping becomes more effective, then proceed as follows:





Closed No.2 bilge, fire and GS pump discharge isolator to the SW service system 16V

Open No.2 bilge, fire and GS pump sea suction valve 2V

Closed No.2 bilge, fire and GS pump bilge suction valve 4V

Closed No.2 bilge, fire and GS pump ballast suction valve 72V

Closed No.2 bilge, fire and GS pump discharge to the fire main 18V

Open No.2 bilge, fire and GS pump discharge isolator to the engine room ballast main 21V


Open Bilge, fire and GS pump(s) discharge isolator to the engine room ballast tanks 73V

e) Start No.2 bilge, fi re and GS pump then open the pump discharge valve 16V.

f) Fill the tank to the required level.

g) Shut the line discharge valve 73V and stop the pump.

h) Close all valves.

Deballasting

Ballast water can be partially run out the engine room ballast tanks by means of gravity without using the pumps. Although this is a slower process than using the pumps, it allows for better control in the early stages.

a) All the valves are initially closed.

b) Ensure that the transmitters for the remote reading gauges are in operation.

c) Set up the valves as shown below.

Running Out Ballast Water from the Aft Peak TankPosition Description Valve


Open Bilge, fire and GS pump recirculating line valves 23V, 22V


Open Discharge isolator to engine room ballast tanks 73V

d) Run out ballast water until pumping becomes more effective, then proceed as follows:





Closed No.2 bilge, fire and GS pump sea suction valve 2V

Open No.2 bilge, fire and GS ballast line suction valve 72V

Open Overboard discharge 20V

Closed Discharge valve to ballast tanks 73V

Closed No.2 pump discharge to overboard line 16V

e) Start No.2 bilge, fi re and GS pump.

f) Open the discharge valve 16V slowly until discharge piping is pressurised.

g) Empty the aft peak tank, taking care that the pump is not allowed to run dry.

h) Shut the pump discharge valve and stop the pump.

i) Close all valves and return the pump to normal operation for the fi re service.

2.4 - Page 9 of 16


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Issue: 1

SA

SAH

No.1 Fresh Water

Evaporator

45 ton/day

Overboard Discharge

Port Foward

Floor Level

No.2 Fresh Water

Evaporator

45 ton/dayDistillate

Pump

Fresh Water

Generator

Ejector/Feed

Pumps

88m3/h

Key

Fresh Water

HT Cooling Water

Sea Water

No.1

No.2

47V

45V46V

91V

Illustration 2.4.4a Evaporators

PI

FM

Chemical

Dosing Tank

TI

TI

PI CI

PI

FM

Chemical

Dosing Tank

PI

Chlorination

Unit

PI

PI

Electrical Signal

Steam

Condensate

92V

89V90V

PI CI

W13V

W9V

T116V

T216V

W106V

TI

TI

TC

W7V

W6V

W14V

W10V

Hot Loop

Pump

Hot Loop

Pump

W108V

W109V

D73V

To Distilled

Water Tank

To No.2 Fresh

Water Tank

To No.1 Fresh

Water Tank

From Main Engine Jacket

Cooling Water Pumps

Main Engine

Jacket Cooling

Constant Flow Line

Main Engine

Jacket Cooler

To Main Engine

Jacket Cooling

D98V

D1V

D12V

D11V

D13V

T117V

T217V

W107V

TI

TI

TC

FM

FI

W59V

SA

SAH

xxx

Distillate

PumpPI

FM

Mineraliser

(3,800

litre/h)

No.1 Heavy Fuel

Oil Purifier HeaterW8V

46V

46V

2.4 - Page 10 of 16


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Issue: 1

2.4.4 FRESH WATER GENERATOR

Fresh Water GeneratorMaker: Alfa LavalType: D-PU-36-C100No. of sets: 2Capacity: 45 tons/dayMaximum salinity: 10ppm

Hot Loop PumpMaker: Alfa LavalType: CNL4393/2No. of sets per unit: 1Capacity: 72m3/h

Distillate PumpNo. of sets per unit: 1

Ejector PumpManufacturer: Naniwa Pump MFG Co., LtdModel: FEV-125-2DNo. of sets per unit: 1Capacity: 88m3/h at 45 mth

INTRODUCTION

Two evaporators are installed which utilise the heat from the jacket cooling water system to evaporate sea water, the vapour produced by this evaporation is condensed as fresh water. The unit operates with a vacuum of 90 to 95% allowing the brine to evaporate at a temperature of 40 to 50°C.

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 feed water.

The feed water is introduced into the evaporator section through an orifi ce 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 feed water in the evaporation channels.

Having reached boiling temperature, which is lower than at atmospheric pressure, the feed water undergoes a partial evaporation and the mixture of generated vapour and brine enters the separator vessel, where the brine is separated from the vapour and is extracted by the combined brine/air ejector.

After passing through a demister, the vapour enters every second plate channel in the condenser section.

The sea water supplied by the combined cooling/ejector water pump distributes itself into the remaining channels, thus absorbing the heat being transferred from the condensing vapour.

The fresh water or distillate produced is extracted by the distillate pump and led to the two domestic fresh water tanks or the distilled water tank. The quality of the distillate produced is continuously monitored by the salinometer, if the salinity rises above a defi ned level, (approximately 10ppm) a solenoid valve is activated and the distillate is discharged to the ejector suction line from the lower chamber. When the salinity returns to the correct level the solenoid valve closes and the distillate is discharged to the storage tanks.

As the distillate is produced at a temperature below 80°C, complete sterilisation will not be obtained and the water will not be fi t for human consumption. In order to make the water safe for drinking a mineralising unit and chlorine sterilisation injection unit is fi tted in the distillate discharge line to the storage tanks. The mineraliser restores essential salts to the distillate. Domestic fresh water lines to the accommodation pass through a dechlorination and sterilisation unit, apart from topping up fresh water to the hot water circulation system which branches off just before the dechlorination unit.

Each evaporator is fi tted with a external steam heating unit which allows jacket cooling water fl owing through the evaporator to be pre-heated, thereby allowing the production of fresh water during slow speed running of the main engine.

Distillate Quality

To continuously check the quality of the distillate, a salinometer is provided together with an electrode unit fi tted on the fresh water pump delivery side.

If the salinity of the produced fresh water exceeds the chosen maximum value, the solenoid valve is activated to automatically return the distillate to the evaporator inlet and an alarm is sounded.

Main Components

The fresh water generator consists of the following components:

Evaporator Section

The evaporator section consists of a plate heat exchanger and is enclosed in the separator vessel.

Separator Vessel

The separator separates the brine from the vapour.

Condenser Section

Just like the evaporator section, the condenser section consists of a plate heat exchanger enclosed in the separator vessel.

Combined Brine/Air Ejector

The ejector extracts brine and non-condensable gases from the separator vessel, thus creating and maintaining a vacuum within the evaporator unit.

Ejector Pump

The ejector pump is a single-stage centrifugal pump which supplies the condenser with sea water and the brine/air eject with jet water as well as feed water for evaporation.

Fresh Water/Distillate Pump

The single-stage centrifugal fresh water pump extracts the distillate from the condenser and pumps it to the fresh water tank.

Salinometer

The salinometer, type DS-20 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, contacts for remote alarm.


WARNINGDo not operate the plant in restricted waters if the water produced is to be used for human consumption. There are strict regulations governing the operation of fresh water generators near coasts and estuaries and these should be observed. Contact the bridge for information regarding these restrictions when the ship is in coastal waters.

It is essential to observe the instructions regarding the brine feed water treatment. This treatment is used to inhibit foaming and control scale formation on the heating surfaces thereby allowing for prolonged operation without the need for plant shutdown for acid cleaning. Chemical treatment quantities must be strictly controlled.

2.4 - Page 11 of 16


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Issue: 1

SA

SAH

No.1 Fresh Water

Evaporator

45 ton/day

Overboard Discharge

Port Foward

Floor Level

No.2 Fresh Water

Evaporator

45 ton/dayDistillate

Pump

Fresh Water

Generator

Ejector/Feed

Pumps

88m3/h

Key

Fresh Water

HT Cooling Water

Sea Water

No.1

No.2

47V

45V46V

91V

Illustration 2.4.4a Evaporators

PI

FM

Chemical

Dosing Tank

TI

TI

PI CI

PI

FM

Chemical

Dosing Tank

PI

Chlorination

Unit

PI

PI

Electrical Signal

Steam

Condensate

92V

89V90V

PI CI

W13V

W9V

T116V

T216V

W106V

TI

TI

TC

W7V

W6V

W14V

W10V

Hot Loop

Pump

Hot Loop

Pump

W108V

W109V

D73V

To Distilled

Water Tank

To No.2 Fresh

Water Tank

To No.1 Fresh

Water Tank

From Main Engine Jacket

Cooling Water Pumps

Main Engine

Jacket Cooling

Constant Flow Line

Main Engine

Jacket Cooler

To Main Engine

Jacket Cooling

D98V

D1V

D12V

D11V

D13V

T117V

T217V

W107V

TI

TI

TC

FM

FI

W59V

SA

SAH

xxx

Distillate

PumpPI

FM

Mineraliser

(3,800

litre/h)

No.1 Heavy Fuel

Oil Purifier HeaterW8V

46V

46V

2.4 - Page 12 of 16


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Issue: 1

Starting and Stopping Procedures

The following procedure assumes that No.1 fresh water generator is going to be used with No.2 fresh water generator shut down.

a) Ensure that the alarm and control panels are switched on.

b) Set the valves as follows:


Open No.1 FW generator ejector pump suction valve S45V

Open No.1 FW generator ejector pump discharge valve S46V

Closed Crossover valve to No.2 FW generator S91V

Open Overboard discharge valve S47V

Open Jacket cooling water inlet valve to evaporator W9V

Open Hot water loop preheater bypass valve

Closed Hot water loop preheater inlet valve

Closed Hot water loop preheater outlet valve

Open Jacket cooling water inlet to the evaporator W11V

Open Jacket cooling water outlet valve from evaporator W13V

Closed Evaporator jacket cooling water bypass valve W106V

Closed Preheater steam inlet valve T116V

Closed Preheater condensate outlet valve T216V

c) Close the air vent on the separator and set the inlet and outlet valves to allow water to fl ow through the condenser.

d) Ensure the spring operated feed water inlet valve allowing water into the heat exchanger has opened.

e) Start the ejector pump and create a vacuum of at least 90%; this should be developed in less than 10 minutes.

f) Ensure the feed water treatment tank is topped up fresh water with the correct dosage of chemicals. Open the feed water treatment valve and start the dosing pump.

g) Start the main engine jacket cooling water hot loop pump supplying heating water to the generator. Adjust the inlet and bypass valves until the desired temperature is reached. The boiling temperature will rise and the vacuum will fall to approximately 80% indicating that evaporation has

commenced. After about 3 minutes the temperature will fall and normal vacuum will be restored.

h) Switch on the salinometer and open the discharge valve to the required fresh water/distilled water tank. If the distillate is going to the domestic fresh water tanks commission the mineraliser and chlorine injection unit.

i) Start the fresh water/distillate pump.

Output of the FW generator is adjusted by regulating the fl ow of jacket water through the heat exchanger. Adjustment of the evaporator jacket cooling water bypass valve, 160V for generator No.1 and 107V for generator No.2, allows for regulation of the fl ow through the heat exchanger.

Stopping the Plant

a) Ensure that the jacket cooling water main line evaporator bypass valve W59V is fully open.

b) Stop the hot water supply to the unit by closing the evaporator jacket cooling water inlet and outlet valves and then open the bypass valve. Stop the hot loop pump.

c) Close the feed water treatment valve (if open).

d) Stop the distillate water pump.

e) Switch off the salinometer.

f) Stop the ejector pump.

g) Open the air vent on the separator.

h) Close the suction and discharge overboard valve of the ejector pump.

i) Close the overboard valve for the combined brine/air ejector.

j) Close the inlet valve to fresh water/distilled water tank.

2.4 - Page 13 of 16


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Issue: 1

S S S S S S S S S S S SS

PI

SA

PISA

PS

PI

LS

S

Mineraliser

(3.800L/h)

FI

FI

S

FI

S

S S S

LALMC

LSLALMC

Illustration 2.4.5a Distilled Water Transfer and Distribution

Stern Tube

Cooling

Water Tank

(64.0m3)

Fresh Water

Pumps

(5.0m3/h x45mth)

Fresh Water

Hydrophore Tank

(1.0m3)

To Chemical

Dosing Unit

Chlorinator

To Boiler

Feed Filter Tank

Dechlorination

UnitTo Calorifier

Topping Up

No.2

Service Air

Connection

Sanitary System in Accommodation

To Swimming

Pool Shower

To Topping Up Inert Gas Generator

To Inert Gas Blower

To Fresh Water Expansion Tank

To Boiler Washing WaterExhaust Gas

Economiser WashingPurifier Room

To Workshop (Port)

To Workshop (Starboard)

2nd Deck Service

To Boiler Water Analysis

UnitTo Boiler Chemical Dosing Unit

Near Diesel Generator

Generator Engine

Turbocharger Cleaning3rd Deck Service

To Main Engine Scavenge Air Cooler Washer

To Turbine Side

(Pump Room Top)

Floor

To Main Engine Jacket Water

Feed and Drain Tank


To Upper Deck ServicePump Room

Water Tank

for Purifiers

Water Tank

for Purifiers

To ODME Fresh Water Tank

and Vacuum Unit

No.1

No.1

No.2

Fresh Water

Generators

(45 Tons/Day)

Salinity

Panel

Salinity

Panel

7V74V

96V 97V

98V

98V

73V

1V

9V

10V

53V

56V

103V61V

45V

102V

44V

62V

To Sewage Tank

40V

P29V

42V

99V

59V

38V

60V

64V

39V

63V

101V

65V

43V

87V 81V

37V

8V

LCG

Distilled

Water Tank

(293.6m3)

(Port)

5V

100V

6V

12V

11V

13V

52V

53V

93V 90V 92V 89V 91V 88V 85V 83V 84V

No.1 Main

Lubricating Oil

Purifier

No.2 Main

Lubricating Oil

Purifier

No.1 Main

Heavy Fuel Oil

Purifier

No.2 Main

Heavy Fuel Oil

Purifier

No.3 Main

Heavy Fuel Oil

Purifier

82V

86V

LCG

No.1

Fresh Water

Tank

(295.8m3)

(Starboard Outboard)

LCG

No.2

Fresh Water

Tank

(258.7m3)

(Starboard Inboard)

Key

Domestic

Fresh Water

Control Air

97V

3V

21V

2.4 - Page 14 of 16


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Issue: 1

2.4.5 DISTILLED WATER TRANSFER AND DISTRIBUTION

Each fresh water generator distillate pump discharges through a salinometer and a fl ow meter. Positioned before the fl ow meter is a solenoid valve, which opens when the salinometer detects too high a salinity level, diverting the distillate pump output back to the FW generator.

The discharge from the FW generators fl ows to either the distilled water tank which is situated in the engine room on the port side though inlet valve 73V, which has a capacity, of 293.6m3, or to the fresh water tanks which are both situated in the engine room on the starboard side. The capacity of No.1 tank (outboard) is 295.8m3 and No.2 tank (inboard) is 258.7m3.

The distilled water tank supplies water to the boiler feed water tank via valve 74V, the tank can be drained to the bilge through valve 6V if necessary. Fresh water produced in the generator that is to be used for domestic purposes is directed through a mineraliser and a chlorination sterilising unit before entering the fresh water tanks. The fresh water tanks supply water to the domestic fresh water system for the ship and technical water in the engine room via pumps and a pressurised hydrophore tank. On the common outlet line from the fresh water tanks there is a branch line supplying fresh water to the stern tube cooling water tank. The distilled and fresh water tanks have a fi lling connection on deck enabling them to be fi lled from shore as necessary. All tanks have level indicating equipment and low level alarms.

Procedure for Operating the Distilled Water Transfer System

The valves should be initially set up as follows.


Closed No.1 FW generator distillate pump discharge valve

Closed No.2 FW generator distillate pump discharge valve

Closed Filling valve for distilled water tank 73V

Closed Filling valve for No.1 FW tank 1V

Closed Filling valve for No.2 FW tank 98V

Open Outlet valve from distilled water tank 74V

Open Outlet valve from No.1 FW tank 3V

Closed Outlet valve from No.2 FW tank 97V

Closed Stern tube cooling water tank filling valve 7V

Open Mineraliser bypass valve 53V

All tank drains should be closed

Filling the Distilled Water Tank

a) Start up one of the FW generators, see section 2.4.4.

b) Open the fi lling valve of the distilled water tank 73V.

c) Start the distillate pump and switch on the salinometer. Discharge will be directed back to the generator until the salinometer automatically shuts the dump solenoid valve when the water quality is at the required standard.

d) Open the distillate pump discharge valve.

e) When salinity is satisfactory, the discharge will change over to fi ll the tank.

Filling the Fresh Water Tanks

The same steps are to be used as for fi lling the distilled water tank, except for item ‘b’ which should be replaced by the following:

b) Open the fi lling valve to No.1 or No.2 fresh water tank, or both tanks.

Open the valves to mineraliser unit having ensured that the unit is correctly charged with chemicals. Ensure that the fl ow meter inlet and outlet valves are open and that the bypass valve 13V is closed. The chlorination steriliser dosing pump must be switched on and the dosing tank topped up to the normal working level.

2.4 - Page 15 of 16

2.5 Fresh Water Cooling Systems 2.5.1 Main Engine Jacket Cooling Water System

2.5.2 Central Fresh Water Cooling System

Illustrations

2.5.1a Main Engine Jacket Cooling Water System

2.5.2a Central Fresh Water Cooling System


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TITI

PIPI

PS

TI

TI

PI

TI

PIPX

TI

TI

PS

PITI

TI

PI

PI

PI PI

PI PI PI CI

PI CI

TI

TI

TI

TI

TI

TI TI TI

PI

PI

TI

TI TI TI

LSLAL

MC

LSLAH

MC

LS

LAH

MC

LS

LAL

MC

PI

LS

LS

S

TC

TXTITI

TX

TX

Illustration 2.5.1a Main Engine Jacket Cooling Water System

Key

HT Cooling Water

LT Cooling Water

Fresh Water

Steam

Condensate

Air

Electrical Signal

Instrumentation

Main Engine Jacket

Water Feed and Drain

Tank (7.0m3)

Cooling Fresh Water Expansion Tank

(1.69m3)

Main Engine HT Circuit Feed Pump

(0.5m3/h x75mth)

Main Engine Cooling Fresh Water Pump

(220m3/h x30mth)

Main Engine Jacket

Fresh Water Preheater

Steam

Heater

Steam In

From

Fresh Water

Hydrophore

Unit

To

Nearest

Deck

Scupper

83V88V

90V92V

91V

101V

50V

87V

86V

84V 47V

Set

4kg/cm2

51V

93V

No.1

No.2No.1

No.2 2V

T166V

4V

8V

6V

7V

9V

10V59V

45V

18V

46V

17V

63V

62V

From Fresh Water

Hydrophore Unit

From

Generator Engine LT & HT

Fresh Water Air Vent

95V94V

Jacket Water

Drain

From

LT Coolers

To

Central Fresh Water

Coolers

To Central

Cooling

Fresh Water

Pumps

Main Engine

14V

109V

107V

11V

12V

No.1

Fresh Water

Generator

(45 Tons/Day)

No.2

Fresh Water

Generator

(45 Tons/Day)

13V

108V

106V

1V3V24V

Main Engine

Jacket

Cooling

Water

Buffer Unit

(1.2m3)

100V

Service Air

8kg/cm2

Air

8kg/cm2

Air

AC

220V

Auto

Vent Valve

89V

Main Engine

Jacket

Fresh Water

Cooler

Main Engine

Jacket Cooling

Water Chemical

Dosing Unit

Steam

Heater

Steam In

T527V

T529V

T198V

T32VT26VT25V


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2.5 FRESH WATER COOLING SYSTEMS

2.5.1 MAIN ENGINE JACKET COOLING WATER SYSTEM

Main Engine Jacket Cooling PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: FESV-200Capacity: 220m3/h at 30 mth

The system has two cooling water pumps rated at 220m3/h with a pressure of 30mth. These pumps supply cooling water to the main engine jackets, cylinder heads and exhaust valves and circulate hot water through the two FW generators.

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 fl ow through the preheater at all times. The preheater maintains the main engine jacket cooling water temperature when the main engine is at idle, on low load or when the engine is being warmed through prior to starting.

The FW generators can be bypassed when the main engine is on low load or idle. The FW generators extract heat from the circulating jacket cooling water thus reducing the load on the coolers. After fl owing through the FW generators the jacket water passes through the jacket cooling water cooler, which is in turn cooled by the low temperature (LT) fresh water central cooling system. A three-way control valve, actuated by the automatic temperature controller, regulates the fl ow through, or bypasses, the jacket cooler depending on the engine jacket water outlet temperature.

The system is fi tted with a buffer tank which provides a positive head to maintain pressure and allow for thermal expansion of the water. The buffer unit is pressurised by compressed air from the service 8kg/cm2 system, a reducing valve supplying the buffer tanks takes the pressure down to a pressure of 4 kg/cm2. Water is supplied to the main engine jacket cooling fresh water system by a main engine HT circuit feed pump which takes suction from the main engine jacket cooling feed water and drain tank. This pump operates to maintain the correct quantity of water in the system. An automatic fl oat vent valve on the outlet from the main engine vents air from the system.From the engine cooling water manifold, branches supply cooling water to each cylinder. Isolating valves are fi tted to the inlet and outlet for each cylinder to allow units to be individually isolated for maintenance purposes.

The HT cooling system can be drained to a drain tank and can be replenished using the main engine HT circuit feed transfer pump. Replenishment of the buffer tank is controlled via a level switch which cuts in/out the main engine HT circuit feed transfer pump as required.

Preparation for the Operation of the Jacket Cooling Water System

a) Operate the main engine HT circuit feed pump to replenish the system from the drain tank. The drain tank can be replenished from the hydrophore unit via valve 83V.

b) Ensure that all pressure gauge and instrumentation valves are open and that the instruments are reading correctly.

c) Ensure the FW generators are bypassed by opening valves 106V on No.1 generator and 107V on No.2 generator.

d) Ensure that all main engine individual cylinder inlet and outlet valves are open.

e) Ensure that all main engine individual cylinder vent and drain valves are closed.

f) Set the valves as shown in the tables below.


Open No.1 JCW pump suction valve 1V

Open No.1 JCW pump discharge valve 3V

Open No.2 JCW pump suction valve 2V

Open No.2 JCW pump discharge valve 4V

Open Preheater inlet valve 6V

Open Preheater outlet valve 7V

Throttled Preheater bypass valve 8V

Open FW generators bypass valve 59V

Closed No.1 FW generator inlet valve 9V

Closed No.1 FW generator outlet valve 13V

Closed No.2 FW generator inlet valve 10V

Closed No.2 FW generator outlet valve 14V

Open JCW cooler inlet valve 45V

Open JCW cooler outlet valve 46V

Operational Main engine jacket FW cooler bypass three-way valve 18V

Open LT cooling water inlet valve 94V

Open LT cooling water outlet valve 95V

Closed LT cooling water bypass vlave 100V

Open Buffer unit inlet valve from feed pump 101V

Open No.1 main engine HT circuit feed pump suction valve 90V

Open No.1 main engine HT circuit feed pump discharge valve 92V

Open No.2 main engine HT circuit feed pump suction valve 91V

Open No.2 main engine HT circuit feed pump discharge valve 93V

Open Drain valve to drain tank 88V

Open Buffer unit outlet valve 51V

Closed Buffer unit drain valve 50V

Closed System drain valve to bilge holding tank W10V

Open Air supply valve to buffer unit 84V, 87V, 86V

Operation

a) Start one main engine jacket cooling water pump.

b) Check that the automatic fl oat vent valve is operating correctly.

c) Ensure that the buffer unit is maintaining the correct system pressure.

d) Open the condensate outlet valves from the steam preheater T527V and T198V, then open the steam inlet valve T166V.

e) Slowly bring the jacket temperature up to operating temperature. Observe the engine builder’s instructions regarding the rate of temperature rise. Check the system for leaks as the temperature rises.

f) Supply cooling water to the main engine jacket cooler from the low temperature central cooling system via valves 94V and 95V; see section 2.5.2.

g) Test the system for chemical concentration and add chemicals as required using the chemical dosing unit.

h) Switch the other jacket cooling water pump to automatic standby cut-in.

i) When the engine is at full power, check the automatic operation of the cooling system and, when satisfi ed, the steam supply to the preheater can be isolated and the FW generator(s) brought into operation if required.

The temperature drop in the jacket cooling water across the FW generator depends upon the amount by which the evaporator bypass valve is open.

2.5 - Page 3 of 8


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LT Cooling Water

Air

Electrical Signal

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Illustration 2.5.2a Central Fresh Water Cooling System

139V

128V

152V

179V

No.2 UnitCooler

Cargo Oil Water TankLO Cooler

No.1 Water Ballast PumpTurbine LO Cooler

No.3 Cargo Oil PumpTurbine LO Cooler



Central Cooling

Fresh Water Pumps

(700m3/h x25mth)

To Main Engine

Charge Air Coolers

From Main Engine

Charge Air Coolers

No.1 UnitCooler

No.2 ProvisionsRefrigeration Condenser

No.3 Air Con.Condenser



No.2 UnitCooler

No.1 UnitCooler




No.1 MainAir Compressor



178V 176V

177V

195V

191V

189V

185V

187V

196V

192V

190V

186V

33V

32V

31V

36V

35V

34V

41V

No.3

No.2

No.1

188V

To Boiler Water

Circulation Pump

Cooling Water Supply

From Boiler Water

Circulation Pump

Cooling Water Drain

125V

116V

115V

151V

146V

114V

183V

182V

170V

169V

168V

167V

171V

165V

164V

163V

40V

42V

100V

95V

94V

96V

44V

43V

97V

38V

39V

37V

99V

98V

No.2 Central

Fresh Water

Cooler

Main Engine

Jacket

Fresh Water

Cooler

No.1 Main

LO Cooler

No.2 Main

LO Cooler

No.1 Central

Fresh Water

Cooler

Stern Tube

LO Cooler

162V

161V

181V

180V

113V

121V141V

138V

127V

120V

119V140V

137V

126V

150V

145V

112V

111V

118V

117V

197V141V

143V

147V

148V

154V

149V

Jacket

No.3 Alternator

No.3

Generator Engine

In Engine Room

Workshop

ECR Air ConditioningNo.2 Alternator

No.2

Generator Engine

LOCooler

AirCooler

Jacket

LOCooler

AirCooler

No.1 Alternator

Preheating Units

No.1

Generator Engine

Jacket

LOCooler

AirCooler

ElectricPreheater

SteamPreheater

122V

142VTo CoolingFresh WaterExpansion Tank

8kg/cm2

Air

2.5 - Page 4 of 8


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2.5.2 CENTRAL FRESH WATER COOLING SYSTEM

Central Cooling Water System PumpManufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 3Model: FEWV-300D

Capacity: 700m3/h at 25 mth

Introduction

The low temperature central fresh water cooling system works on the closed circuit principle. The system has the following features:

• Three main circulating pumps which can each supply the services at a rate of 700m3/h at 25mth; two pumps are operating with the other third pump on standby. The selector switch for the standby pump is mounted on No.1 central FW cooling pump breaker panel on No.1 group starter panel on the main switchboard. A pressure switch on each pump discharge starts the standby pump on low pressure.

• Two central coolers which in turn are cooled by sea water are each rated for 100% of the cooling requirement.

• An expansion tank which provides a positive head to the system as well as allowing for thermal expansion of the circulating water. This tank can be topped up from the domestic fresh water system via valve D62V.

The pumps take suction from the system suction main, which is located after the two central coolers. There is a connection to this suction main from the expansion tank. The outlet temperature of the central coolers is controlled by a three-way valve.

Low temperature FW cooling is supplied to the generator engine LO, charge charge air and alternator air coolers directly from the central fresh water circulating main, each engine incorporates a shaft driven booster pump. Each generator engine jacket water system has a shaft driven booster pump which is supplied from the central cooling water system via one of two generator engine preheating units. There is one electrical and one steam heated preheater, each is fi tted with a booster pump. The preheaters maintain the temperature in the standby generator engines in order to maintain them at an optimum temperature ready for starting when required.

The system is permanently vented from the highest point to the expansion tank. Any chemical treatment is added directly to the expansion tank.

The low temperature cooling water pumps supply the following services:

• Main engine jacket fresh water cooler

• Main engine charge air coolers

• Main engine LO coolers, each rated for 50% of main engine load at 85% MCR

• Generator engine jackets, LO coolers, charge air coolers and alternator air coolers

• Generator engines jacket preheater, electric and steam

• Engine control room air conditioning units

• Workshop air conditioning unit

• Main starting and topping up air compressors

• Service and control air compressors

• Accommodation air conditioning compressors

• Provision room refrigeration compressors

• Cargo oil and tank cleaning pump turbine LO coolers

• No.1 water ballast pump turbine LO cooler

• Boiler water circulating pumps

• Stern tube LO cooler

Preparation for the Operation of the Low Temperature Cooling Water System

a) Replenish the system from the expansion tank, which is fi lled from the fresh water system via valve D62V.

b) Ensure that all pressure gauge and instrumentation valves are open and that instruments are reading correctly.

c) Set up valves as shown in the tables below.


Open No.1 cooling water pump suction valve 31V

Open No.1 cooling water pump discharge valve 34V

Open No.2 central cooling water pump suction valve 32V

Open No.2 central cooling water pump discharge valve 35V

Open No.3 central cooling water pump suction valve 33V

Open No.3 central cooling water pump discharge valve 36V

Operational Central cooler three-way bypass valve 42V


Open No.1 central cooler inlet valve 40V

Open No.1 central cooler outlet valve 38V

Closed No.2 central cooler inlet valve 39V

Closed No.2 central cooler outlet valve 37V

Open Stern tube LO cooler inlet valve 98V

Open Stern tube LO cooler outelt valve 99V

Open No.1 main engine LO cooler inlet valve 43V

Open No.1 main engine LO cooler outlet valve 44V

Open No.2 main engine LO cooler inlet valve 97V

Open No.2 main engine LO cooler outlet valve 96V

Throttled Main engine JCW cooler bypass valve 100V

Open Main engine JCW cooler inlet valve 94V

Open Main engine JCW cooler outlet valve 95V

Open Main engine No.1 charge air cooler inlet valve

Open Main engine No.1 charge air cooler outlet valve

Open Main engine No.2 charge air cooler inlet valve

Open Main engine No.2 charge air cooler outlet valve

Open No.1 cargo pump LO cooler inlet valve 185V

Open No.1 cargo pump LO cooler outlet valve 186V





Open No.1 WB pump LO cooler inlet valve 191V

Open No.1 WB pump LO cooler outlet valve 192V

Open Cargo oil washing pump LO cooler inlet valve 195V

Open Cargo oil washing pump LO cooler outlet valve 196V

Open ECR No.1 air conditioning inlet valve W141V

Open ECR No.1 air conditioning outlet valve W142V

Open ECR No.1 air conditioning inlet valve 180V

Open ECR No.1 air conditioning outlet valve 182V

Open ECR No.2 air conditioning inlet valve 181V

Open ECR No.2 air conditioning outlet valve 183V

2.5 - Page 5 of 8


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Air

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Illustration 2.5.2a Central Fresh Water Cooling System

139V

128V

152V

179V

No.2 UnitCooler

Cargo Oil Water TankLO Cooler

No.1 Water Ballast PumpTurbine LO Cooler




Central Cooling

Fresh Water Pumps

(700m3/h x25mth)

To Main Engine

Charge Air Coolers

From Main Engine

Charge Air Coolers

No.1 UnitCooler





No.2 UnitCooler

No.1 UnitCooler







178V 176V

177V

195V

191V

189V

185V

187V

196V

192V

190V

186V

33V

32V

31V

36V

35V

34V

41V

No.3

No.2

No.1

188V

To Boiler Water

Circulation Pump

Cooling Water Supply

From Boiler Water

Circulation Pump

Cooling Water Drain

125V

116V

115V

151V

146V

114V

183V

182V

170V

169V

168V

167V

171V

165V

164V

163V

40V

42V

100V

95V

94V

96V

44V

43V

97V

38V

39V

37V

99V

98V

No.2 Central

Fresh Water

Cooler

Main Engine

Jacket

Fresh Water

Cooler

No.1 Main

LO Cooler

No.2 Main

LO Cooler

No.1 Central

Fresh Water

Cooler

Stern Tube

LO Cooler

162V

161V

181V

180V

113V

121V141V

138V

127V

120V

119V140V

137V

126V

150V

145V

112V

111V

118V

117V

197V141V

143V

147V

148V

154V

149V

Jacket

No.3 Alternator

No.3

Generator Engine

In Engine Room

Workshop

ECR Air ConditioningNo.2 Alternator

No.2

Generator Engine

LOCooler

AirCooler

Jacket

LOCooler

AirCooler

No.1 Alternator

Preheating Units

No.1

Generator Engine

Jacket

LOCooler

AirCooler

ElectricPreheater

SteamPreheater

122V

142VTo CoolingFresh WaterExpansion Tank

8kg/cm2

Air

2.5 - Page 6 of 8


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Open Duty package air conditioning unit inlet valve

Open Duty package air conditioning unit outlet valve

Open Duty provision refrigeration condenser inlet valve

Open Duty provision refrigeration condenser outlet valve

Open Workshop air conditioning unit No.1 inlet valve 176V

Open Workshop air conditioning unit No.1 outlet valve 178V

Open Workshop air conditioning unit No.2 inlet valve 177V

Open Workshop air conditioning unit No.2 outlet valve 179V

Open Control air compressor inlet valve 165V

Open Control air compressor outlet valve 170V

Open Service air compressor inlet valve 164V

Open Service air compressor outlet valve 169V

Open Topping up air compressor inlet valve 163V

Open Topping up air compressor outlet valve 168V

Open No.1 main air compressor inlet valve 162V

Open No.1 main air compressor outlet valve 167V

Open No.2 main air compressor inlet valve 161V

Open No.2 main air compressor outlet valve 166V

Open No.1 generator engine jacket cooler inlet valve 145V

Open No.1 generator engine jacket cooler outlet valve 126V

Open No.1 generator engine air and LO cooler inlet valve 112V

Open No.1 generator engine air and LO cooler outlet valve 118V

Open No.1 generator engine alternator cooler inlet valve 111V

Open No.1 generator engine alternator cooler outlet valve 117V

Open No.1 generator engine supply from preheater 150V

Open No.1 generator engine HT expansion outlet valve 137V

Open No.1 generator engine LT expansion outlet valve 140V




















Open Steam preheater unit inlet valve 148V

Open Steam preheater unit outlet valve 149V

Open Electric preheater unit inlet valve 144V

Open Electric preheater unit outlet valve 154V

Open Preheaters inlet valve isolator from HT circuit 197V

Closed Preheaters inlet valve isolator from LT circuit 143V

d) Start the two duty circulating central cooling water pumps.

e) Open the condensate outlet valve from the generator engine steam preheater, then open the steam inlet valve T172V. Supply steam to the preheater via the control valve.

f) Slowly bring the generator engine jacket temperature up to operating temperature. Observe the engine builder’s instructions regarding the rate of temperature rise. Check the system for leaks as the temperature rises.

g) Supply sea water to the duty central FW cooler, see section 2.4.1.

h) Check the expansion tank level and replenish if necessary.

i) Test the system for chemical concentration and add chemicals as required.

j) Circulate the LT central fresh water cooling system and check that all users are being supplied with CFW at the required temperature.

k) Set the standby pump to automatic cut-in

2.5 - Page 7 of 8

2.6 Fuel Oil and Diesel Oil Service Systems 2.6.1 Main Engine Fuel Oil Service System

2.6.2 Generator Engine Fuel Oil Service System

2.6.3 Auxiliary Boiler Fuel Oil System

2.6.4 Incinerator Fuel Oil/Sludge System

Illustrations

2.6a Fuel Oil Viscosity - Temperature Graph

2.6.1a Main Engine Fuel Oil Service System

2.6.2a Generator Engine Fuel Oil Service System

2.6.3a Auxiliary Boiler Fuel Oil Service System

2.6.4a Incinerator MDO/Sludge System


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10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

-10 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 1700

-10 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 1700

15

10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

15

10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

15

Temperature °C

Temperature °CIllustration 2.6a Fuel Oil Viscosity - Temperature GraphKinematicViscosity-Centistokes

KinematicViscosity-Centistokes

Pumping Viscosity

usually about 1,000 centistokes

Boiler Atomisation Viscosity

usually between 15 and 65 centistokes

Diesel Injection Viscosity

usually between

8 and 27 centistokesMarine

GasOil

Marine

Diesel Oil

Bunker Fuel Oil

Viscosity - Temperature

Relationships

Typical Marine Fuels

IF - 30

IF - 60

IF - 100

IF - 180

IF - 380

2.6 - Page 3 of 24


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Illustration 2.6.1a Main Engine Fuel Oil Service System

Heavy Fuel Oil

Service Tank

(122m3)

Heavy Fuel Oil

Settling Tank

(122m3)

Low Sulphur

Heavy Fuel Oil

Settling Tank

(60m3)

Marine Diesel Oil

Service Tank

(52m3)

103V 108V 110V 104V109V106V 105V101V102V

193V 212V

From

Generator Engines

From

Generator Engine

Fuel Oil Supply Pumps

216V194V

191V

196V

131V

132V

129V

128V

Viscorator

198V

Set 5kg/cm2

Set 16kg/cm2

Set 16kg/cm2

199V

195V

118V

120V

116V

119V 114V112V

111V

No.2

No.1

No.2

No.1

113V

211V

213V271V

242V

261V

241V

214V215V

To Auxiliary Boiler

Fuel Oil Pump

To

Generator Engine

Fuel Oil

Supply Pumps

107V

To Fuel Oil

Overflow Tank

Set 5kg/cm2

Mixing

Unit

165 litres

Low Sulphur

Heavy Fuel Oil

Service Tank

(60m3)

Bypass

Filter

Control

Air

To Fuel Oil

Overflow Tank

No.1 Fuel Oil

Heater

No.2 Fuel Oil

Heater

To Fuel Oil

Overflow Tank

To

Oily Bilge

Tank

To Inert

Gas Generator

Main Engine

Fuel Oil

Auto Backflush

Filter

Damping Vessel

Engine Supply

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

Fuel Oil Feed Pumps

(6.8m3/h x5kdp)

Fuel Oil Booster Pumps

(12.2m3/h x12kdp)

127V

126V

124V

123V

122V

121V

2.6 - Page 4 of 24


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2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS

2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM

Main Engine Fuel Oil Feed Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALG-40SJNo. of sets: 2Capacity: 6.8m3/h at a pressure of 5.0kg/cm2

Main Engine Fuel Oil Booster Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALGT-65BNo. of sets: 2Capacity: 12.2m3/h at a pressure of 12kg/cm2

INTRODUCTION

Heavy fuel oil (HFO) is stored on board in three HFO bunker tanks and one low sulphur HFO bunker tank. Fuel oil is transferred to the HFO settling tank and the low sulphur HFO settling tank, when required, by one of two HFO transfer pumps. Any water or other sediment is drained from the settling tanks using a self-closing test cock.

From the HFO settling tanks, HFO can be supplied directly to the boiler fuel oil system. Before use in the main and auxiliary engines HFO must be centrifuged in one of three fuel oil purifi ers from where it is directed to the appropriate HFO service tank; low sulphur HFO must be directed to the low sulphur HFO service tank. Fuel oil is supplied to the main engine and diesel generator engines from the FO service tanks, each having their own separate fuel supply systems. The FO service tanks can also supply the boilers if necessary. The main engine and three diesel generator engines are designed to run on HFO at all times. One of the FO purifi ers will be running at all times, with the throughput balanced to match the fuel consumption of the main engine and diesel generator engines.

Under normal circumstances HFO will be used to supply the engines and boilers except where local legislation requires low sulphur HFO to be used. The descriptions which follow assume that HFO is being supplied except where specifi cally stated that the supply comes from the low sulphur HFO service tank. No special requirements are needed for burning HFO in the boilers, main engine or generator engines as the fuel will need to be heated as usual in order to produce the correct viscosity for pumping and fuel injection. The viscorator will regulate the heating of the fuel to produce the correct viscosity.

Because of the low sulphur content of the fuel, attention has to be paid to the cylinder oil used for the main engine. Cylinder oil contains alkaline additives which neutralise the acid products of combustion produced when burning the sulphur in the fuel. If the fuel contains low levels of sulphur the alkaline additives have no acidic components with which to react and they can produce chalk-like deposits in the cylinders. These deposits can cause jamming of piston rings. Care must be taken when burning low sulphur fuels and advice must be sought from the cylinder lubricant supplier regarding the quality of cylinder oil when burning this type of fuel.

Outlet valves from all fuel tanks are remote quick-closing with a collapsible bridge which can be pneumatically operated from the fi re control station. After being tripped from the fi re control station the valves must be reset locally. Each tank is also fi tted with a self-closing test cock to test for and drain any water present. Tundishes under the self-closing test cock drain any test liquid to the waste oil tank. All tanks and heaters are supplied with steam at 7.0kg/cm2 from the ship’s steam supply, with condensate fl owing to the observation tank which is fi tted with an oil detection unit.

The steam supply to the fuel oil (FO) supply heaters is controlled by a viscosity controller. All FO pipework is trace heated by small bore steam pipes laid adjacent to the FO pipe and encased in the same lagging.

Heated and fi ltered FO is supplied to the main engine from the HFO service tank. Fuel oil from the HFO service tank is supplied to the main engine by one of two FO feed 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 FO feed pumps discharge through the main engine FO supply fl ow meter to the FO mixing unit. A pressure control valve with its sensing point on the supply pump discharge, maintains the supply pump’s discharge pressure at 5.0kg/cm2 by recirculating oil from the pump discharge back to the pump suction.

The mixing unit also takes the return FO from the main engine. A relief valve, set at a pressure of 5.0kg/cm2, releases excess pressure to the FO overfl ow tank. The mixing unit is lagged and steam heated.

Fuel oil is drawn from the mixing tank by one of two main engine FO booster 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 FO booster pumps discharge through one of a pair of main engine FO heaters, where the oil is heated to a temperature corresponding to a viscosity of 12cSt using steam at 7.0kg/cm2.

The heated FO then passes through a viscorator and an automatic backfl ush fi lter, with a bypass basket fi lter for use during maintenance on the main fi lter. The fi lter is an automatic self-cleaning unit, with an electrically operated cleaning mechanism running at all times.

The heated FO fl ows to the main engine fuel rail on the suction side of the main engine high pressure FO injection pumps. The inlet pipe to the main engine fuel system is fi tted with a pressure fl uctuation damping vessel.

Individual fuel injection pumps take suction from the engine fuel rail and excess fuel is returned to the FO mixing unit via a pressure retaining valve on the main engine recirculating line. A valve is fi tted on the return line to the mixing unit which may be opened to fl ush the system back to the service tank; this facility is used when changing over to diesel when the engine is at standstill.

The high pressure FO lines on the engine are sheathed, any leakage into the annular spaces formed by the sheathing is led to a FO leakage tank. The tank is fi tted with a high level alarm which gives advance warning of a leaking fuel injection pipe. The leakage tank overfl ows to the FO overfl ow tank.

Preparation for the Operation of the Main Engine Fuel Oil Service System

a) Put the FO purifi er in use, fi lling the service tank from the settling tank. The low sulphur HFO service tank must be fi lled from the low sulphur HFO settling tank.

b) Ensure the fi lters are clean.

c) Ensure that all the instrumentation valves are open.

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


Open HFO service tank suction quick-closing valve F101V

Closed Low sulphur HFO service tank suction quick-closing valve F108VClosed HFO line suction valve F213V

Open MDO service tank suction quick-closing valve F103V

Open MDO line suction valve F107V

Set Suction three-way valve set for MDO F211V

Open No.1 FO feed pump suction valve F111V

Open No.1 FO feed pump discharge valve F113V

Open No.2 FO feed pump suction valve F112V

Open No.2 FO feed pump discharge valve F114V

2.6 - Page 5 of 24


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Heavy Fuel Oil

Service Tank

(122m3)

Heavy Fuel Oil

Settling Tank

(122m3)

Low Sulphur

Heavy Fuel Oil

Settling Tank

(60m3)

Marine Diesel Oil

Service Tank

(52m3)

103V 108V 110V 104V109V106V 105V101V102V

193V 212V

From

Generator Engines

From

Generator Engine


216V194V

191V

196V

131V

132V

129V

128V

Viscorator

198V

Set 5kg/cm2

Set 16kg/cm2

Set 16kg/cm2

199V

195V

118V

120V

116V

119V 114V112V

111V

No.2

No.1

No.2

No.1

113V

211V

213V271V

242V

261V

241V

214V215V

To Auxiliary Boiler

Fuel Oil Pump

To

Generator Engine

Fuel Oil

Supply Pumps

107V

To Fuel Oil

Overflow Tank

Set 5kg/cm2

Mixing

Unit

165 litres

Low Sulphur

Heavy Fuel Oil

Service Tank

(60m3)

Bypass

Filter

Control

Air

To Fuel Oil

Overflow Tank

No.1 Fuel Oil

Heater

No.2 Fuel Oil

Heater

To Fuel Oil

Overflow Tank

To

Oily Bilge

Tank

To Inert

Gas Generator

Main Engine

Fuel Oil

Auto Backflush

Filter

Damping Vessel

Engine Supply

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

Fuel Oil Feed Pumps

(6.8m3/h x5kdp)


(12.2m3/h x12kdp)

127V

126V

124V

123V

122V

121V

2.6 - Page 6 of 24


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Open Pressure control valve inlet valve

Open Pressure control valve outlet valve

Closed Pressure control valve bypass valve

Open Flow meter inlet valve F118V

Open Flow meter outlet valve F119V

Closed Flow meter bypass valve F120V

Open No.1 FO booster pump suction valve F121V

Open No.1 FO booster pump discharge valve F123V



Open No.1 FO heater inlet valve F126V

Open No.1 FO heater outlet valve F128V

Closed No.2 FO heater inlet valve F127V

Closed No.2 FO heater outlet valve F129V

Open Viscosity controller inlet valve F130V

Open Viscosity controller outlet valve F131V

Open Viscosity controller bypass valve F132V

Open Backflush filter inlet cock

Open Backflush filter outlet cock

Closed Bypass filter inlet cock

Closed Bypass filter outlet cock

Open Return inlet valve to mixing unit F196V

Closed Flushing valve to service tanks F191V

Open Mixing unit overflow valve F199V

Closed Mixing unit drain valve F195V

Procedure to Start Up the Main Engine Fuel Oil Service System and Change Over to Heavy Fuel Oil

The system is shut down with DO in the pipelines, a condition similar to starting up after refi t. System valves are set as above.

a) Supply steam heating to the HFO service tank.

b) Open all the individual fuel inlet valves on the main engine fuel inlet main.

c) Open the main HFO suction line valve F213V and turn the three-way suction valve F211V so that suction is taken from the HFO service tank.

d) Supply trace heating to the FO service system pipelines.

CAUTIONTrace heating should not be applied to sections of pipeline isolated by closed valves on the FO side as damage could occur due to the expansion of the contents.

e) Manually start supplying steam to the online FO heater.

f) Start one FO feed pump and one booster pump.

g) Raise the temperature to about 75˚C.

h) Start the viscosity controller.

i) Slightly open the fl ushing valve F191V and the HFO service tank inlet valve F212V.k.

k) Continue to raise the temperature manually.

l) When the set point is reached on the viscosity controller, change its setting to AUTOMATIC.

m) Change the operation of the FO heater steam control valve to AUTOMATIC. Open the steam inlet valve fully.

HFO is now circulating through the system.

n) Switch the other FO feed pump to standby.

o) Switch the other FO booster pump to standby.The system is now ready for operation of the main engine on HFO.

Fuel Changeover

The main engine is designed to run on HFO at all times. However, changeover to DO 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

• A failure of the HFO heating steam supply

Changeover can be performed at any time, during engine running or during engine standstill. In order to prevent fuel pump and injector sticking/scuffi ng, poor combustion or fouling of the gas ways, it is very important to carefully follow the changeover procedures.

Changeover Procedure from Diesel Oil to Heavy Fuel during Running

To protect the injection equipment against rapid temperature changes, which may cause sticking/scuffi ng of the fuel valves, of the fuel pump plungers and suction valves, the changeover is carried out as follows (manually):

a) First, ensure that the HFO in the service tank is at normal temperature level.

b) Reduce the engine load to 75% of normal. Then, by means of the thermostatic valve in the steam system, or by manual control of the viscosity regulator, the DO is heated to maximum 60-80°C, in order to maintain the lubrication ability of the DO and in this way minimise the risk of plunger scuffi ng and the consequent risk of sticking. This preheating should be regulated to give a temperature rise of about 2°C per minute.

c) Due to the above mentioned risk of sticking/scuffi ng of the fuel injection equipment, the temperature of the HFO in the service tank must not be more than 25°C higher than the heated diesel oil in the system (60-80°C) at the time of changeover.

(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).

2.6 - Page 7 of 24


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Heavy Fuel Oil

Service Tank

(122m3)

Heavy Fuel Oil

Settling Tank

(122m3)

Low Sulphur

Heavy Fuel Oil

Settling Tank

(60m3)

Marine Diesel Oil

Service Tank

(52m3)

103V 108V 110V 104V109V106V 105V101V102V

193V 212V

From

Generator Engines

From

Generator Engine


216V194V

191V

196V

131V

132V

129V

128V

Viscorator

198V

Set 5kg/cm2

Set 16kg/cm2

Set 16kg/cm2

199V

195V

118V

120V

116V

119V 114V112V

111V

No.2

No.1

No.2

No.1

113V

211V

213V271V

242V

261V

241V

214V215V

To Auxiliary Boiler

Fuel Oil Pump

To

Generator Engine

Fuel Oil

Supply Pumps

107V

To Fuel Oil

Overflow Tank

Set 5kg/cm2

Mixing

Unit

165 litres

Low Sulphur

Heavy Fuel Oil

Service Tank

(60m3)

Bypass

Filter

Control

Air

To Fuel Oil

Overflow Tank

No.1 Fuel Oil

Heater

No.2 Fuel Oil

Heater

To Fuel Oil

Overflow Tank

To

Oily Bilge

Tank

To Inert

Gas Generator

Main Engine

Fuel Oil

Auto Backflush

Filter

Damping Vessel

Engine Supply

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

Fuel Oil Feed Pumps

(6.8m3/h x5kdp)


(12.2m3/h x12kdp)

127V

126V

124V

123V

122V

121V

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d) For some light diesel oils (gas oil), this will limit the upper temperature to somewhat below 80°C. When 60-80°C has been reached, the change to HFO is performed by setting the three-way valve F211V to take suction from the HFO service tank, opening the FO supply line valve F213V and closing the DO supply line valve, F107V.

The temperature rise is then continued at a rate of about 2°C per minute, until reaching the required viscosity.

Changeover from Heavy Fuel Oil to Diesel Oil during Running

To protect the FO injection equipment against rapid temperature changes, which may cause scuffi ng with the risk of sticking of the fuel valves and of the fuel pump plungers and suction valves, the changeover to DO is performed as follows (manually):

a) Ideally the diesel oil in the DO service tank should be as close to 50°C as possible.

b) Shut off the steam supply to the FO preheater and steam tracing.

c) Reduce the engine load to 75% of MCR load.

d) Change to DO when the temperature of the HFO in the preheater has dropped to about 25°C above the temperature in the DO service tank, however, not below 75°C.

e) Open DO supply valve F107V and change the line three-way valve F211V so that suction is taken from the MDO service tank. Close HFO supply valve F213V. Diesel oil is now led to the feed pumps.

(Note: If, after the changeover, the temperature at the preheater suddenly drops considerably, the transition must be moderated by supplying a little steam to the preheater which now contains DO.)

Changeover from Heavy Fuel Oil to Diesel Oil during Standstill

a) Stop the preheating.

b) Shut off the FO pipeline trace heating.

With reference to temperature levels before changeover, see ‘Changeover from Heavy Fuel Oil to Diesel Oil during Running’.

c) Open DO supply valve F107V.

d) Change the three-way suction valve F211V so that suction is taken from the MDO service tank.

e) Close FO supply valve F213V.

f) Open the fl ushing valve to the HFO tanks F191V and the HFO service tank inlet valve F212V so that the HFO is pumped to the HFO service tank. Ensure that there is suffi cient ullage in the HFO service tank.

g) Start a HFO feed pump and a HFO booster pump. When the HFO is replaced by DO stop the pumps and close the fl ushing valve F191V.

h) Stop the viscosity controller.

i) Stop the FO service and circulating pumps.

Changeover from Heavy Fuel Oil to Low Sulphur Heavy Fuel Oil

A change from engine operation on HFO to operation on low sulphur HFO is required when local legislation requires.

The low sulphur HFO should have been loaded into the low sulphur HFO bunker tank, pumped to the low sulphur HFO settling tank and purifi ed to the low sulphur HFO service tank at some time previously in preparation for operation on low sulphur fuel. Attention must be paid to the prolonged storage of HFO as bacterial attack can take place rendering the fuel useless for burning.

a) Heat the fuel in the low sulphur HFO service tank by supplying steam heating.

b) Open the sludge cock on the low sulphur HFO service tank and drain any water.

c) Supply trace heating to the pipeline between the low sulphur HFO service tank and the fuel supply system.

d) When the fuel in the low sulphur HFO service tank is at the correct temperature the tank quick-closing outlet valve F108V may be opened. The quick-closing outlet valve from the HFO service tank is then closed.

The engine is now being supplied with low sulphur HFO from the low sulphur HFO tank. If the engine is to operate for prolonged periods on low sulphur fuel the low sulphur HFO service tank will need to be replenished from the low sulphur settling tank via No.3 FO purifi er, the low sulphur settling tank will need to be replenished from the low sulphur bunker tank.

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Illustration 2.6.2a Generator Engine Fuel Oil Service System

Heavy Fuel OilService Tank

(122m3)

Low SulphurHeavy Fuel OilService Tank

(60m3)

Generator EngineFuel Oil Supply Pumps

(1.2m3/h x6kg/cm2)

Generator Engine Marine Diesel OilFlushing Pump (2.5m3/h x 7kg/cm2)

Generator Engine Air MotorDriven Pump (0.37m3/h x 6kg/cm2)

Generator EngineFuel Oil Return Pipe

Marine Diesel OilService Tank

(52m3)

194V 193V 212V

105V101V102V109V

141V

8k Air

FromEngine ControlRoom DC24V

No.2Generator Engine

Fuel Oil Heater

Set 13.5k

No.1Generator EngineFuel Oil Heater

142V

143VNo.1

No.2

Generator Engine Fuel OilBoost Pumps (3.6m3/h x4kg/cm2)

No.1

No.2

144V

201V

203V

202V

206V183V

192V

173V

176V

172V

175V

171V

217V218V

219VTo

Oily BilgeTank

ToFuel Oil

Overflow Tank

169V170V

166V

167V

174V

No.1 Generator Engine



177V

180V

178V

181V

179V

182V

223V 224V

225V

220V 221V

222V

185V 184V 186V

187V

204V

138V

137V 136V

146V

145V153V

152V

150V151V

155V 157V

161V 162V

164V

165V

Viscorator

163V

154V 156V

159V

160V

108V106V103V

214V215V

To Main Engine

To Main Engine

To Inert GasGenerator

CompressedAir

To Boiler

To Boiler

188V

189V

168V Bypass

Filter

Control Air

To Fuel Oil

Overflow Tank

Generator Engine

Fuel Oil

Auto Backflush

Filter

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

216V

2.6 - Page 10 of 24


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2.6.2 GENERATOR ENGINE FUEL OIL SERVICE SYSTEM

Generator Engine Fuel Oil Supply Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALGT-40SJNo. of sets: 2Capacity: 1.2m3/h at a pressure of 6.0kg/cm2

Generator Engine Fuel Oil Booster Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALGT-40CNo. of sets: 2Capacity: 3.6m3/h at a pressure of 4.0kg/cm2

Generator Engine Air Motor Driven Marine Diesel Oil Pump

Maker: IMOModel: ACE-925N3 NUBPNo. of sets: 1Capacity: 0.37m3/h at a pressure of 6.0kg/cm2

Generator Engine Marine Diesel Oil Flushing Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALGT-40No. of sets: 1

Capacity: 2.5m3/h at a pressure of 7.0kg/cm2

INTRODUCTION

Fuel oil (FO) is supplied to the diesel generator engines from the HFO service tank, using a dedicated fuel supply system separate from the main engine system. The three diesel generator engines are designed to run on HFO at all times. They may also be operated on low sulphur HFO should local legislation require. This requires the quick-closing suction valve from the low sulphur HFO service tank to be opened and the valve from the HFO service tank to be closed. Associated tank return valves must also be changed over.

The steam supply to both HFO supply heaters is controlled by a viscosity controller. All FO pipework is trace heated by small bore steam pipes laid adjacent to the FO pipe and encased in the same lagging.

Heated and fi ltered HFO is supplied to the diesel generator engines from the FO service tank by one of two FO supply pumps. The second pump will be on automatic standby and will start in the event of a discharge pressure drop or voltage failure of the running pump.

The FO supply pumps discharge through a fl ow meter to the diesel generator engines FO return pipe, which is continually vented back to the FO service tank. Fuel oil is drawn from the return pipe by one of two generator engine FO booster pumps. The second pump will be on automatic standby and will start in the event of a discharge pressure drop or voltage failure of the running pump. The FO booster pumps discharge through one of two FO heaters, where the oil is heated to a temperature corresponding to a viscosity of 12cSt using steam at 7.0kg/cm2.

The heated FO then passes through an automatic backfl ushing fi lter and the viscosity controller which controls steam to the heater and is then supplied to the generator engine driven fuel pumps. Before entry to the generator engine fuel supply manifold the heated fuel oil fl ows through a safety fi lter.

A control valve regulates the pressure at the engine rail, diverting excess pressure to the FO return line. The generator engines are supplied with excess fuel and that not used by the engine fl ows into the FO return line. The return line fl ows to the generator engine FO return pipe. The generator engine FO booster pumps also take suction from the return pipe as well as the FO supply pumps. In the even of high pressure in the return line a pressure regulating valve, set at 6.0kg/cm2, diverts oil to the FO service tanks. The air vent return pipe overfl ows to the HFO service tanks.

The high pressure FO lines on the engine are sheathed, any leakage into the annular spaces formed by the sheathing is led to a FO leakage tank, which is fi tted with a high level alarm to give advance warning of a leaking fuel injection pipe.

The above system can be used with either HFO, low sulphur HFO or DO, but will normally be used for HFO, only changing over to DO during maintenance and long shut down periods such as refi t. However, two DO pumps are supplied which take suction from the DO service tank and supply DO directly to the generator engine driven fuel pump, using separate pipelines. One pump is electrically driven for normal use and an air driven pump is supplied for emergencies. The air supply to the air operated pump is always open allowing the pump to supply DO to the operating generator engines immediately in the even of a blackout.

Operation of the Auxiliary Engine Fuel Oil Service System

a) Put the HFO purifi er in use, fi lling the service tank from the settling tank. HFO or low sulphur HFO as required.

b) Ensure the fi lters are clean.

c) One FO supply pump and one FO booster pump will be running. Steam will be supplied to the heater and viscosity will be controlled by the viscorator.

d) Ensure that all instrumentation valves are open.

The engines will normally be operated on HFO and the valves will be set as in the following table.


Open HFO service tank suction quick-closing valve F105V

Closed Low sulphur HFO service tank quick-closing valve F106V

Open MDO tank suction valve F103V

Open DO suction valve to supply pump suction F142V

Set Three-way line valve set for HFO operation F141V

Open No.1 supply pump suction valve F143V

Open No.1 supply pump discharge valve F145V

Open No.2 supply pump suction valve F144V

Open No.2 supply pump discharge valve F146V

Open Flow meter inlet valve F150V

Open Flow meter outlet valve F151V


Closed Flow meter valve from return pipe F152V





Open No.1 FO heater inlet valve F160V

Open No.1 FO heater outlet valve F162V



Open Automatic filter inlet valve

Open Automatic filter outlet valve

Open Viscosity controller inlet valve F163V

Open Viscosity controller outlet valve F164V

Closed Viscosity controller bypass valve F165V

Open No.1 generator engine HFO inlet valve F171V

Open No.1 generator engine HFO outlet valve F177V

Open No.1 generator engine MDO inlet valve F174V

Open No.1 generator engine MDO outlet valve F180V

2.6 - Page 11 of 24


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(122m3)


(60m3)


(1.2m3/h x6kg/cm2)





(52m3)

194V 193V 212V

105V101V102V109V

141V

8k Air



Fuel Oil Heater

Set 13.5k


142V

143VNo.1

No.2


No.1

No.2

144V

201V

203V

202V

206V183V

192V

173V

176V

172V

175V

171V

217V218V

219VTo

Oily BilgeTank

ToFuel Oil

Overflow Tank

169V170V

166V

167V

174V




177V

180V

178V

181V

179V

182V

223V 224V

225V

220V 221V

222V

185V 184V 186V

187V

204V

138V

137V 136V

146V

145V153V

152V

150V151V

155V 157V

161V 162V

164V

165V

Viscorator

163V

154V 156V

159V

160V

108V106V103V

214V215V

To Main Engine

To Main Engine


CompressedAir

To Boiler

To Boiler

188V

189V

168V Bypass

Filter

Control Air

To Fuel Oil

Overflow Tank

Generator Engine

Fuel Oil

Auto Backflush

Filter

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

216V

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Open Inlet valve to fuel main recirculating valve F217V

Open Outlet valve from fuel main recirculating valve F218V

Closed Recirculating valve bypass valve F219V

Open HFO return line control valve inlet valve F220V

Open HFO return line control valve outlet valve F221V

Closed HFO return line control valve bypass valve F222V

Open HFO return line control valve (remotely operated)

Open MDO return line control valve inlet valve F223V

Open MDO return line control valve outlet valve F224V

Closed MDO return line control valve bypass valve F225V

Closed MDO return line control valve (remotely operated)

Open Return pipe inlet valve F183V

Open Return pipe return pressure control valve inlet valve F185V

Open Return pipe return pressure control valve outlet valve F186V

Open Return pipe return pressure control valve bypass valve F187V

Under normal circumstances the system will be primed and operating on HFO, a change to DO is only made for emergency reasons or if all of the engines are to be shut down and the fuel systems are to undergo maintenance.

The fuel system of an individual engine may be fl ushed through with DO prior to stopping the engine or after stopping in order to allow for maintenance.

For drydocking or similar prolonged stay in port the entire generator engine fuel system must be changed to MDO and following entry into service the entire system is changed back to HFO operation. It is simpler to change the entire system to a different fuel at one time rather than try to change over individual engines as the fuel supply system ensures that even engines which are not running are circulated with fuel.

In order to avoid electrical supply problems when changing over only one generator engine should be running and the load on that should be as low as possible.

Procedure to Change the Generator Engine Fuel Oil Service System from Operation on Heavy Fuel Oil to Operation on Marine Diesel Oil

The system will already be operating on HFO.

a) Reduce electrical load to the minimum and stop all generator engines except one.

b) To protect the FO injection equipment against rapid temperature changes, which may cause scuffi ng with the risk of sticking of the fuel valves and of the fuel pump plungers and suction valves, the changeover to DO is performed as follows (manually):

c) Ideally the diesel oil in the DO service tank should be as close to at 50°C as possible.

d) Shut off the steam supply to the FO heater and steam tracing.

e) Change to DO when the temperature of the HFO in the heater has dropped to about 25°C above the temperature in the DO service tank, however, not below 75°C.

f) Change over the line three-way valve F141V via the selection switch on the ECR console so that suction is taken from the MDO service tank. DO is now supplied to the generator engine FO supply pumps.

The heavy fuel in the system will gradually be burned in the operating engine and will be replaced by MDO. Because of the mixing effect due to suction also coming from the FO return pipe there will be a gradual change from HFO to MDO and the temperature in the system will gradually fall.

g) Ensure that fuel is fl owing through the fuel lines of the two generator engines which are stopped as well as the operating engine.

h) When satisfi ed that all engines are primed with MDO, open the link valve between the HFO supply and MDO supply lines F204V. Open the remotely operated MDO return line valve and close the remotely operated HFO return line valve. Excess MDO will now fl ow back to the MDO service tank rather than to the return pipe.

The operating engine may be shut down when required. The fuel system for the generator engines is primed with MDO.

Procedure to Change the Generator Engine Fuel Oil Service System from Operation on Marine Diesel Oil to Operation on Heavy Fuel OilAfter drydocking or a similar prolonged stay in port with the generator fuel system primed with MDO, a change to HFO operation is required when the ship is to enter service.

a) Start and run one generator engine to supply power to the ship. One FO supply pump and one FO booster pump will be operating.

b) Ensure that there is a steam supply available for tank heating and heat the HFO service tank to give the correct fuel temperature for pumping.

When changing from MDO to HFO observe the heating and temperature precautions as explained in section 2.6.1. for changing the main engine fuel system from MDO operation to HFO operation.

c) Supply steam to the trace heating system and to the HFO heater.

d) Open the remotely operated HFO return line valve and close the MDO return line valve. Return fuel not used by the engine will now fl ow back to the return pipe.

e) Ensure that the HFO service tank outlet valve F105V is open and change the three-way valve F141V so that suction is taken from the HFO service tank.

HFO will gradually replace the MDO in the system and the viscorator will regulate the steam supply to the heater in order to maintain the correct viscosity.

When changing over fuel supply with the generator engine operating the load should be as light as possible in order to avoid problems which might occur due to irregular running of the engine due to variation in fuel condition.

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S

MS MS

DPS

DPI

DPAH

MC

DPSI

LS

LS



(122m3)


(60m3)


(1.2m3/h x6kg/cm2)





(52m3)

194V 193V 212V

105V101V102V109V

141V

8k Air



Fuel Oil Heater

Set 13.5k


142V

143VNo.1

No.2


No.1

No.2

144V

201V

203V

202V

206V183V

192V

173V

176V

172V

175V

171V

217V218V

219VTo

Oily BilgeTank

ToFuel Oil

Overflow Tank

169V170V

166V

167V

174V




177V

180V

178V

181V

179V

182V

223V 224V

225V

220V 221V

222V

185V 184V 186V

187V

204V

138V

137V 136V

146V

145V153V

152V

150V151V

155V 157V

161V 162V

164V

165V

Viscorator

163V

154V 156V

159V

160V

108V106V103V

214V215V

To Main Engine

To Main Engine


CompressedAir

To Boiler

To Boiler

188V

189V

168V Bypass

Filter

Control Air

To Fuel Oil

Overflow Tank

Generator Engine

Fuel Oil

Auto Backflush

Filter

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Bilge

216V

2.6 - Page 14 of 24


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Issue: 1

Procedure for Changing Over Fuel on One Generator Engine Only

It is possible to purge the fuel system of one engine and replace the HFO with MDO in order to assist in maintenance. The other generator engines remain operating on HFO.

This procedure requires operation of the electrically powered generator engine MDO fl ushing pump. The individual engine HFO and DO outlet valves must be set so that the excess fuel from the engine returns to the correct place, the return pipe for HFO operation or the MDO service tank for DO operation. Both HFO and MDO remotely operated return line valves must be open.

The example given assumes that generator engines No.1 and No.2 are to remain operating on HFO and No.3 generator engine fuel system is to be fl ushed with MDO.

a) Set the additional valves as in the following table. Valves for the normal operation of the generator engines on HFO remain unchanged.


Open Generator engine MDO flushing pump suction valve F201V

Open Generator engine MDO flushing pump discharge valve F202V

Generator engine fuel system valves (set as required for the engine)

Closed No.1 generator engine MDO inlet valve F174V

Closed No.1 generator engine MDO outlet valve F180V



Closed No.2 generator engine MDO inlet valve F175V



Closed No.2 generator engine HFO outlet valve F178V



Closed No.3 generator engine HFO inlet valve F173V


Closed Remote MDO line return valve

Open Remote HFO line return valve

No.1 and No.2 generator engines will operate as normal on HFO.

b) Start the generator engine MDO fl ushing pump.

MDO will be pumped by the fl ushing pump to No.3 generator engine. Because the HFO outlet valve is open the HFO in No.3 engine system will be displaced by the MDO and the displaced HFO will fl ow to the generator engine FO return pipe. Excess oil fl owing to the return pipe will overfl ow to the HFO service tank.

c) When No.3 generator engine fuel system is completed charged with DO stop the MDO fl ushing pump and close all fuel valves to and from No.3 generator engine.

Procedure for the Operation of the Diesel Oil Supply System

This system is provided as a back-up should the main FO system fail due to mechanical failure or problems with fuel quality. This system can be brought into service quickly without resorting to fl ushing through the main system.

a) Ensure the fi lters are clean.

b) Ensure that all the instrumentation valves are open.

Each generator engine is equipped with HFO and DO inlet and outlet valves and these valves should all normally be left open except when fl ushing through a particular engine system as described previously. The remotely operated return line valves control the fl ow of excess fuel to the FO return pipe or the MDO service tank whichever is appropriate.

In the event of failure of the main fuel system the electrically driven MDO fl ushing pump may be used to supply the generator engines. The pump inlet and outlet valves F201V and F202V should normally be left open. The MDO service tank quick-closing outlet valve F103V must be open.

c) Start the electrically driven MDO fl ushing pump which will then supply DO to the generator engines.

d) Start one of the generator engines and supply electrical power to the switchboard. The engine may continue to run on DO.

e) Open the remotely operated MDO return line valve and close the remotely operated HFO return line valve.

Emergency Operation Fuel System

In an emergency blackout situation no electrical power is available to operate the generator engine, FO supply and booster pumps. The air operated pump is provided to supply DO to the generator engines in order to get one started and enable electrical power to be restored.

The pump inlet and outlet valves are left open at all times together with the system supply non-return valve F206V. The quick-closing suction valve from the MDO service tank F103V should always be open. The air supply line to the air motor is always open.

In the event of a blackout the pump started automatically and supplies DO to the generator engine fuel system. One of the generator engines can be started and when electrical power is available the electrically driven pumps may be operated and the air driven pump stopped.

Low Sulphur Fuel Operation

Where local legislation requires it, low sulphur fuel must be used for the generator engines.

The low sulphur fuel is provided as described in section 2.6.1. for the main engine fuel system.

With the generator engines operating on HFO as previously described the change to low sulphur fuel is made as follows.

a) Open the sludge cock on the low sulphur HFO service tank and drain any water from the tank.

b) Open the quick-closing outlet valve F106V from the low sulphur HFO service tank.

c) Close the outlet valve F105V from the HFO service tank.

The generator engines are now running on low sulphur HFO. The change back from low sulphur fuel is the reverse of the above procedure.

2.6 - Page 15 of 24


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LS

LS LS

LS

LSLS

LS

LS

PIPSPSPIC

PIPSPSPIC

PIPI

PIPI

PIPI

PI

MS

MS MS

PI

TC

PS PC

PIC

TXTX

TI

TI

TI

TI

No.1 Boiler

Burner

Pilot

Burner

No.2 Boiler

Burner

Pilot

Burner

FI

TXTX

PSPXPIPX

PSPXPIPX

LS

PI

PI

LS

LS

S

S

Illustration 2.6.3a Boiler Fuel Oil Service SystemKey

Fuel Oil

Marine Diesel Oil

Steam

Steam Tracing

Condensate

Air

Electrical Signal

Low Sulphur

Heavy Fuel Oil

Service Tank

(60m3)

Low Sulphur

Heavy Fuel Oil

Settling Tank

(60m3)

Heavy Fuel Oil

Service

Tank

(122m3)

Heavy Fuel Oil

Settling

Tank

(122m3)

Marine

Diesel Oil

Service Tank

(52m3)

264V 309V 263V 308V 262V 306V 307V

260V

257V

299V

274V

To Oily

Bilge Tank

To Oily

Bilge Tank

To Oily

Bilge Tank

To Oily Bilge Tank

To Oily Bilge Tank

Boiler Pilot Pump Unit


To Marine

Diesel Oil Service Tank

From

Incinerator

Marine Diesel Oil Tank

(0.4m3)

Fuel Oil

Return Pipe

Boiler Ignition

Marine

Diesel Oil Tank

(0.4m3)

From No.3

Heavy Fuel Oil

Purifier

258V

243V259V

104V101V102V110V108V109V103V

215V

107V 213V

272V

235V

242V

241V

278V

268V

267V

228V

230V

229V

231V

233V

232V

276V

62B

62B

68B 105B 105B

103B

68B 105B 105B

103B

60B

60B

73B

73B

63B

63B

65B

65B

275V

280V

281V

284V

282V

T219V T512V

T514V

T218V T511V

T513V

283V269V

To 7kg/cm2 System

To 7kg/cm2 System

Air Atomising

8kg/cm2

Steam Atomising

18kg/cm2

279V

290V

289V

302V

No.2

No.1

301V

305V

303V

304V

227V

226V234V

No.1 Boiler

Fuel Oil Heater

No.2 Boiler

Fuel Oil Heater

277V

271V 261V

211V

To

Main Engine

Boiler Fuel Oil Service Pump

(11m3/h x26kg/cm2)

214V

273V

2.6 - Page 16 of 24


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Issue: 1

2.6.3 AUXILIARY BOILER FUEL OIL SERVICE SYSTEM


No. of sets: 2Capacity: 11m3/h at a pressure of 26kg/cm2

INTRODUCTION

Fuel oil (FO) is stored on board in three HFO storage tanks and one low sulphur HFO storage tank. It is then transferred to the correct type HFO settling tank, when required, by one of two FO transfer pumps. After FO has been transferred to the correct settling tank, any water or other sediment is drained off, using a self-closing test cock.

Fuel oil is supplied directly to the boilers from the FO settling tank. Alternatively, FO can be supplied directly from the service tank.

Low sulphur fuel is available should local legislation require the burning of low sulphur fuel. This is stored in a storage tank and transferred to the low sulphur settling tank in the same manner as the HFO. It is used as required.

Diesel oil (DO) can be supplied to the boilers from the DO service tank for starting from cold. Diesel oil is also used for the boiler pilot burner.

The steam supply to both FO supply heaters is controlled by a temperature controller. All FO pipework is trace heated by small bore steam pipes laid adjacent to the FO pipe and encased in the same insulation.

Fuel oil from the FO settling tank, is supplied to one of two boiler FO service pumps via a fi lter and fl ow meter. 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.

A pressure control valve, with its sensing point on the pump discharge, maintains the pump discharge pressure by recirculating oil from the pump discharge back to the air separator/return pipe. The oil in the air separator returns to the pump suction after the fl ow meter. The vent from the air separator returns to the HFO setling tank. This line will normally only carry air/gas and will not affect the fl ow meter reading. The FO return pipe overfl ows to the HFO settling tank.

The boiler FO service pumps discharge through one of a pair of FO heaters where the oil is heated to the required temperature.

The oil is fed to each boiler via a pressure control valve, controlled by the boiler steam pressure. When the boilers are in a standby condition, a solenoid

valve on the return line automatically opens to circulate fuel back to the return pipe, keeping the FO at working temperature immediately before the burner.

Each boiler has a pilot burner pump which takes suction from the boiler ignition MDO tank via the pump suction fi lter. If necessary the pilot burner pumps can take directly from the DO service tank.

A steam connection is fi tted to the FO line to the burner after the double shut off solenoid valves, for automatic purging of the burner prior to shut down.

Preparation for the Operation of the Auxiliary Boiler Fuel Oil Service System

a) Ensure that the fi lters are clean.

b) Ensure that all instrumentation valves are open.

The following procedure illustrates starting from cold with the system charged with DO and in a shut down condition.

Set up the valves as in the following table:


Closed HFO settling tank suction quick-closing valve F104V

Closed HFO settling tanks valve to changeover valve F241V, F242V

Closed Low sulphur HFO settling tank suction quick-closing valve F110VSet Three-way pump suction valve set for DO F261V

Open MDO service tank suction quick-closing valve F103V

Open MDO line suction valve F271V

Open Inlet valve to flow meter F278V

Open Outlet valve from flow meter F279V


Open No.1 FO pump suction valve F289V

Open No.1 FO pump discharge valve F301V

Open No.2 FO pump suction valve F290V

Open No.2 FO pump discharge valve F302V



Closed No.2 F.O heater inlet valve F305V



Open FO heater bypass valve F227V

Closed Both FO heater vent valves

Closed Both FO heater drain valves

Open No.1 boiler inlet valve to pressure control valve F228V

Open No.1 boiler outlet valve from pressure control valve F229V

Closed No.1 boiler pressure control valve bypass valve F230V

Open Inlet valve to No.1 boiler burner before solenoid valves 68B

Open No.2 boiler inlet valve to pressure control valve F231V

Open No.2 boiler outlet valve from pressure control valve F232V

Closed No.2 boiler pressure control valve bypass valve F233V

Open Inlet valve to No.2 boiler burner before solenoid valves 68B

Open Recirculation line inlet valve to return pipe F257V

Open Return pipe pressure control valve inlet valve F243V

Open Return pipe pressure control valve outlet valve F306V

Closed Return pipe pressure control valve bypass valve F307V

Operational Return pipe pressure control valve F258V

Open Boiler ignition MDO tank quick-closing outlet valve F274V

Open Pilot burner pump DO supply valve F235V

Closed Pilot burner pump supply valve from MDO service tank F272V

Open No.1 pilot burner pump suction valve

Open No.2 pilot burner pump suction valve

Open No.1 pilot burner pump discharge valve F275V

Open No.2 pilot burner pump discharge valve F276V

Open Atomiser air isolating valve T280V

Closed Atomiser steam isolating valve T281V

Open Atomising controller inlet valve T282V

Open Atomising controller outlet valve T283V

Closed Atomising controller bypass line valve T284V

Open No.1 boiler atomising line isolating valve 60B

Open No.1 boiler FO purging line isolating valve 62B

Open No.2 boiler atomising line isolating valve 60B

Open No.2 boiler FO purging line isolating valve 62B

2.6 - Page 17 of 24


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Issue: 1

LS

LS LS

LS

LSLS

LS

LS

PIPSPSPIC

PIPSPSPIC

PIPI

PIPI

PIPI

PI

MS

MS MS

PI

TC

PS PC

PIC

TXTX

TI

TI

TI

TI

No.1 Boiler

Burner

Pilot

Burner

No.2 Boiler

Burner

Pilot

Burner

FI

TXTX

PSPXPIPX

PSPXPIPX

LS

PI

PI

LS

LS

S

S

Illustration 2.6.3a Boiler Fuel Oil Service SystemKey

Fuel Oil

Marine Diesel Oil

Steam

Steam Tracing

Condensate

Air

Electrical Signal

Low Sulphur

Heavy Fuel Oil

Service Tank

(60m3)

Low Sulphur

Heavy Fuel Oil

Settling Tank

(60m3)

Heavy Fuel Oil

Service

Tank

(122m3)

Heavy Fuel Oil

Settling

Tank

(122m3)

Marine

Diesel Oil

Service Tank

(52m3)

264V 309V 263V 308V 262V 306V 307V

260V

257V

299V

274V

To Oily

Bilge Tank

To Oily

Bilge Tank

To Oily

Bilge Tank

To Oily Bilge Tank

To Oily Bilge Tank



To Marine

Diesel Oil Service Tank

From

Incinerator

Marine Diesel Oil Tank

(0.4m3)

Fuel Oil

Return Pipe

Boiler Ignition

Marine

Diesel Oil Tank

(0.4m3)

From No.3

Heavy Fuel Oil

Purifier

258V

243V259V

104V101V102V110V108V109V103V

215V

107V 213V

272V

235V

242V

241V

278V

268V

267V

228V

230V

229V

231V

233V

232V

276V

62B

62B

68B 105B 105B

103B

68B 105B 105B

103B

60B

60B

73B

73B

63B

63B

65B

65B

275V

280V

281V

284V

282V

T219V T512V

T514V

T218V T511V

T513V

283V269V

To 7kg/cm2 System

To 7kg/cm2 System

Air Atomising

8kg/cm2

Steam Atomising

18kg/cm2

279V

290V

289V

302V

No.2

No.1

301V

305V

303V

304V

227V

226V234V

No.1 Boiler

Fuel Oil Heater

No.2 Boiler

Fuel Oil Heater

277V

271V 261V

211V

To

Main Engine


(11m3/h x26kg/cm2)

214V

273V

2.6 - Page 18 of 24


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Procedure to Start Up the Boiler Fuel Oil Service System and Change Over to Heavy Fuel Oil

a) Start one boiler FO pump.

b) Flash up a boiler on DO using atomising air.

When steam is available:

a) Open supply steam heating to the HFO settling tank.

b) Open supply trace heating to the FO service system pipelines.

CAUTIONTrace heating should not be applied to sections of pipeline isolated by closed valves on the FO side, as damage, such as ruptured flange joints, could occur due to the expansion of the contents.

When suffi cient steam pressure is available:

a) Stop fi ring the boiler.

b) Open the selected FO heater inlet and outlet valves and close heater bypass valve, F227V.

c) Manually start supplying steam to the selected online FO heater.

d) Open the HFO settling tank outlet valve F104V, and line isolating valve F241V. Operate the boiler FO service pump suction three-way valve F261V to take suction from the HFO settling tank.

e) Close the DO suction line valve F271V.

f) Resume fi ring the boiler using atomising air.

g) Continue to raise the FO temperature manually.

h) Change the operation of the heater steam control valve to AUTO and open the steam inlet valve fully.

i) When heated HFO is circulating through the system, change to steam atomising. Open the steam atomising drains condensate isolating valves: No.1 boiler T511V, and T218V, No.2 boiler T512 and T219, the bypass valves should be shut, T513 and T514. Open steam atomising valve T281.

j) Close the air atomising isolating valve T280V.

The boiler is designed to operate and remain on standby using HFO. A changeover to DO is only necessary when maintenance is required and for long periods of shut down, such as refi t.

k) After the boiler is fi ring on HFO, put the other FO pump on AUTO START.

CAUTIONDo not change to steam atomising until the system is charged with HFO as this could lead to unstable flame conditions due to incorrect temperature settings at the heater.

Boiler Furnace Top

Steam Atomising

Line

Steam Purge Line

FuelOil

Line

2.6 - Page 19 of 24


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TI

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TI

LS

PLS

PAL

S

Illustration 2.6.4 Incinerator MDO/Sludge System

32V 31V

F295VF298V

F296V

F292V

F291V

T107V

T107V

Steam

Heating

To Feed Filter

Observation

Tank

T205V

T504V

T508V

T206V

T507V

T503V

F297VF300V

F294V

F293V

Sludge Tank

17.3m3Oily

Bilge Tank

17.3m3

75V

25V

92V 33V

97V

35V

From Lubricating Oil Transfer Pump

Sludge

Pump

10m3/h

To Ash Door

and Rubbish Chute

Interlock Relays

Secondary

Burner

Exhaust Gas

To ID Fan

Incinerator

Incinerator MDO

Service Tank 0.4m3

Waste Oil Settling

Tank 1.5m3

Waste Oil Service

Tank 1.0m3

Primary

Burner

Rubbish

Chute

Ash

Door

From MDO

Transfer

Pump

To MDO

Service Tank

To Oily Bilge Tank

From Bilge

Pump

10m3/h

(Port) (Starboard)

Bilge Shore Connection

Key

Sludge

Marine Diesel Oil

Steam

Condensate

Air

2.6 - Page 20 of 24


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2.6.4 INCINERATOR FUEL OIL/SLUDGE SYSTEM

The incinerator burner is supplied with DO from its own incinerator MDO tank which is replenished from the DO storage tanks by the MDO transfer pump. MDO is used in the incinerator to burn garbage and to assist in the burning of waste oil by raising the furnace temperature to a high level.

The incinerator waste oil tank is supplied with waste oil from the oily bilge tank and the sludge tanks by means of the sludge pump. Used lubricating oil may also be pumped to the incinerator waste oil tank by the LO transfer pump.

After a period of settling in the waste oil settling tank, with steam heating applied if necessary, the tank is sludged using the sludge cock F296V, and the waste oil is allowed to drain by gravity to the incinerator waste oil service tank via valve F291V.

Waste oil is supplied to the incinerator by gravity. The incinerator waste oil service tank is fi tted with an agitation device which stirs the contents of the tank. This has the effect of maintaining an even temperature in the waste oil and ensure that any water or solids in the waste oil charge are evenly dispersed so that the waste oil will burn effectively.

Procedure for Filling the Incinerator Marine Diesel Oil Service Tank

a) Check the quantity of DO in the incinerator MDO service tank and determine how much DO needs to be transferred.

b) Open the suction valve from the port DO storage tank F21V or the starboard DO storage tank F13V.

c) Open the suction and discharge valves for one of the MDO transfer pumps F17V/F19V or F18V/F20V for No.1 and No.2 pumps respectively.

d) Open the incinerator MDO tank inlet valve F295V.

e) Start the selected MDO transfer pump and transfer the desired quantity of DO to the incinerator MDO tank. When the desired quantity has been transferred stop the pump, close the valves and record details of the transfer in the Oil Record Book.

Procedure for Transferring Waste Oil to the Incinerator Waste Oil Settling Tank

The description assumes that waste oil is being taken from the oily bilge tank and the sludge pump is being used.

a) Check the quantity of waste oil in the incinerator waste oil settling tank and determine the quantity of waste oil to be transferred.

b) Set the valves as in the following table.


Open Sludge pump suction valve from oily bilge tank B32V

Closed Sludge pump suction valve from sludge tanks B31V

Closed LO sludge tank suction valve

Closed FO sludge tank suction valve F59V

Open Sludge transfer pump discharge valve B33V

Open Incinerator waste oil settling tank inlet valve F300V

c) Start the sludge transfer pump from the local position by pressing the START pushbutton.

d) When the desired quantity of waste oil has been transferred to the incinerator waste oil settling tank, stop the sludge transfer pump. The incinerator waste oil settling tank overfl ows to the oily bilge tank.

(Note: If the contents of the LO and FO sludge tanks are to be transferred to the incinerator waste oil settling tank the procedure is the same except that the suction valve from the oily bilge tank must be closed and the suction valves from the LO sludge tanks opened together with the relevent sludge tank suction valve.)

Procedure for Transferring Waste Lubricating Oil to the Incinerator Waste Oil Settling Tank

Waste lubricating oil from the main LO sump tank, generator engine LO sump tanks, the COPT sump tanks, the stern tube LO sump tank and the LO settling tanks, may be transferred to the incinerator waste oil settling tank if required by means of the LO transfer pump.

The description below assumes that waste lubricating oil is being transferred from the main LO tank.

a) Check the quantity of oil in the incinerator waste oil settling and determine the quantity of waste lubricating oil to be transferred.

b) Set the valves as in the following table.


Open LO transfer pump discharge valve to the bilge/shore connection L33V

Open Shore connection line valve L35V

Open Incinerator waste oil settling tank inlet valve B300V

Open LO transfer pump suction valve from main LO sump tank L50V

Closed LO transfer pump suction valve from stern tube LO sump and settling tanks L34V

Closed LO transfer pump suction valve from COPT sump tanks L37V

Closed LO transfer pump suction valve from generator engine LO sumps and settling tanks L32V

c) At the LO transfer pump press the START button.

d) When the desired quantity of waste LO has been transferred to the incinerator waste oil settling tank stop the LO transfer pump by pressing the STOP button.

All oil transfers must be recorded in the Oil Record Book

Procedure for Transferring Waste Oil from the Waste Oil Settling Tank to the Waste Oil Service Tank

Steam heating is applied to the settling tank in order to assist in the separation of water from the oil.

a) Open the waste oil settling tank sludge cock F296V and drain any water.

b) Open the outlet valve from the waste oil settling tank F291V.

c) When the contents of the waste oil settling tank have drained to the waste oil service tank close the outlet valve F291V and replenish the waste oil settling tank.

2.6 - Page 21 of 24


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PLS

PAL

S

Illustration 2.6.4 Incinerator MDO/Sludge System

32V 31V

F295VF298V

F296V

F292V

F291V

T107V

T107V

Steam

Heating

To Feed Filter

Observation

Tank

T205V

T504V

T508V

T206V

T507V

T503V

F297VF300V

F294V

F293V

Sludge Tank

17.3m3Oily

Bilge Tank

17.3m3

75V

25V

92V 33V

97V

35V


Sludge

Pump

10m3/h

To Ash Door

and Rubbish Chute

Interlock Relays

Secondary

Burner

Exhaust Gas

To ID Fan

Incinerator

Incinerator MDO

Service Tank 0.4m3

Waste Oil Settling

Tank 1.5m3

Waste Oil Service

Tank 1.0m3

Primary

Burner

Rubbish

Chute

Ash

Door

From MDO

Transfer

Pump

To MDO

Service Tank

To Oily Bilge Tank

From Bilge

Pump

10m3/h

(Port) (Starboard)


Key

Sludge

Marine Diesel Oil

Steam

Condensate

Air

2.6 - Page 22 of 24


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Procedure for Preparing the Incinerator Waste Oil and Diesel Oil Systems

a) Drain water from the incinerator MDO tank by opening the self-closing valve F298V until no water is observed.

b) Open the incinerator MDO tank quick-closing outlet valve F293V.

The incinerator DO system is now ready for operation.

c) Apply steam heating to the incinerator waste oil service tank and allow the contents of the tank to settle for at least six hours.

d) Drain any water from the waste oil service tank by opening the self-closing drain valve F297V.

e) Start the stirring unit in order to mix the contents of the tank.

f) When the incinerator waste oil tank is at the right temperature and the incinerator is ready to burn waste oil, open the incinerator waste oil service tank outlet valve F292V.

The incinerator is now able to burn waste oil.

(Note: Incinerator valves must be correctly set to enable the incinerator to be operated correctly. A description of the incinerator operation is given in section 2.14.6.)

Incinerator

Primary Burner

Ash Door

Rubbish Chute

Secondary Burner

FD Fan

2.6 - Page 23 of 24

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 Systems

Illustrations

2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

2.7.2a Fuel Oil Purifying System

2.7.2b Fuel Oil Purifying System, Low Sulphur

2.7.2c Diesel Oil Purifying System


NAT

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AL IRANIAN TANKER

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Iran Hengam


CIPI

CIPI

CIPI

CIPI

TXMCTIAHTX

MCTIAHTX

MCTIAHTX

MCTIAH TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

35V

86V

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key

Fuel Oil

Marine Diesel Oil

Air

From

Fuel Oil

Auto Filters

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

Heavy Fuel Oil

Service Tank

(127.6m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

9V

5V

7V

8V

47V

31V

81V 82V

91V92V

FO06

FO11

FO16

DO06

FO13

FO14

FO02

FO01

FO05

DO01

DO05

FO15

1V16V

15V

13V

17V

No.1

No.1

No.2

No.2

19V

20V

18V

10V

22V

21V

98V

14V

2V

4V

FO10

FO12

DO02

DO04

FO08

FO04

DO03

FO07

FO03

DO-09

FO-09

32V

34V

Low Sulphur Heavy

Fuel Oil Settling Tank

(106.3m3)

No.1 Heavy Fuel Oil

Bunker Tank

(Starboard)

No.2 Heavy Fuel Oil

Bunker Tank

(Starboard)

Diesel Oil

StorageTank

(Starboard)

(185.4m3)

Fuel Oil

Overflow Tank

(32.9m3)

Marine Diesel Oil Transfer Pumps

(10m3/h x 4kg/cm2)

To HFO Purifier

Supply Pumps

No.1 and 2

To HFO Purifier

Supply Pump No.3

Overflow Line

To Incinerator

Marine Diesel Oil

Tank

To Boiler Ignition

Marine Diesel Oil

Tank

To No.3 FO Purifier

Supply Pump

To

Oily

Bilge

To Oily Bilge

To

Oily

Bilge

From Incinerator

Marine Diesel Oil

Overflow Tank

Valves DO21V and DO22V

are Located Below Plate Level

Forward of No.1 Bilge, Fire

and GS Pump



Aft of the COPT SW Pumps

Heavy Fuel Oil Transfer Pumps

(60m3/h x 4kg/cm2)

Low Sulphur Heavy

Fuel Oil Bunker Tank

(Port)

Cargo Oil Manifold

Area

Cargo Oil Manifold

Area

Deck Aft

Area

No.2 Heavy Fuel Oil

Bunker Tank

(Port)

Low Sulphur Heavy

Fuel Oil Service Tank

(106.3m3)

61V

85V 86V

62V

64V

63V

60V

33V

12V

6V

Marine Diesel Oil

Service Tank

(69m3)

Marine Diesel Oil

Storage Tank

(Port) (158m3)

2,495.5m31,709.5m3

2,495.5m32,064.6m3

Deck Aft

Area


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Issue: 1

2.7 FUEL OIL AND DIESEL OIL TRANSFER SYSTEMS

2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND TRANSFER SYSTEM

Heavy Fuel Oil System

Heavy fuel oil, for all purposes on board the ship, is stored in four heavy fuel oil bunker tanks. Two bunker tanks are located just aft of the cargo oil slop tanks, one each side. The port bunker tank is designated as the low sulphur tank. The two remaining bunker tanks are located in the engine room, one port and starboard. There are separate low sulphur fuel oil settling and service tanks as well as the heavy fuel oil settling and service tanks in the engine room. The low sulphur tanks are used when in territorial waters that require the operation of main engine, generator engines and boiler on low sulphur fuel and should not be used for normal fuel oil running operations. For all intents and purposes the transfer of low sulphur fuel oil is the same as for normal fuel oil, except that a different set of specifi c tanks is used. The following text refers to the transfer of heavy fuel oil. From the bunker tanks, heavy fuel oil is transferred to the heavy fuel oil settling tank where it is allowed to settle prior to being purifi ed into the heavy fuel oil service tank. Heavy fuel oil (HFO) is supplied to the main engine and generator engines from the HFO service tank. The boilers are supplied from the settling tanks or if necessary, from the service tanks.

The fuel oil bunker tanks are fi lled from a fuel oil bunkering line located at the cargo manifolds on the port and starboard sides of the ship and just forward of the accommodation block; there are two heavy fuel oil connections to each manifold at the midship point and a single connection at the area just forward of the accommodation. Sampling valves are fi tted at each bunker pipe connection point before the bunkering manifold valve on each pipe. The bunkering line is fi tted with a relief valve set at 4.4kg/cm2, the discharge from which fl ows into No.2 HFO tank port side. There are two fuel oil transfer pumps located on the forward port side of the engine room at fl oor level which are used to transfer HFO from the bunker tanks to the settling tanks at a maximum rate of 60m3/h and a pressure of 4kg/cm2. It is not possible to use the diesel oil transfer pumps for fuel oil service. The duty fuel oil transfer pump is started and stopped automatically by means of level switches on the fuel oil settling tank. Fuel oil is transferred to the service tanks by the FO purifi ers. The purifi cation of low sulphur fuel oil from the low sulphur settling tank into the low sulphur service tank can only take place by No.3 fuel oil purifi er.

The overfl ow tank is fi tted to collect the overfl ow from the settling and service tanks in the event of overfi ll. The duty fuel oil transfer pump is used to pump the contents of the fuel oil overfl ow tank to the fuel oil bunker tanks or settling tank. The fuel oil can be transferred from one bunker tank to another for trim or other purposes, using the transfer pumps and the bunkering line. The settling and service tanks can be drained to the overfl ow tank.

All outlet valves from all fuel tanks are remote operated quick-closing valves with a collapsible bridge which are pneumatically operated from the foam/CO2 and fi re control station located on upper deck starboard forward. After being tripped from the fi re control station, the valves must be reset locally. Each tank is also fi tted with a self-closing test cock to test for the presence of water and to drain any water present. Tundishes under the self-closing test cocks drain any liquid to the oily bilge tank. The service and settling tanks are provided with local temperature indication; in addition there are remote level and temperature indicators in the control room. The tanks also have an overfi ll alarm.

All fuel oil tanks are fi tted with heating coils, the heating steam being supplied at 7 kg/cm2 from the heating steam system. Condensate from the heating coils fl ows to the feed fi lter tank via an oil detector and observation tank. All fuel oil transfer lines are trace heated by steam also at 7kg/cm2.

Fuel Oil System Tanks

Heavy Fuel Oil Tanks

Compartment Capacities (SG 0.990)Volume 100% (m3) Weight (98%)

LS HFO bunker tank (port) 2,495.5 2,421.1No.2 HFO bunker tank (port) 1,709.5 1,658.5No.1 HFO bunker tank (stb’d) 2,495.5 2,421.1No.2 HFO bunker tank (stb’d) 2,064.6 2,003.1 8,765.1 8,503.8

HFO settling tank 170.1 165.1LS HFO settling tank 106.3 103.2HFO service tank 127.6 123.8LS HFO service tank 106.3 103.2 Total: 9,275.4 8,999.1

Preparation and Procedure for Loading and Transfer of Bunkers

Prior to bunkering, the Chief Engineer should confi rm that the specifi cation of the fuel oil being delivered is the same as that ordered and that the quantity being supplied is also that which was requested.

Before and during bunkering, the following steps should be complied with:

a) The purpose of this procedure is to ensure that bunkers of the correct specifi cation and agreed quantity are received on

board in a safe and effi cient manner, which minimises the risk of pollution.

b) Shore and barge tanks should be checked for water content.

c) Representative samples are to be drawn using the continuous drip method for the duration of the loading operation and they are to be immediately dispatched for analysis.

d) Where possible, new bunkers are to be segregated on board prior to use until results of laboratory analysis are received.

e) No internal transferring of bunkers should take place during bunker loading operations, unless permission has been obtained from the Chief Engineer. The Chief Engineer should also calculate the estimated fi nishing ullages/dips, prior to the starting of loading.

f) Bunker tanks should not exceed 97% full.

g) Any bunker barges attending the vessel are to be safely moored alongside before any part of the bunker loading operation begins.

h) Level alarms fi tted to bunker tanks should be tested prior to any bunker loading operations.

i) Verify that all lines are sound, by visual inspection.

j) Complete the pre-transfer checklist.

k) All personnel involved should be aware of the contents of the Chief Engineer’s bunker loading plan. The Chief Engineer is responsible for bunker loading operations, assisted at all times by a suffi cient number of offi cers and ratings to ensure that the operation is carried out safely.

l) A watch for signs of leakage should be kept at the manifold during loading.

m) All personnel involved should be in radio contact, the radios being tested prior to the bunkering operation.

n) The maximum pressure in the bunker line should be below 4.4kg/cm2, at which point the line relief valve will discharge to No.2 HFO bunker tank.

o) Safe means of access to barges/shore shall be used at all times.

2.7 - Page 3 of 14


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CIPI

CIPI

CIPI

CIPI

TXMCTIAHTX

MCTIAHTX

MCTIAHTX

MCTIAH TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

35V

86V


Key

Fuel Oil

Marine Diesel Oil

Air

From

Fuel Oil

Auto Filters

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

Heavy Fuel Oil

Service Tank

(127.6m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

9V

5V

7V

8V

47V

31V

81V 82V

91V92V

FO06

FO11

FO16

DO06

FO13

FO14

FO02

FO01

FO05

DO01

DO05

FO15

1V16V

15V

13V

17V

No.1

No.1

No.2

No.2

19V

20V

18V

10V

22V

21V

98V

14V

2V

4V

FO10

FO12

DO02

DO04

FO08

FO04

DO03

FO07

FO03

DO-09

FO-09

32V

34V

Low Sulphur Heavy


(106.3m3)

No.1 Heavy Fuel Oil

Bunker Tank

(Starboard)

No.2 Heavy Fuel Oil

Bunker Tank

(Starboard)

Diesel Oil

StorageTank

(Starboard)

(185.4m3)

Fuel Oil

Overflow Tank

(32.9m3)


(10m3/h x 4kg/cm2)

To HFO Purifier

Supply Pumps

No.1 and 2

To HFO Purifier

Supply Pump No.3

Overflow Line

To Incinerator

Marine Diesel Oil

Tank

To Boiler Ignition

Marine Diesel Oil

Tank

To No.3 FO Purifier

Supply Pump

To

Oily

Bilge

To Oily Bilge

To

Oily

Bilge

From Incinerator

Marine Diesel Oil

Overflow Tank




and GS Pump





(60m3/h x 4kg/cm2)

Low Sulphur Heavy


(Port)

Cargo Oil Manifold

Area

Cargo Oil Manifold

Area

Deck Aft

Area

No.2 Heavy Fuel Oil

Bunker Tank

(Port)

Low Sulphur Heavy


(106.3m3)

61V

85V 86V

62V

64V

63V

60V

33V

12V

6V

Marine Diesel Oil

Service Tank

(69m3)

Marine Diesel Oil

Storage Tank

(Port) (158m3)

2,495.5m31,709.5m3

2,495.5m32,064.6m3

Deck Aft

Area

2.7 - Page 4 of 14


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p) Scuppers and save-alls (including those around bunker tank vents) should be effectively plugged.

q) Drip trays are provided at bunker hose connections.

r) Oil spill containment and clean up equipment must be deployed and ready for use.

s) Loading should start at the agreed minimum loading rate. Only upon confi rmation of no leakage and fuel going only into the nominated tanks, should the loading rate be increased.

t) When topping off, the fl ow of oil to the tank in question should be reduced by opening the fl ow of oil to another tank. In the case of the fi nal tank, the loading rate should be reduced to the agreed minimum at least 20 minutes before the fi nishing ullage is reached.

u) Prior to bunkering, the operation must be discussed with the bridge team where any matters which are likely to interfere with bunkering must be raised. All shipboard personnel must be made aware that bunkering is to take place.

CAUTIONAt least one bunker tank fi lling valve must be fully open at all times during the bunkering operation.

Relevant information is to be entered in the Oil Record Book on completion of loading.

Procedure to Load Bunkers from Shore/Barge

a) At the bunker connection to be used, remove the blank and connect the bunkering hose. Ensure that the joint being used is in good condition.

b) Ensure that the blanks on the other bunkering connections are secure and that the valves are closed, with drain and sampling valves closed, also that the drip tray is empty and drain closed.

c) Open the fi lling valve(s) on the fuel oil bunker tanks to be fi lled.

Description Valve

Low sulphur HFO bunker tank (port) FO11

No.2 HFO bunker tank (port) FO13

No.1 HFO bunker tank (starboard) FO10

No.2 HFO bunker tank (starboard) FO12

d) Open the valve at the selected bunkering connection at the cargo manifold. If the manifold at the midships connections are used then the forward isolating valve on deck, FO09 must be opened.

Description Valve

Forward manifold port forward FO02

Forward manifold port aft FO06

Forward manifold starboard forward FO01

Forward manifold starboard aft FO05

Aft manifold port FO16

Aft manifold starboard FO15

e) Establish effective communication between the control room and the bunkering shore station.

f) Signal to the shore station to commence bunkering fuel oil at an agreed slow rate.

g) Check the ship to shore connection and pipeline for leaks.

h) Check that fuel oil is fl owing into the required fuel oil bunker tank(s), and not to any other tank. Check that the drip sampler unit is operating at the required rate.

i) Increase bunkering to the agreed maximum rate.

j) As the level in the fi rst fuel oil bunker tank approaches 95%, open up another tank(s), then close in the fi lling valve to top off the almost completed tank slowly, close the fi lling valve completely when the required level is reached.

k) Repeat the above until only two tanks remain open, then signal to shore to reduce the pumping rate.

l) When down to the fi nal tank, signal to further reduce the fl ow rate until the tank is at the required level 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 fi lling valves.

q) Collect and label samples and send ashore for laboratory testing.

To Transfer Heavy Fuel Oil Using the Heavy Fuel Oil Transfer Pumps

a) Open the suction valve from the bunker tank to be transferred.

Description Valve

HFO overflow tank 9V

Low sulphur HFO bunker tank (port) F2V

No.2 HFO bunker tank (port) 4V

No.1 HFO bunker tank (starboard) 1V

No.2 HFO bunker tank (starboard) 16V

b) Open the required line valves of the tank to be fi lled.

Description Valve

Discharge to loading line if transfering for trim purposes 10V

HFO settling tank filling valve 91V

c) Open No.1 fuel oil transfer pump suction valve, 5V.

d) Open No.1 fuel oil transfer pump discharge valve, 7V.

e) Start the fuel oil transfer pump.

f) Check that fuel oil is being correctly transferred, i.e. that it is being transferred from the required bunker tank to the designated destination.

g) Stop the pump when the required amount of oil has been transferred.

h) Close all valves at the end of the operation.

2.7 - Page 5 of 14


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CIPI

CIPI

CIPI

CIPI

TXMCTIAHTX

MCTIAHTX

MCTIAHTX

MCTIAH TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

TX

MCTIAH

35V

86V


Key

Fuel Oil

Marine Diesel Oil

Air

From

Fuel Oil

Auto Filters

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

Heavy Fuel Oil

Service Tank

(127.6m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

9V

5V

7V

8V

47V

31V

81V 82V

91V92V

FO06

FO11

FO16

DO06

FO13

FO14

FO02

FO01

FO05

DO01

DO05

FO15

1V16V

15V

13V

17V

No.1

No.1

No.2

No.2

19V

20V

18V

10V

22V

21V

98V

14V

2V

4V

FO10

FO12

DO02

DO04

FO08

FO04

DO03

FO07

FO03

DO-09

FO-09

32V

34V

Low Sulphur Heavy


(106.3m3)

No.1 Heavy Fuel Oil

Bunker Tank

(Starboard)

No.2 Heavy Fuel Oil

Bunker Tank

(Starboard)

Diesel Oil

StorageTank

(Starboard)

(185.4m3)

Fuel Oil

Overflow Tank

(32.9m3)


(10m3/h x 4kg/cm2)

To HFO Purifier

Supply Pumps

No.1 and 2

To HFO Purifier

Supply Pump No.3

Overflow Line

To Incinerator

Marine Diesel Oil

Tank

To Boiler Ignition

Marine Diesel Oil

Tank

To No.3 FO Purifier

Supply Pump

To

Oily

Bilge

To Oily Bilge

To

Oily

Bilge

From Incinerator

Marine Diesel Oil

Overflow Tank




and GS Pump





(60m3/h x 4kg/cm2)

Low Sulphur Heavy


(Port)

Cargo Oil Manifold

Area

Cargo Oil Manifold

Area

Deck Aft

Area

No.2 Heavy Fuel Oil

Bunker Tank

(Port)

Low Sulphur Heavy


(106.3m3)

61V

85V 86V

62V

64V

63V

60V

33V

12V

6V

Marine Diesel Oil

Service Tank

(69m3)

Marine Diesel Oil

Storage Tank

(Port) (158m3)

2,495.5m31,709.5m3

2,495.5m32,064.6m3

Deck Aft

Area

2.7 - Page 6 of 14


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Under normal operation the transfer pump will remain lined up to the settling tank and it will start and stop automatically, controlled by the settling tank level switches. The selection switch is located on No.1 FO transfer pump local starter panel. Position 1 sets No.1 pump on the HFO settling tank and No.2 pump on the LS HFO settling tank, position 2 sets No.2 pump on the HFO settling tank and No.1 pump on the LS HFO settling tank.

Diesel Oil System

There are two DO storage tanks, both forward in the engine room, one on the port side and one on the starboard side of the ship. From the storage tank, DO is transferred to the diesel oil service tank, using one of two DO transfer pump. Diesel oil can be supplied to the main engines, generator engines, boilers, inert gas topping up system and incinerator from the DO service tank.

The DO storage tanks are fi lled from a DO bunkering line located at the cargo manifolds on the port and starboard sides and a manifold just forward of the accommodation block port and starboard. The bunkering line is fi tted with a relief valve set at ??kg/cm2, which discharges into the port DO storage tank. The DO transfer pumps are located on the forward port side of the ship at engine room lower level. They are used to transfer DO from the storage tanks to the service tanks at a rate of 10m3/h and a pressure of 4kg/cm2. The DO transfer pump is manually started, but is stopped automatically by means of a level switch on the DO service tank. This switch operates when the service tank reaches the maximum working level.

The DO service tank overfl ows to the port DO storage tank.

Diesel Oil System Tanks

Diesel Oil TanksCompartment Capacities (S.G. 0.900) Volume 100% (m3) Weight 98%

(Tonnes)MDO storage tank (port) 158.0 139.4MDO storage tank (starboard) 185.4 163.5MDO service tank 69.0 60.9Emergency generator MDO tank 1.68 Total: 412.4 363.7

Outlet valves from all diesel tanks are remotely operated quick-closing valves with a collapsible bridge which are pneumatically operated from the foam/CO2 and fi re control station located on upper deck starboard forward. After being tripped from the fi re control station the valves must be reset locally. The service tank is fi tted with a self-closing test cock to test for the presence of 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

indication, plus remote level indication in the engine control room. The storage tanks also have an overfi ll alarm set at 98 % capacity.

To Load Bunkers From Shore/Barge

The procedures for bunkering DO should followed, as described for HFO. 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 blanks on the other bunkering connections are secure and that the valves are closed. Ensure that the drain and sampling valves are closed.

b) Open the fi lling valve on the diesel oil storage tank.

Description Valve

Port DO storage tank filling valve 22V

Starboard DO storage tank filling valve 15V

c) Open the valve at the bunkering connection at the cargo manifold. If this location is used to take bunkers then the forward isolating valve DO09 must also be opened.

Description Valve

Forward manifold port DO02

Forward manifold starboard DO01

Aft manifold port DO06

Aft manifold starboard DO05

d) Establish effective communication between the control room and the bunkering barge/shore station.

e) Signal to the barge/shore station to commence bunkering diesel oil at an agreed slow rate.

f) Check the ship to barge/shore connection and pipeline for leaks.

g) Check that diesel oil is fl owing 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 fi rst diesel oil storage tank approaches 95%, open the fi lling valve on the second tank, then close in the fi lling valve on the fi rst tank to top up it slowly.

j) When the second tank approches full, signal to the barge/shore to reduce the fl ow rate until the tank is full and then signal to stop.

k) Close the valve at the bunkering connection.

l) Open the vent at the bunkering connection and allow the hose to drain back to the supplier.

m) Disconnect the hose connection, and replace the blank.

n) Close all the tank fi lling valves.

To Transfer Diesel Oil Using the Diesel Oil Transfer Pump

a) At the tank to be transferred from, open the self-closing test cock to test for the presence of water and close it again when all water has been drained

b) Open the suction valve from the storage tank to be transferred.

Description Valve

DO storage tank (port) 21V

DO storage tank (starboard) 13V

c) Open the DO storage inlet valve 21V.

Due to the relatively small capacities of the incinerator and boiler ignition tank, transfer to these tanks must be done with great care, either by the use of No.3 fuel oil purifi er, or bleeding off DO to either of these tanks while recirculating diesel oil to the storage tank.

If dischargeing to the storage is required for trim purposes, then isolating valve 14V must be opened and the corresponding fi lling valve on the DO storage tank.

d) Open No.1 DO transfer pump suction valve, 17V.

e) Open No.1 DO transfer pump discharge valve, 19V.

f) Start the DO transfer pump.

g) Check that DO is being correctly transferred, i.e. that it is being transferred from the required storage tank to the designated destination.

2.7 - Page 7 of 14


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CI

PI

CI

PI

CI

PI

TI

TI TI

TI

TI

TI

TI

PI PI PI

TS

TT PI

S

S

PI

S

S

PI

S

S

PI

PS

PS

LS

FI

PI

PS

PS

FI

PI

PS

PS

FI

MCLAH

LS

TX

TX LS

LS

LSLS

MCTIAH

MCTIAH

TXMCTIAH TX

MCTIAH

TI

TT

TT

TI

TS

TT

85V 86V

Illustration 2.7.2a Fuel Oil Purifying System

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Water Transducer

51V 58V 50V 44V53V

To Sludge

Pump

73V

74V

66V 46V42V

65V

38V

40V

91V

29V

92V

30V

39V

37V 36VSet 6.5kg/cm2 Set 6.5kg/cm2

Control

Air

Control

Air

93V

12V

23V

No.3 Heavy Fuel

Oil Purifier Heater

No.2 Heavy Fuel

Oil Purifier Heater

72V

59V

28V

52V 45V

No.3

Heavy Fuel

Oil Purifier

3.400 litre/h

No.2

Heavy Fuel

Oil Purifier

3.400 litre/h

Sludge Tank

(17.3m3)

Fuel Oil Overflow Tank

(32.9m3)

From

Fuel Oil

Auto Filters To Heavy Fuel Oil

Transfer Pumps

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

No.1 Heavy Fuel

Oil Purifier Heater

No.3 No.2 No.1

Heavy Fuel Oil Supply Pumps

(3.4m3/h x 3kg/cm2)

Heavy Fuel Oil

Service Tank

(127.6m3)

Low Sulphur Heavy

Fuel Oil Service

Tank (106.3m3)

Low Sulphur Heavy

Fuel Oil Settling

Tank (106.3m3)

Marine Diesel Oil

Service

Tank (69m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

No.1

Heavy Fuel

Oil Purifier

3.400 litre/h

26V

27V

55V56V

9V

47V

70V

60V

31V62V33V 61V

81V 82V

32V

95V96V

64V

34V63V35V

To

Oily Bilge

Tank

To

Oily Bilge

Tank

83V

To Oily Bilge

Tank

To Boiler

Ignition Tank

To Marine Diesel

Oil Storage Tank

(Port)

From

Heavy Fuel Oil

Transfer Pumps24V25V

2.7 - Page 8 of 14


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2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEMS

Fuel Oil Purifiers

Maker: Alfa LavalNo. of sets: 3Model: FOPX610 module typeType: Centrifugal, partial discharge, non-gravity disc, self-

cleaningCapacity: 3,400 litres/hour

Oil heaters: Dong Hwa Entec

INTRODUCTION

There are three centrifugal self-cleaning HFO purifi ers fi tted; two are dedicated to HFO and the third to processing low sulphur heavy fuel oil and DO. They are used to draw HFO from the HFO settling tank and direct the purifi ed HFO to the HFO service tank. Normally one unit is in use, with the second being cleaned or ready to use. Each purifi er has a supply pump, fi tted with a duplex fi lter, which directs HFO through the steam heater. The purifi ers, supply pumps and heaters are located in the purifi er room. Instrument air is supplied to the purifi ers to control the supply of oil to the bowl and the automatic discharge facility. Domestic fresh water is supplied for sealing and fl ushing purposes.

Each of the HFO feed pumps have a discharge crossover valve which allows either feed pump to supply either purifi er. The steam heaters maintain a temperature of 98ºC and from the heater the HFO fl ows into the purifi er. After purifi cation, the oil is discharged to the HFO service tank.

The purifi cation of the low sulphur fuel oil and diesel oil can only be handled by No.3 HFO purifi er and its corresponding feed pump. The discharge from this purifi er can be directed to either the low sulphur service tank, HFO service tank or DO service tank.

The ALCAP System

The FOPX separator operates as a clarifi er, cleaned oil leaving the separator through the oil outlet whilst water and sludge accumulate at the outside of the separator bowl. The control unit supervises the operation of the entire separation system, monitoring the separator output, controlling the unit and activating alarms as necessary. The ALCAP control system discharges sludge and water from the bowl at preset intervals or when needed. When water accumulation in the bowl approaches the disc stack, traces of water escape with the discharge oil. This small increase in water is detected by the ALCAP system monitor located in the oil outlet. The control system

responds by initiating a water discharge or bowl sludge operation. During normal operation with oil having a low water content, sludging of the bowl takes place at preset intervals. When the maximum time between sludging has elapsed displacement water is added to the bowl, this water eliminates the risk of oil loss during the sludge discharge. The interface between the oil and water moves towards the disc stack and the ALCAP sensor detects the increase in water and the sludge operation is initiated.

When processing HFO with a high water content, the operation of the sludge cycle before the minimum preset sludge time is reached will activate an alarm after two consecutive rapid process cycles. This may indicate a fault in the bowl fl ushing water system or in the steam heater. Water in the fuel passing to the service tank can cause engine operating problems, particularly for the diesel generator engines.

The separators may be set to operate as purifi ers and it is essential that the correct gravity disc is used for the oil being purifi ed. Water discharge from the separator is collected in the sludge tank.

The oil fl ow rate through the purifi er is regulated by the delivery from the supply pump which has a constant output.

WARNINGCare must be taken when operating the purifier system. Hot oil and steam are present and can result in serious injury if leakage occurs. There is a fire risk from the presence of hot oil and all precautions must be taken to prevent a fire and to deal with one should an outbreak occur. The extinguishing system must be checked frequently.

CAUTIONCentrifuges operate on an automatic sludging system but failure of the system to effectively discharge sludge can cause overload and subsequent breakdown of the bowl arrangement which rotates at high speed. After manual cleaning, care is needed to ensure that the bowl is assembled correctly, as incorrect assembly can result in disintegration at high rotational speed. All operating and maintenance precautions stipulated by the manufacturer in the maintenance manual must be observed.

Procedure for Purifying Heavy Fuel Oil in the Centrifugal Separator System

The procedure described is for one purifi er operation, with a single purifi er dealing with the HFO and the other units being cleaned or awaiting operation.

a) Ensure there is a suffi cient working level in the HFO settling tank, if necessary operate the HFO transfer system.

b) Check and record the level of oil in all fuel tanks.

c) All valves in the purifi er system are to be initially closed.

d) Clean the purifi er feed pump strainers.

e) Set the valves, as indicated in the table below, to take suction from the HFO settling tank and discharge to the HFO service tank. It is assumed that No.1 HFO purifi er and feed pump are being used.


Open HFO settling tank suction quick-closing valve 32V

Open No.1 HFO feed pump suction valve 36V

Open No.1 HFO feed pump discharge valve 39V

Closed Feed pump crossover discharge valve 95V

Closed Recirculating line valve back to the settling tank 55V

Open No.1 purifier steam heater inlet 42V

Operational No.1 purifier three-way control valve

Open No.1 purifier three-way control valve discharge return to the HFO settling tank 45V

Open Recirculating line valve back to the HFO settling tank 27V

Closed Recirculating line valve back to the low sulphur HFO settling tank 28V

Open No.1 purifier discharge valve to HFO service tank 44V

Open Purifier discharge to the HFO service tank 30V

f) Check that the ALCAP system is operational and that the control unit is working.

g) Ensure that control air is available for operating the three-way control valve.

h) Ensure the bowl is assembled correctly and that the purifi er cover is secure.

i) Ensure the purifi er brake is off and the purifi er is free to rotate.

j) Check the purifi er gearbox oil level.

k) Supply trace heating steam by opening the necessary steam and drain valves.

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27V

85V 86V

Illustration 2.7.2b Fuel Oil Purifying System, Low Sulphur

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Water Transducer

51V 58V 50V 44V53V

To Sludge

Pump

73V

74V

66V 46V42V

65V

38V

40V

91V

29V

92V

30V

39V


Control

Air

Control

Air

93V

23V

No.3 Heavy Fuel

Oil Purifier Heater

No.2 Heavy Fuel

Oil Purifier Heater

72V

59V

28V

52V 45V

No.3

Heavy Fuel

Oil Purifier

3.400 litre/h

No.2

Heavy Fuel

Oil Purifier

3.400 litre/h

Sludge Tank

(17.3m3)


(32.9m3)

From

Fuel Oil


Transfer Pumps

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

No.1 Heavy Fuel

Oil Purifier Heater

No.3 No.2 No.1


(3.4m3/h x 3kg/cm2)

Heavy Fuel Oil

Service Tank

(127.6m3)

Low Sulphur Heavy

Fuel Oil Service

Tank (106.3m3)

Low Sulphur Heavy

Fuel Oil Settling

Tank (106.3m3)

Marine Diesel Oil

Service

Tank (69m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

No.1

Heavy Fuel

Oil Purifier

3.400 litre/h

26V

55V56V

9V

47V

70V

60V

31V62V33V 61V

81V 82V

32V

95V96V

64V

34V63V35V

To

Oily Bilge

Tank

To

Oily Bilge

Tank

83V

To Oily Bilge

Tank

To Boiler

Ignition Tank

To Marine Diesel

Oil Storage Tank

(Port)

From

Heavy Fuel Oil


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l) Start No.1 purifi er HFO supply pump. Oil will bypass the purifi er, returning to the settling tank through the three-way control valve, 45V and line valve 27V.

m) Slowly open the steam supply to the heater.

n) Set the steam temperature control valve to required set point.

o) Heavy fuel oil will now circulate through the heater, returning to the HFO settling tank.

p) Open the fresh water supply to the purifi ers (see section 2.14.1).

q) Switch on the power for the control panel for No.1 HFO purifi er, the button is located behind the control panel cover.

r) Start up the purifi er from the group starter panel.

s) Check for the correct direction of rotation and vibration during the speed increase period.

t) When the purifi er is up to speed (checking the ammeter reading has fallen to a steady value will indicate that the purifi er has reached operational speed) press the control panel OPERATION button for automatic control of the unit. The water valve should open for approximately 5 seconds in order to close the bowl, check that this has happened.

The heater outlet recirculating control valve will change position and allow oil to fl ow to the purifi er. Purifi ed HFO will fl ow from the purifi er to the HFO service tank.

u) Check the purifi er is operating correctly with adequate throughput and that there is no vibration.

v) Ensure there is no abnormal discharge from the water outlet or sludge discharge.

The purifi er will operate on a timer, discharging sludge at preset intervals.

Procedure to Stop the Purifier

a) Shut off steam to the heater, allowing the unit to continue to operate for a short period.

b) Press the program operation STOP button on the control panel.

The purifi er will commence the shutdown sequence by shutting off the HFO feed and instigating a bowl desludge procedure. If the desludge procedure is not undertaken, the bowl must be manually cleaned before the next start-up procedure.

c) On completion of the sequence press the motor STOP button.

d) Apply the brake during the run down period.

e) Stop the supply pump.

f) Shut off the water and control air supplies to the purifi er.

g) Shut all valves to the purifi er concerned.

Procedure for Purifying Low Sulphur Heavy Fuel Oil in the Centrifugal Separator System

The procedure described is for one purifi er operation, with No.3 purifi er dealing with the low sulphur HFO and the other units shut down.

a) Ensure there is a suffi cient working level in the low sulphur HFO settling tank, if necessary operate the HFO transfer system.

b) Check and record the level of oil in all fuel tanks.

c) All valves in the purifi er system are to be initially closed.

d) Clean the purifi er feed pump strainer.

e) Set the valves, as indicated in the table below, to take suction from the low sulphur HFO settling tank and discharge to the low sulphur HFO service tank.


Open Low sulphur HFO settling tank suction quick-closing valve 62V

Closed No.3 HFO feed pump suction valve 60V

Open No.3 feed pump suction isolator from the low sulphur HFO settling tank 64V

Open No.3 HFO feed pump discharge valve 65V

Closed Diesel suction isolator from the diesel oil service tank 38V

Closed Feed pump crossover discharge valve 96V


Closed Recirculation back to low sulphur tank 23V

Open No.3 purifier steam heater inlet 66V

Closed No.3 purifier steam heater bypass valve 74V

Operational No.3 purifier three-way control valve

Open No.3 purifier three-way control valve discharge return to the HFO settling tank 72V

Closed No.3 purifier three-way control valve discharge return to the diesel oil service tank 53V

Open Recirculating line valve back to the low sulphur HFO settling tank 73V

Closed Recirculating line valve back to the HFO settling tank 28V

Open No.1 purifier discharge valve to HFO service tank 44V

Open Purifier discharge to the low sulphur HFO service tank 58V

Closed Purifier discharge to the diesel oil service tank 51V

Closed Purifier discharge line isolator to the HFO service tank 26V

Open Purifier discharge into the low sulphur HFO service tank 24V

f) Follow the same procedures f) to k) for operation of No.1 HFO purifi er.

g) Start No.3 purifi er HFO supply pump. Oil will bypass the purifi er, returning to the low sulphur HFO settling tank through the three-way control valve, 72V and line valve 27V.

h) Follow the same procedures m) to p) as previously explained for the operation of No.3 HFO purifi er.

i) Switch on the control panel for No.3 HFO purifi er.

j) Follow the same procedures r) to t) as previously explained for the operation of No.3 HFO purifi er.

The heater outlet recirculating control valve will change position and allow oil to fl ow to the purifi er. Purifi ed HFO will fl ow from the purifi er to the low sulphur HFO service tank.

k) Check the purifi er is operating correctly with adequate throughput and that there is no vibration.

l) Ensure there is no abnormal discharge from the water outlet or sludge discharge.

The purifi er will operate on a timer, discharging sludge at preset intervals.

The procedure for stopping the purifi er is the same as previously described for the operation of No.1 HFO purifi er.

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Illustration 2.7.2c Diesel Oil Purifying System

Key

Fuel Oil

Marine Diesel Oil

Steam Tracing

Air

Water Transducer

51V 58V 50V 44V53V

To Sludge

Pump

73V

74V

66V 46V42V

65V

38V

40V

91V

29V

92V

30V

39V


Control

Air

Control

Air

93V

23V

No.3 Heavy Fuel

Oil Purifier Heater

No.2 Heavy Fuel

Oil Purifier Heater

72V

59V

28V

52V 45V

No.3

Heavy Fuel

Oil Purifier

3.400 litre/h

No.2

Heavy Fuel

Oil Purifier

3.400 litre/h

Sludge Tank

(17.3m3)


(32.9m3)

From

Fuel Oil


Transfer Pumps

Leakage

From

Main Engine

From

Main Engine

Fuel Oil

Mixing Unit

Leakage From

Generator

Engine

No.1 Heavy Fuel

Oil Purifier Heater

No.3 No.2 No.1


(3.4m3/h x 3kg/cm2)

Heavy Fuel Oil

Service Tank

(127.6m3)

Low Sulphur Heavy

Fuel Oil Service

Tank (106.3m3)

Low Sulphur Heavy

Fuel Oil Settling

Tank (106.3m3)

Marine Diesel Oil

Service

Tank (69m3)

Heavy Fuel Oil

Settling Tank

(170.1m3)

No.1

Heavy Fuel

Oil Purifier

3.400 litre/h

26V

273V

55V56V

9V

47V

70V

60V

31V62V33V 61V

81V 82V

32V

95V96V

64V

34V63V35V

To

Oily Bilge

Tank

To

Oily Bilge

Tank

83V

To Oily Bilge

Tank

To Boiler

Ignition Tank

To Incinerator

MDO Tank

To Marine Diesel

Oil Storage Tank

(Port)

From

Heavy Fuel Oil


295V

12V

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Diesel Oil Purifi er System

Diesel oil is purifi ed in the same way as HFO via No.3 HFO purifi er which has the necessary connections. Even though DO is being purifi ed, the oil is heated prior to entering the purifi er as the increased temperature assists in the separation process. The DO storage tank is not fi tted with heating coils.

The DO is taken directly from the DO service tank by No.3 purifi er supply pump and passed through the heater before entering the purifi er. Purifi ed oil is then discharged back to the DO service tank. Discharge from the purifi er can also be bled off to top up the boiler ingniter and incinerator tanks.

The purifi er used for DO can also be used for HFO and low sulphur HFO, there are valves in the suction and discharge lines which need to be correctly set in order to allow for use as a DO purifi er. No.3 purifi er supply pump has a set of valves which allows for change between DO and HFO and low sulphur HFO suctions.

Procedure for Purifing Diesel Oil via No.3 Heavy Fuel Oil Purifier

a) Check and record the level of oil in the DO service tank.

b) All valves in the purifi er system are to be initially closed.

c) Set the valves, as indicated in the table below:


Open DO service tank quick-closing suction valve 33V

Open No.3 HFO purifier supply pump DO suction isolator 38V

Closed No.3 HFO purifier supply pump LS HFO suction isolator 64V

Closed No.3 HFO purifier supply pump HFO suction isolator 60V

Open No.3 HFO purifier supply pump discharge valve 65V

Closed No.3 HFO purifier supply pump discharge crossover valve 96V


Closed Recirculation back to low sulphur tank 23V

Open No.3 HFO heater inlet valve 66V

Closed No.3 HFO heater outlet bypass valve 74V

Operational No.3 HFO purifier three-way control valve

Closed No.3 HFO discharge to heavy fuel oil return system 72V

Open No.3 HFO recirculating line back to the supply pump 53V

Closed No.3 HFO discharge to the HFO system tanks 58V

Open No.3 HFO discharge to the DO system tanks 51V

Open Inlet valve to DO service tank 12V

Closed Inlet valve to the boiler ignition DO service tank 273V

Closed Inlet valve to incinerator DO service tank 295V

d) Open the air supply to the purifi er three-way valve.

e) Ensure the purifi er brake is off and the purifi er is free to rotate.

f) Ensure the bowl has been assembled correctly and that the cover is secure.

g) Check the purifi er gearbox oil level.

h) Check the strainers are clean.

i) Switch on the power to the purifi er control panel and ensure that the ALCAP control system is operational.

j) Start No.3 HFO purifi er feed pump. Oil will bypass the purifi er, returning to the supply pump through the three-way control valve.

k) Slowly open the steam supply to the heater if heating is required. Check the oil specifi cation as heating is only required to bring the oil to a viscosity of between 4 and 20cSt at 50°C.

l) Set the steam temperature control valve to required set point, if necessary. It is essential that the DO is not overheated.

m) Diesel oil will now circulate through the heater, returning to the supply pump suction.

n) Open the fresh water supply to the purifi er.

o) Open the fl ushing and operating water supplies to the purifi er.

p) Start up the purifi er from the group starter panel.

q) When the purifi er is up to speed, press the control panel START OPERATION button for automatic control of the unit.

The recirculating control valve will change position and allow oil to fl ow to the purifi er. Purifi ed DO will fl ow from the purifi er to the DO service tank.

r) Check the purifi er is operating correctly with adequate throughput.

s) Ensure there is no abnormal discharge from the water outlet or sludge discharge.

Procedure to Stop the Purifier

a) Shut off steam to the heater, if it has been supplied, allowing the unit to continue to operate for a short period.

b) Press the program operation STOP button on the control panel.

The purifi er will commence the shutdown sequence as explained previously for the HFO purifi er.

c) On completion of the sequence press the motor STOP button.

d) Apply the brake during the run down period.

e) Stop the supply pump.

f) Shut off the water and control air supplies to the purifi er.

g) Shut all valves to the purifi er.

2.7 - Page 13 of 14

2.8 Lubricating Oil Systems 2.8.1 Main Engine Lubricating Oil System

2.8.2 Stern Tube Lubricating Oil System

2.8.3 Lubricating Oil Purifying System

2.8.4 Lubricating Oil Filling and Transfer System

Illustrations

2.8.1a Main Engine Lubricating Oil System

2.8.2a Stern Tube Lubricating Oil System

2.8.2b Stern Tube Seal Assembly

2.8.3a Lubricating Oil Purifying System

2.8.4a Lubricating Oil Filling and Transfer System


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Illustration 2.8.1a Main Engine Lubricating Oil System

Cylinder Oil

Measuring Tank

(1.38m3)


Sump Tank

(53.5m3)

Main Lubricating Oil Pumps

(415m3/h x 5.5kg/cm2)

Cylinder Oil Shifting Pump

(1.0m3)Cylinder Oil Storage Tank

(107.2m3)Main Engine Crosshead

Lubricating Oil Pump

(72m3/h)

To Oily Bilge

Tank

To Bilge Holding

Tank

No.1 Main

Lubricating Oil

Cooler

Bypass Filter

Sludge

Collector

Main

Lubricating Oil

Auto Backflush

Filter

No.2 Main

Lubricating Oil

Cooler

To

Oily Bilge

Tank

To Oily Bilge

Tank

To Oily Bilge

Tank

No.1

106V

161V

No.2

No.1

Intermediate

Shaft Bearing

107V

108V

109V

No.2

116V

(Port) (Starboard)

To Oil

Mist Manifold

117V

To Oily Bilge

Tank

146V

102V

103V

165V

166V

167V

168V

105V

101V

145V

152V

151V

118V120V

Turbocharger

Turbine Side

Cylinder LO

Control Panels

Turbocharger

Blower Side

Turbocharger

Turbine Side

Turbocharger

Blower Side

140V

141V

138V

139V

153V250 Micron

with Magnet

Main Engine

To Crosshead

Bearings

To Main Bearings

and Piston Cooling

Sludge Trap

Key

Lubricating oil

Steam Tracing

Air

Bilge


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2.8 LUBRICATING OIL SYSTEMS

2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM

Main Lubricating Oil Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: TOM-250-2No. of sets: 2Capacity: 415m3/h at 5.5kg/cm2

Main Engine Crosshead Lubricating Oil Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALSV-118/058NNo. of sets: 2Capacity: 72m3/h at 12kg/cm2


Manufacturer: Naniwa Pump MFG Co., LtdModel: ALG-25NNo. of sets: 1Capacity: 1.0m3/h at 0.5g/cm2

INTRODUCTION

The main engine has three separate lubricating oil systems:

• Main bearing lubricating oil system

• Crosshead bearing lubricating oil system

• Cylinder oil system

Main Bearing, Camshaft and Piston Cooling Lubricating Oil System

The main or crankcase lubrication system is supplied by one of two pumps, one of which will be operating and the other on standby and set for automatic cut-in should there be a lubricating oil pressure reduction or pump failure. The main LO pumps take their suction from the main engine sump and discharge oil to the engine via the main LO coolers and an automatic backfl ush fi lter.

The plate type LO coolers are cooled from the low temperature central cooling fresh water system. Supply pressure in the main lubrication system

is 5.0kg/cm2, each pump has a rated capacity of 415m3/h. The main LO system supplies oil to the main bearings, the camshaft gear drive, cam boxes, vibration dampers and pistons where it acts as a coolant. The cooling effect of the oil at the vibration dampers is important. Should there be a failure of the higher pressure crosshead bearing supply system the crosshead system can be supplied from the main system, but to avoid crosshead bearing damage, the engine must be operated at reduced load. Main and crosshead systems are connected at the engine by a non-return valve and the main system will automatically supply the crosshead system in the event of crosshead LO pump failure.

Lubricating oil to the two turbochargers is branched off from the supply line to the main bearings. It drains back to the main sump tank and the line is fi tted with a vent line leading to the oil mist manifold in the funnel. Lubricating oil to the intermediate shaft bearing is also supplied from the main LO system and is fi tted with observation sightglasses on the inlet and outlets. The supply valve L161V is locked in the open position.

Crosshead Bearing Oil System

The two crosshead pumps take suction from the main pump discharge after the automatic backfl ush fi lter and supply the crosshead bearings at a rate of 72m3/h at 12kg/cm2. The pumps cannot be started unless one of the main lubricating oil pumps is running.

The operating pressure of the crosshead bearing oil is 10-12kg/cm2. This pressure is reduced, via a pressure-reducing valve, to 4.5-6.0kg/cm2 for the operation of the fl exible coupling, which is arranged in the balancer casing at the free end. The oil for the exhaust valve actuator pumps passes from the crosshead bearing oil system through an air separator. For actuating the exhaust valves, the oil pressure is raised by the actuator pumps to about 160kg/cm2.

The lubrication of crossheads, connecting rod bottom end bearings and cooling of pistons is made through articulated levers. The reversing servomotors are actuated by crosshead bearing oil.

The oil from both systems drains from the crankcase back to the LO sump tank. The lubricating oil temperature is regulated by means of a three-way control valve, which regulates the lubricating oil fl ow through the cooler in order to maintain an engine oil supply temperature of 45°C. Each LO cooler is rated for 50% of the cooling load when the main engine is running at 85% MCR.

Cylinder Lubrication System

The power dependent lubrication of the pistons, cylinders and exhaust valve spindles, is performed by a separate cylinder lubrication system. High alkaline lubricating oil is supplied to the main engine cylinders on a once through basis, in order to lubricate the piston rings to reduce friction between the rings and liner, to provide a seal between the rings and the liner and to reduce corrosive wear by neutralising the acidity of the products of combustion. The alkalinity of the cylinder lubricating oil should match the sulphur content of the HFO supplied to the engine. If the engine is to be supplied with low sulphur fuel, advice must be sought from the lubricating oil supplier as to the most suitable cylinder oil to use. The amount of cylinder oil supplied to each lubricating point can be individually adjusted and is also load dependent, the load dependent quantity adjustment being made by the engine remote control system.

The oil is injected into the cylinders through non-return valves and is supplied by electrically driven lubricator pumps, each cylinder lubrication pump having its own oil supply box. The supply boxes are replenished with oil from a cylinder oil measuring tank. The lubricator pump supply boxes are fed under gravity from the daily use measuring tank, the oil fl owing though a 250 micron fi lter with a magnet, which removes any fi ne abrasive particles from the oil. The measuring tank is topped up from a cylinder oil storage tank using the cylinder oil shifting pump. In the event of failure of the electrically driven cylinder oil shifting pump the hand pump may be used.

Selection of the duty cylinder oil control unit is made from the AutoChief 4 remote control panel in the ECR via the parameter setting key code buttons. In the event that the duty cylinder oil control unit fails in service, the other control unit will automatically take over.

Waste oil from the cylinders drains to the under piston space and any liquid accumulating in the under piston space is drained to the residue tank. Valve L145V on the residue tank must be open to allow for this draining.

2.8 - Page 3 of 18


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TXTIAHMC

TX TIAHMC

TXTIAHMC

TX TIAHMC

TC

Illustration 2.8.1a Main Engine Lubricating Oil System

Cylinder Oil

Measuring Tank

(1.38m3)


Sump Tank

(53.5m3)

Main Lubricating Oil Pumps

(415m3/h x 5.5kg/cm2)


(1.0m3)Cylinder Oil Storage Tank

(107.2m3)Main Engine Crosshead

Lubricating Oil Pump

(72m3/h)

To Oily Bilge

Tank

To Bilge Holding

Tank

No.1 Main

Lubricating Oil

Cooler

Bypass Filter

Sludge

Collector

Main

Lubricating Oil

Auto Backflush

Filter

No.2 Main

Lubricating Oil

Cooler

To

Oily Bilge

Tank

To Oily Bilge

Tank

To Oily Bilge

Tank

No.1

106V

161V

No.2

No.1

Intermediate

Shaft Bearing

107V

108V

109V

No.2

116V

(Port) (Starboard)

To Oil

Mist Manifold

117V

To Oily Bilge

Tank

146V

102V

103V

165V

166V

167V

168V

105V

101V

145V

152V

151V

118V120V

Turbocharger

Turbine Side

Cylinder LO

Control Panels

Turbocharger

Blower Side

Turbocharger

Turbine Side

Turbocharger

Blower Side

140V

141V

138V

139V

153V250 Micron

with Magnet

Main Engine

To Crosshead

Bearings

To Main Bearings

and Piston Cooling

Sludge Trap

Key

Lubricating oil

Steam Tracing

Air

Bilge

2.8 - Page 4 of 18


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Procedure for Operating the Main Engine Lubricating Oil and Crosshead Bearings System

a) Check the oil level in the main engine sump and top up if necessary.

b) Supply steam to the main engine sump heating coil if necessary.

c) Ensure that all pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly.

d) Ensure that water is fl owing in the central cooling system and that each LO cooler inlet and outlet valves are open.

e) Ensure that the LO cooler LO bypass valve L105V is operating correctly.

f) Set up the valves as shown in the tables below:


Open No.1 LO pump discharge valve L102V

Open No.2 LO pump discharge valve L101V

Closed Pump discharge return to sump L103V

Operational LO temperature regulating valve L105V

Open Auto backflushing filter inlet three-way valve

Open Auto backflushing filter outlet three-way valve

Open No.1 crosshead LO pump suction valve L106V

Open No.1 crosshead LO pump discharge valve L108V

Open No.2 crosshead LO pump suction valve L107V

Open No.2 crosshead LO pump discharge valve L109V

Locked open Intermediate shaft bearing supply valve L161V

Open No.1 LO cooler LO inlet valve L165V

Open No.1 LO cooler LO outlet valve L167V

Open No.1 LO cooler LT cooling inlet valve 97V

Open No.1 LO cooler LT cooling outlet valve 96V

Open No.2 LO cooler LO inlet valve L166V

Open No.2 LO cooler LO outlet valve L168V

Open No.2 LO cooler LT cooling inlet valve 43V

Open No.2 LO cooler LT cooling outlet valve 44V

g) Start one main LO pump.

h) Put the automatic backfl ush fi lter on line.

i) Switch the other main LO pump to standby.

j) Start one crosshead LO pump.

k) Switch the other crosshead LO pump to standby.

l) Check pressures and temperatures throughout the system.

Procedure for Operating the Main Engine Cylinder Lubricating Oil System

a) Top up the cylinder oil measuring tank by pumping oil from the cylinder oil storage tank. Oil may be transferred using the electrically driven cylinder oil shifting pump or the hand operated pump. Note the tank gauge readings for measuring purposes.

The outlets from the cylinder oil storage tank and cylinder oil measuring tank are each fi tted with a quick-closing valve which must be reset manually after they have been tripped.

b) Set up the valves as in the table below:

Cylinder Lubricating Oil System


Open Cylinder oil storage tank outlet valve L116V

Open Cylinder oil measuring tank outlet valve L118V

Open Cylinder oil line filter inlet valve L151V

Open Cylinder oil line filter outlet valve L152V

Closed Cylinder oil line filter bypass valve L153V

Inlet valves to individual lubricator pump supply boxes are to be opened and closed as necessary in order to refi ll the boxes.

c) Ensure the measuring tank outlet fi lters are clean.

d) Ensure the power supply is switched on at the side of each cylinder oil control panel.

d) Check the consumption on a daily basis. Ensure that the consumption does not drop below the manufacturer’s recommendations. False economy will result in excessive piston ring and liner wear and sticking rings, possibly resulting in scavenge fi res.

e) Check the condition of the liner and piston rings, especially during the run-in period. Any signs of dryness means the consumption should be increased.

f) Ensure that all the cylinder injection points are receiving equal quantities of lubrication.

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Illustration 2.8.2a Stern Tube Lubricating Oil System

Stern Tube Sump Tank

(1m3)

Stern Tube

Lubricating Oil Pumps

(1m3/h x 3kg/cm2)

LO Filling

Stern Tube

Lubricating Oil

Cooler

Stern Tube

Lubricating

Oil Gravity

Tank

High

(0.1m3)

154V

129VNear Oil

Coaming

130V 150V

Stern Tube

Lubricating

Oil Gravity

Tank

Low

(0.1m3)

LS

LAHMC

Near Oil

Coaming

Low Aft

Seal Tank

(25 litres)

High Aft

Seal Tank

(25 litres)

To Oily Bilge

Tank

121V

No.1No.2

122V

123V

126V

127V

128V

133V

155V

111V

124V

156V

158V

22.51 - 24.2m

16.55 -18.27m

8.5 - 9.0m

0.5 - 1.0m

1.3m

1.3m

131V

132V

135V

Sampling

137V135V

Sampling

Chamber157V

7V

134V

LO Purifier

Suction8V

LS

LALMC

Forward Seal

Tank (15 litres)

2.8 - Page 6 of 18


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2.8.2 STERN TUBE LUBRICATING OIL SYSTEM

Stern Tube SealManufacturer: Japan Marine Technologies LtdModel: Sternguard Mk II

Stern Tube Lubricating Oil Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALG-25NNo. of sets: 2Capacity: 1.0m3/h at 3.0kg/cm2

The stern tube provides a bearing support for the propeller shaft which is oil lubricated. The stern tube is sealed at both ends using lip type seals. The stern tube bearing lubricating system is independent of other systems. There are three lubricating systems for the stern tube, one for the bearing unit, one for the aft seal assembly and one for the forward seal assembly. The bearing and aft seal systems are interconnected but the forward seal has its own separate system. They all use the same lubricating oil.

The stern tube assembly passes through a tank which is fi lled from the domestic fresh water system and provides cooling to the stern tube.

The bearing area is lubricated by means of a gravity tank system with natural circulation which is set up as the shaft turns. There are two gravity tanks each of 0.1m3 capacity. The outlets from the two tanks are connected by a tee piece with the outlet directing LO to the lower part of the stern tube bearing. Which gravity tank is selected for operation depends upon the operating situation of the ship. The lower tank is selected when the ship is in ballast condition and the upper tank when fully loaded.

The stern tube LO gravity tanks are kept topped up from the stern tube LO sump tank by means of the stern tube LO pumps. Normally one of the two pumps would be operating as the duty pump and the other selected as the standby.

The duty stern tube LO pump pumps oil to the high stern tube gravity tank via a cooler, which then overfl ows to the lower stern tube LO gravity tank. The lower stern tube LO gravity tank overfl ows via a sightglass to the stern tube LO sump tank. The stern tube LO sump tank may be replenished from the main LO storage tank. The stern tube LO cooler is cooled by fresh water circulating in the central FW cooling system (see section 2.5.2).

Seals are provided at the outer and inner ends of the stern tube, these being designed to prevent the entry of water into the stern tube area and prevent oil leaking out to sea or into the machinery space at the forward end of the stern tube.

The aft seal consists of three parts, the four rubber lip sealing rings, the metal housing holding the sealing rings and a liner which rotates with the propeller shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as does No.2 seal. Seal rings No.3 and No.3S both face forward. An oil supply, from either the high or low aft seal tank, (depending on the loaded condition of the ship) fl ows to the space between the two inner stern tube seals rings, No.2 and No.3. The oil return pipe from this seal chamber is directed back to aft seal tank system. A natural oil circulation is set up when the shaft turns thus oil fl ows through the seal space. Each aft seal tank is replenished from its respective stern tube LO gravity tank. Each aft seal tank is fi tted with a high level alarm.

The sealing system incorporates a standby seal 3S, which under normal operating conditions is under no load. In the event of a failure of the seal ring No.3, seal ring No.3S is used to protect the system. The oil supply provides for good functional control of the aft seals and as it operates with static pressure it is independent of electrical power and is therefore immune from power failure.

The space between seal rings No.1 and 2 is fi lled with lubricating oil during the commissioning stage and has no direct link to the piped lubricating/sealing system.

The forward seal has two sealing rings, both facing aft, the seal is provided with an oil supply from the forward stern tube seal oil tank. The supply is by means of gravity and the return of oil from the seal area is back to the same tank via a separate pipe. The forward stern tube seal oil tank is replenished manually. The forward seal lubricating oil tank is fi tted with a low level alarm.

TX

TIAHMC

132V

LS

LAHMC

LS

LAHMC

Illustration 2.8.2b Stern Tube Seal Assembly

156V

158V

111V

131V

Detail of Holes to Feed Oil

Between No.1, 2, 3, 3s Seal Rings

155V

133V

1 2 4 53 3s

1 2 3 3s

1 2 3 3s

135V

Near Oil

Coaming

No.2-3 Inlet

No.2-3Outlet

No.3-3s Inlet

No.3-3s Outlet

Sampling

Chamber

From Stern Tube

Gravity Tanks

Near Oil

Coaming

To Stern Tube

Lubricating Oil

Sump Tank

Key

Lubricating Oil

High Aft

Seal Tank

(25 litres)

Low Aft

Seal Tank

(25 litres)

157V

LS

LALMC

Forward Seal

Tank (15 litres)

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Illustration 2.8.2a Stern Tube Lubricating Oil System

Stern Tube Sump Tank

(1m3)

Stern Tube

Lubricating Oil Pumps

(1m3/h x 3kg/cm2)

LO Filling

Stern Tube

Lubricating Oil

Cooler

Stern Tube

Lubricating

Oil Gravity

Tank

High

(0.1m3)

154V

129VNear Oil

Coaming

130V 150V

Stern Tube

Lubricating

Oil Gravity

Tank

Low

(0.1m3)

LS

LAHMC

Near Oil

Coaming

Low Aft

Seal Tank

(25 litres)

High Aft

Seal Tank

(25 litres)

To Oily Bilge

Tank

121V

No.1No.2

122V

123V

126V

127V

128V

133V

155V

111V

124V

156V

158V

22.51 - 24.2m

16.55 -18.27m

8.5 - 9.0m

0.5 - 1.0m

1.3m

1.3m

131V

132V

135V

Sampling

137V135V

Sampling

Chamber157V

7V

134V

LO Purifier

Suction8V

LS

LALMC

Forward Seal

Tank (15 litres)

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Leakage of oil from the stern tube is directed to the stern tube LO sump tank and from there is pumped to the gravity tanks in order to maintain level. Slight leakage during service is normal.

If the level in the duty 125 litre aft seal tank falls continuously it is indicative of seal wear or damage. If the level in that tank rises it is indicative of damage to the foremost seal ring in the after stern tube seal. If there is water in the 125 litre tank the after two sealing rings of the aft stern tube seal are likely to be damaged.

Procedure for the Preparation of the Stern Tube and Seal Lubricating Oil System

a) Ensure that all instrumentation valves are open.

b) Check the oil level in the high and low aft stern tube seal tanks, stern tube LO sump tank and forward seal tank, top-up as necessary.

c) Set valves as shown in the table below.

Stern Tube Lubricating Oil System


Open No.1 stern tube LO pump suction valve L121V

Open No.1 stern tube LO pump discharge valve L123V

Open No.2 stern tube LO pump suction valve L122V

Open No.2 stern tube LO pump discharge valve L124V

Open LO cooler inlet valve L126V

Open LO cooler outlet valve L127V

Closed LO cooler bypass valve L128V

Open Low aft seal tank outlet valve (if in ballast condition) L133V

or

Open High aft seal tank outlet valve (if in loaded condition) L155V

Open Low aft seal tank return valve (if in ballast condition) L111V

or

Open High aft seal tank return valve (if in loaded condition)L156V

Open Low stern tube gravity tank outlet valve (if in ballast condition) L130V

Open High stern tube gravity tank outlet valve (if in loaded condition) L129V

Closed Low aft seal tank topping up valve from low stern tube gravity tank L150V

Closed High aft seal tank topping up valve from high stern tube gravity tank L154V

Open Gravity tank LO supply the stern tube L132V

Closed Gravity line observation tank chamber drain L162V

Closed Stern tube LO drain valve to sump tank L134V

Open Vent line return to sump tank (if in ballast condition) L131V

Closed Vent line return to sump tank (if in loaded condition) L131V

Open LO balance line to the 3S standby seal chamber L157V

Open LO balance line from the 3S standby seal chamber L158V

d) Check the vessel’s draught to ensure the correct stern tube gravity tank (high or low) and aft seal tank (high or low) are in line.

e) Start the duty stern tube LO pump.

f) Switch the other stern tube LO pump to standby.

g) Check the sight glasses to ensure that there is oil fl owing in the return line from the LO tank to the sump indicating that the gravity tanks are full.

h) Check the aft seal tank line for water.

i) Take an oil sample for analysis from the sampling cock at regular intervals.

Operation of the Emergency Aft Seal 3S

In the event that the aft seal No.3 is found to be defective and is leaking, the system can be protected by putting seal 3S into operation. This is done by closing the supply and return valves L157V and L158V.

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No.2 Generator

Engine

No.3 Generator

Engine

No.2 MainLubricating Oil

Purifier(5,450 litre/h)

Illustration 2.8.3a Lubricating Oil Purifying System

Sludge Tank

(10.0m3)

Generator Engine

Lubricating Oil

Storage Tank

(7.2m3)

Generator Engine

Lubricating Oil

Settling Tank

(7.2m3)

Main

Lubricating Oil

Storage Tank

(53.6m3)

Stern Tube Lubricating Oil

Sump Tank

(1.0m3)


Sump Tank

(53.5m3)

No.1 Lubricating Oil

Daily Tank

(0.2m3)


Daily Tank

(0.2m3)

Main

Lubricating Oil

Settling Tank

(53.6m3)

Turbine

Lubricating Oil

Storage Tank

(7.2m3)

(Port)

77V 73V 71V 72V 76V

3V

24V

35V

33V

37V 32V 31V 44V 43V 99V 42V 41V 98V

50V

53V

55V57V47V

52V

54V

56V58V48V

Set 4kg/cm2

8K Air 8K Air

No.2 Main

Lubricating Oil

Purifier Heater

No.1 Main

Lubricating Oil

Purifier Heater

84V46V 45V

94V

4V 10V79V17V

40V

80V91V 92V1V 82V83V 2V

39V 38V

64V

To Bilge Shore

Connection

(Starboard) (Port) (Starboard)

Key

Lubricating oil

Steam Tracing

Air


Purifier(5,450 litre/h)No.1 Generator

Engine

20V

23V

14V

34V

5V7V

8V 6V

16V

12V

11V

9V

15V

75V 74V

No.1 COPT

LO Sump Tank

No.2 COPT

LO Sump Tank

LO Purifier

Feed Pumps

5.45m3/h

LO Transfer

Pump

10m3/h

No.1No.2

13V

No.3 COPT

LO Sump Tank

To Oily Bilge

Tank

No.1 WBPT

LO Sump Tank

COWPT

LO Sump Tank

19V

22V

18V

21V

Set 4kg/cm2

2.8 - Page 10 of 18


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2.8.3 LUBRICATING OIL PURIFYING SYSTEM

Lubricating Oil Purifier

Maker: Alfa LavalNo. of sets: 2Type: Self-cleaning centrifugal; ALCAP principleModel: LOPXCapacity: 2,400 litres/hour

Lubricating Oil Purifier Supply Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALG-40NNo. of sets: 2Capacity: 5.45m3/h at 3.0kg/cm2

INTRODUCTIONThe ALCAP System

The LOPX separator operates as a clarifi er, cleaned oil leaving the separator through the oil outlet whilst water and sludge accumulate at the outside of the separator bowl. The control unit supervises the operation of the entire separation system, monitoring the separator output, controlling the unit and activating alarms as necessary. The ALCAP control system discharges sludge and water from the bowl at preset intervals or when needed. When water accumulation in the bowl approaches the disc stack, traces of water escape with the discharge oil. This small increase in water is detected by the ALCAP system monitor located in the oil outlet. The control system responds by initiating a water discharge or bowl sludge operation.

During normal operation with oil having a low water content, sludging of the bowl takes place at preset intervals. When the maximum time between sludging has elapsed displacement water is added to the bowl, this water eliminates the risk of oil loss during the sludge discharge. The interface between the oil and water moves towards the disc stack and the ALCAP sensor detects the increase in water and the sludge operation is initiated.

When processing LO with a high water content, the operation of the sludge cycle before the minimum preset sludge time is reached will activate an alarm after two consecutive rapid process cycles. This may indicate a fault in the bowl fl ushing water system or in the steam heater. Water in the lubricating oil passing to an engine sump can cause engine operating problems and corrosion.

The separators may be set to operate as purifi ers and it is essential that the correct gravity disc is used for the oil being purifi ed. Water discharge from the separator is collected in the sludge tank.

The oil fl ow rate through the purifi er is controlled by the delivery from the supply pump. The supply pump has a constant output and that is within the maximum capacity of the purifi er.

WARNINGCare must be taken when operating the purifier system. Hot oil and steam are present and can result in serious injury if leakage occurs. There is a fire risk from the presence of hot oil and all precautions must be taken to prevent a fire and to deal with one should an outbreak occur. The extinguishing system must be checked frequently. Centrifuges operate on an automatic sludging system but failure of the system to effectively discharge sludge can cause overload and subsequent breakdown of the bowl arrangement which rotates at high speed. After manual cleaning, care is needed to ensure that the bowl is assembled correctly, as incorrect assembly can result in disintegration at high rotational speed. All operating and maintenance precautions stipulated by the manufacturer in the maintenance manual must be observed.

The Lubricating Oil Purifier System

There are two centrifugal self-cleaning lubricating oil purifi ers fi tted. Both can be used on the main and generator engines and the other generator services. The purifi ers can be run simultaneously on different services and can be used for batch purifi cation, or for continuous purifi cation. The generator engine sumps may be purifi ed during engine shutdown or whilst an engine is running. A purifi er will normally be in use on the main engine sump while the main engine is running. The LO purifi ers are supplied by LO feed pumps through steam LO heaters. There is a cross connection, which allows either feed pump to supply any purifi er.

Instrument air is supplied to the purifi ers to control the supply of oil to the bowl and the automatic discharge facility. Domestic fresh water is supplied for sealing and fl ushing purposes. Normally No.1 purifi er will operate on the main engine systems with No.2 purifi er operating on the generator systems.

(Note: If the purifiers have to be crossed over, care must be taken to avoid contamination of different grades of lubricating oil.)

The purifi ers take suction via the LO feed pumps and discharge to the following systems:

• Main engine system settling tank

• Main engine system storage tank

• Main engine lubricating oil sump tank

• Generator engine sumps

• Generator engine storage tank

• Generator engine settling tank

Preparation for the Operation of the Purifying System

a) Transfer oil to the respective settling tank using the transfer pump or prepare to circulate the selected sump tank.

b) Check and record the level of oil in all lubricating oil tanks.

c) Open the self-closing test cock on the settling tank in use and then close it again when all water and sediment has drained.

d) All the valves in the purifi er system should be closed.

e) Open the valves, as shown in the table below, depending on the system and purifi er selected.

Main Engine Lubricating Oil System

Description Valve

System Suction ValvesNo.1 purifi er feed pump suction valve from the main engine sumpand stern tube sump L98VNo.1 purifier feed pump suction valve from the main LO storageand settling tanks L42VNo.1 purifier feed pump suction valve from the generator enginesystem L41V

No.2 purifier feed pump suction valve from the main engine sumpand stern tube sump L99VNo.2 purifier feed pump suction valve from the main LO storageand settling tanks L44VNo.2 purifier feed pump suction valve from the generator enginesystem L43VMain engine sump tank suction valve L6V

Stern tube LO sump tank suction valve L8V

Main LO settling tank suction valve L4V

Main LO storage tank suction and line valves L3V/L24V

Generator engine LO settling tank suction valve L79V

Generator engine LO storage tank suction and line valves L17V/L40V

No.1 generator engine LO sump tank suction valve L21V

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No.3 Generator

Engine



Illustration 2.8.3a Lubricating Oil Purifying System

Sludge Tank

(10.0m3)

Generator Engine

Lubricating Oil

Storage Tank

(7.2m3)

Generator Engine

Lubricating Oil

Settling Tank

(7.2m3)

Main

Lubricating Oil

Storage Tank

(53.6m3)


Sump Tank

(1.0m3)


Sump Tank

(53.5m3)


Daily Tank

(0.2m3)


Daily Tank

(0.2m3)

Main

Lubricating Oil

Settling Tank

(53.6m3)

Turbine

Lubricating Oil

Storage Tank

(7.2m3)

(Port)

77V 73V 71V 72V 76V

3V

24V

35V

33V

37V 32V 31V 44V 43V 99V 42V 41V 98V

50V

53V

55V57V47V

52V

54V

56V58V48V

Set 4kg/cm2

8K Air 8K Air

No.2 Main

Lubricating Oil

Purifier Heater

No.1 Main

Lubricating Oil

Purifier Heater

84V46V 45V

94V

4V 10V79V17V

40V

80V91V 92V1V 82V83V 2V

39V 38V

64V

To Bilge Shore

Connection


Key

Lubricating oil

Steam Tracing

Air



Engine

20V

23V

14V

34V

5V7V

8V 6V

16V

12V

11V

9V

15V

75V 74V

No.1 COPT

LO Sump Tank

No.2 COPT

LO Sump Tank

LO Purifier

Feed Pumps

5.45m3/h

LO Transfer

Pump

10m3/h

No.1No.2

13V

No.3 COPT

LO Sump Tank

To Oily Bilge

Tank

No.1 WBPT

LO Sump Tank

COWPT

LO Sump Tank

19V

22V

18V

21V

Set 4kg/cm2

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No.1 purifier feed pump discharge valve L45V

No.2 purifier feed pump discharge valve L46V

Purifier feed pump crossover valve (normally closed) L94V

Purifier Valves

No.1 purifier bypass valve L47V

No.1 purifier three-way valve (operational)

No.1 purifier outlet valve L50V

No.1 purifier discharge valve to main engine sump L53V

No.1 purifier discharge valve to main LO storage and settling tanks L55V

No.1 purifier discharge valve to generator engine system L57V

No.2 purifier bypass valve L48V

No.2 purifier three-way valve (operational)

No.2 purifier outlet valve L52V

No.2 purifier discharge valve to main engine sump L54V

No.2 purifier discharge valve to main LO storage and settling tanks L56V

No.2 purifier discharge valve to generator engine system L58V

Main LO settling tank inlet valve L82V

Main LO storage tank inlet valve L83V

Generator engine LO settling tank inlet valve L92V

Generator engine LO storage tank inlet valve L80V

Line valve to generator engine sumps L64V

No.1 generator engine sump inlet valve L18V



(Note: There is no provision for purifying the cargo pump turbine sumps or the stern tube sump tank directly. The contents of the sumps could be transferred to the settling tank for batch purification, but due to the danger of contamination from different grades it would be prudent to check the sumps for water before each use and change the oil on a regular basis.)

f) Open the instrument air supply to the purifi er to be used.

g) Ensure that the purifi er brake is off and the purifi er is free to rotate.

h) Ensure that the bowl is correctly assembled and that the hood is securely fastened.

i) Check the purifi er gearbox oil level.

j) Check that the strainers are clean.

k) Start the purifi er feed pump to be used, oil will bypass the purifi er by means of a three-way valve and return to the tank from which it has been taken.

l) Slowly open the steam supply to the heater to be used.

m) Set the steam temperature control valve to the required temperature.

n) Lubricating oil will now be circulating through the heater back to the tank selected.

o) Open the domestic fresh water supply to the lubricating oil purifi ers.

p) Open the fl ushing and operating water supplies to the purifi er to be used.

q) Switch on the control panel of the purifi er to be used.

r) Start the purifi er to be used.

s) When the purifi er has run up to speed, press the purifi er operation control start button.

The purifi er 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 LO to the purifi er bowl.

t) Check that the purifi er is operating correctly and that there is adequate throughput.

If oil is being taken from a sump tank and purifi ed back to the same sump tank no further action with the valves is necessary. However, if oil is being taken from a settling tank and purifi ed to the main engine or a generator engine sump the supply valve to the desired sump tank must be opened and the supply

valve to the settling tank closed. Oil will now be taken from the settling tank, purifi ed and returned to the selected engine sump.

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 LO loss.

The purifi er will now operate on a timer, discharging sludge at preset intervals.

To Stop the Purifier

a) Press the program operation STOP button on the control panel.

The purifi er will commence the shutdown sequence and then stop.

b) Apply the brake during the run down period.

c) Shut off the steam supply to the heater.

d) Stop the feed pump.

e) Shut off the water supplies.

f) Shut all the valves.

2.8 - Page 13 of 18


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No.3 Generator

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Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Sludge Tank

(10.0m3)

Generator Engine

Lubricating Oil

Storage Tank

(7.2m3)

Generator Engine

Lubricating Oil

Settling Tank

(7.2m3)

Main

Lubricating Oil

Storage Tank

(53.6 )


Sump Tank

(1.0m3)


Sump Tank

(53.5m3)


Daily Tank

(0.2m3)


Daily Tank

(0.2m3)

Main

Lubricating Oil

Settling Tank

(53.6m3)

Turbine

Lubricating Oil

Storage Tank

(7.2m3)

(Port)

77V 73V 71V 72V 76V

3V

24V

35V

33V

37V 32V 31V 44V 43V 99V 42V 41V 98V

50V

53V

55V57V47V

52V

54V

56V58V48V

Set 4kg/cm2

8K Air 8K Air

Set 4kg/cm2

No.2 Main

Lubricating Oil

Purifier Heater

No.1 Main

Lubricating Oil

Purifier Heater

84V46V 45V

94V

4V 10V79V17V

40V

80V91V 92V1V 82V83V 2V

39V 38V

64V

To Bilge Shore

Connection


Key

Lubricating oil

Steam Tracing

Air



Engine

20V

23V

14V

34V

5V7V

8V 6V

16V

12V

11V

9V

15V

75V 74V

No.1 COPT

LO Sump Tank

No.2 COPT

LO Sump Tank

LO Purifier

Feed Pumps

5.45m3/h

LO Transfer

Pump

10m3/h

No.1No.2

13V

No.3 COPT

LO Sump Tank

To Oily Bilge

Tank

No.1 WBPT

LO Sump Tank

COWPT

LO Sump Tank

19V

22V

18V

21V

2.8 - Page 14 of 18


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2.8.4 LUBRICATING OIL FILLING AND TRANSFER SYSTEMLubricating Oil Transfer Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: ALG-50No. of sets: 1

Capacity: 10m3/h at 4.0kg/cm2

INTRODUCTION

Lubricating oil is stored in the following main storage tanks, located in the engine room.

Tank Volume 100% (m3)

Main engine LO sump tank 53.5

Cylinder oil storage tank 107.2

Main engine LO storage tank 53.6

Main engine LO settling tank 53.6

Generator engine LO settling tank 7.2

Generator engine LO service tank 7.2

Turbine oil storage tank 7.2

No.1 LO daily tank 0.2

No.2 LO daily tank 0.2

Stern tube LO sump tank 1.0

Outlet valves from most LO tanks are remote quick-closing valves with a collapsible bridge, which can be pneumatically operated from the fi re control station. After being tripped from the fi re control station, the valves must be reset locally. Each tank is fi tted 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 test liquid to the waste oil tank. Tanks which are used for intermittent use such as storage tanks are not equipped with quick-closing valves. These valves are assumed to be closed immediately after use.

Lubricating oil is run down from these tanks to the main engine, generator diesel engines and other machinery services. The settling tanks are used to allow the contents of the sump of a generator engine, or the main engine, to be transferred prior to being centrifuged back to the sump, or recirculated back to the settling tank. Heating coils are fi tted to the main and generator engine LO settling tanks. All storage and settling tanks are fi lled from connections on both sides of the upper deck. Main and generator engine LO use the same fi lling connection but the turbine oil and cylinder oil use separate connections in order to prevent contamination of grades.

The LO transfer pump has a capacity of 10m3/h. Its duties include batch transfer of LO from the main and auxiliary engine sumps to the LO settling tanks prior to batch purifi cation. It is also used for transferring oil from the cargo and ballast pump turbine sumps; oil may be pumped to the incinerator waste oil settling tank.

The pump can take suction from:

• Main engine sump

• Stern tube LO sump tank

• Generator engine sumps


• Generator engine LO storage tank


• Main engine LO storage tank

• Cargo and water ballast pump turbines

The pump discharges to:



• Sludge tank

• Incinerator waste oil settling tank

CAUTIONExtreme care must be taken when transferring or purifying LO that main engine oil, generator engine oil and turbine oil do not become mixed or contaminated. The setting of all valves must be checked prior to starting operations so that oil will only be pumped or purified from the intended source and to the intended destination. All oil transfers must be record in the Oil Record Book.

Preparation for the Transfer of Lubricating Oil by Transfer Pump

a) Check and record the level of oil in all LO tanks.

b) Check that all tank suction and fi lling valves are closed.

c) Check that the suction fi lter is clean.

d) Open the suction valve(s) from the relevant source:

Description Valve

Pump suction valve from main engine and stern tube system L31V

Stern tube drain tank suction valve L8V

Main LO sump tank suction valve L6V

Main LO settling tank suction and line valves L4V/L24V/L34V

Main LO storage tank suction and line valves L3V/L34V

Pump suction valve from turbine sumps L37V

No.1 cargo pump turbine suction valve L11V



Water ballast pump turbine suction valve L14V

Crude oil washing pump turbine suction valve L16V

Turbine LO storage tank suction valve L10V

Transfer pump suction valve from generator engine system L32V

No.1 generator engine sump suction valve L21V



Generator engine LO settling tank suction valve L79V

Generator engine LO storage tank suction and line valves L17V/L40V

e) Open the discharge valve(s) to the relevant tank:

Transfer pump discharge valve to sludge tank L84V

Transfer pump discharge valve to settling tank system L33V

Inlet valve to generator engine LO settling tank L39V

Inlet valve to main LO settling tank L38V

Inlet valve to incinerator waste oil settling tank L35V/L300V

Discharge valve to shore connections L35V

f) Start the LO transfer pump.

g) Ensure that the oil is being correctly transferred.

h) When the required quantity of oil has been transferred, stop the pump and close all the valves.

i) Check and record the levels in all LO tanks and record the amount of oil transferred.

2.8 - Page 15 of 18


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No.3 Generator

Engine



Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Sludge Tank

(10.0m3)

Generator Engine

Lubricating Oil

Storage Tank

(7.2m3)

Generator Engine

Lubricating Oil

Settling Tank

(7.2m3)

Main

Lubricating Oil

Storage Tank

(53.6 )


Sump Tank

(1.0m3)


Sump Tank

(53.5m3)


Daily Tank

(0.2m3)


Daily Tank

(0.2m3)

Main

Lubricating Oil

Settling Tank

(53.6m3)

Turbine

Lubricating Oil

Storage Tank

(7.2m3)

(Port)

77V 73V 71V 72V 76V

3V

24V

35V

33V

37V 32V 31V 44V 43V 99V 42V 41V 98V

50V

53V

55V57V47V

52V

54V

56V58V48V

Set 4kg/cm2

8K Air 8K Air

Set 4kg/cm2

No.2 Main

Lubricating Oil

Purifier Heater

No.1 Main

Lubricating Oil

Purifier Heater

84V46V 45V

94V

4V 10V79V17V

40V

80V91V 92V1V 82V83V 2V

39V 38V

64V

To Bilge Shore

Connection


Key

Lubricating oil

Steam Tracing

Air



Engine

20V

23V

14V

34V

5V7V

8V 6V

16V

12V

11V

9V

15V

75V 74V

No.1 COPT

LO Sump Tank

No.2 COPT

LO Sump Tank

LO Purifier

Feed Pumps

5.45m3/h

LO Transfer

Pump

10m3/h

No.1No.2

13V

No.3 COPT

LO Sump Tank

To Oily Bilge

Tank

No.1 WBPT

LO Sump Tank

COWPT

LO Sump Tank

19V

22V

18V

21V

2.8 - Page 16 of 18


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Preparation for the Transfer of Lubricating Oil by Gravity

All valves should be in the closed position.

a) Open the following valves depending on the service selected.

Main Engine and Stern Tube SystemDescription Valve

From Main Engine Lubricating Oil Settling Tank Main engine settling tank outlet valve L4V

Run down crossover valve L24V

From Main Engine Lubricating Oil Storage Tank

Main engine LO storage tank outlet valve L3V

To Main Engine Sump

Main engine sump inlet valve L5V

To Stern Tube Lubricating Oil Sump Tank

Stern tube sump tank inlet valve L7V

Generator Engine SystemDescription Valve

From Generator Engine Lubricating Oil Settling Tank

Generator engine LO settling tank outlet L79V

Run down crossover valve L40V

From Generator Engine Lubricating Oil Storage Tank

Storage tank outlet valve L17V

To Generator Engine Sumps




Turbine SystemDescription Valve

From Turbine Lubricating Oil Storage Tank

Turbine LO storage tank outlet valve L10V

To Turbine Sumps

No.1 cargo oil pump turbine sump inlet valve L11V



Water ballast pump turbine sump inlet valve L14V

Crude oil washing pump turbine sump inlet valve L16V

b) Ensure that the oil is being correctly transferred.

c) When the required quantity of oil has been transferred, close all the valves.

d) Check and record the levels in all lubricating oil tanks and record the amount of oil transferred.

Procedure for Loading Lubricating Oil

The preparation and operation procedures for loading should be followed as described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System.

Oil of all grades is loaded from connections situated on the port and starboard side of the accommodation at main deck level. Turbine oil has only a loading connection, which is on the port side. This grade will usually be loaded from drums.

a) Open the relevant tank fi lling valve.

Description ValveInlet valve to generator engine storage tank L91V

Inlet valve to main engine settling tank L2V

Inlet valve to main engine storage tank L1V

The cylinder oil and turbine oils have their own fi lling lines and there are no line valves to operate.

b) Connect the loading hose ensuring that the connections are clean and that no foreign matter can enter the pipes whilst connecting the hose.

(Note: Before commencing loading lubricating oil double check that the hoses are connected to the correct filling line and that the correct tank filling valves are open.)

c) Proceed with the loading operation.

d) Ensure that the oil is being correctly transferred.

e) When the required quantity of oil has been loaded, close all the valves.

f) Check and record the levels in all the lubricating oil tanks and record the amount of oil loaded.

2.8 - Page 17 of 18

2.9 Bilge System 2.9.1 Engine Room Bilge System and Bilge Separator

2.9.2 Pump Room Bilge System

2.9.3 Bosun’s Store and Chain Locker Bilge System

Illustrations

2.9.1a Engine Room Bilge System

2.9.2a Pump Room Bilge System

2.9.3a Bosun’s Store and Chain Locker Bilge System


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LS

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CI

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Control

Air

Illustration 2.9.1a Engine Room Bilge System

Soot Collecting Tank Drain

Sewage Plant Overflow

Incinerator Waste Oil TankCoaming Drain

Main Engine TurbochargerWater Washing Drain

Engine Room ToiletScupper Drain

Drain FromCharge Air Cooler

Sludge Trap Drain

Main EngineSootblower LO Drain

Main EngineBed Plate Drain

HFO/LO Coaming Drain


Incinerator Waste Oil Tank Overflow

Sludge Trap Sampling Drain

Burner Tip Cleaning Carrier Drain

Air Cooler ChemicalClean Tank

Boiler Feed Water3-Way Discharge

Drain FromCharging Air Receiver

52V

47V

70V

48V

50V

49V

42V

9V

51V 54V 53V

91V 32V 31V

From Sludge Tank

35V

39V

75V

25V26V

20V

8V

High Sea

Chest

(Port)

To Fire

Main

Low Sea Chest

(Starboard)

Fwd Bilge Well

(Port)

7V

4V5V 72V71V95V

96V

23V

No.1 No.2

3V1V 2V

45V

6V

46V

Fwd Bilge Well

(Starboard)

92V

22V

73V

21V

15V 17V 16V 18V33V

97V

Sea Water Service

To Sewage

Plant


To Incinerator

Waste Oil Tank

85V

D99V

43V

Aft Bilge


(109.7m3)

Oily Bilge Tank

(26.4m3)

No.1 Main Cooling

Sea Water Pump

(920m3 x23mth)

Bilge Fire and

GS Pumps

(350/290m3

x30/110mth)

Sludge

Pump

(10m3/h x

3.5kg/cm2)

Engine Room

Bilge Pump

(10m3/h x

3.5kg/cm2)

Oily Bilge

Separator

(10m3)Bilge

Alarm

(15ppm)


Sump Tank

Engine Room

Sea Water

Ballast Tank

(Starboard)

Engine Room

Sea Water

Ballast Tank

(Port)

Emergency Bilge

Suction

Cofferdam

SW Flushing Line

From Central SW

Cooling System

Aft Peak Tank

Emergency Fire

Pump Space

Fresh Water

Tank

Steering Gear

Room

From

Fresh Water

Hydrophore

Unit

Main Engine JacketWith Drain

Feed Filter Tank Drain

Main Engine

Recess

(Port) (Starboard)


Key

Bilge

Sea Water

Fresh Water

Air


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2.9 BILGE SYSTEM

2.9.1 ENGINE ROOM BILGE SYSTEM AND BILGE SEPARATOR

Engine Room Bilge Pump

Maker: BVNo. of sets: 1Type: Mono pumpModel: BV 10ACapacity: 10m3/h at 3.5kg/cm2

Sludge Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: AE1E-200-IDNo. of sets: 1Capacity: 10m3/h at 3.5kg/cm2

Bilge, Fire and General Service Pump

Manufacturer: Naniwa Pump MFG Co., LtdModel: FB2V-250-3No. of sets: 2Type: Centrifugal, self-primingCapacity: 350/290m3/h at 30/110mth

Bilge Separator

Maker: BV Industrietchnik GmbH.No. of sets: 1Model: Turbulo TCS 10 HDCapacity: 10 tonnes/h

INTRODUCTION

The engine room bilge pump can take suction from:

• Engine room bilge wells

• Stern tube cooling water tank


• Main engine flywheel pit

• Main engine cofferdam recess

Apart from the bilge holding tank suction all of the bilge pump suctions are connected to the bilge main.

The engine room bilge pump discharges to:


• Shore connections on the port and starboard side, upper deck

The self-priming bilge, fi re and GS pumps can take suction from:

• Bilge suction main

• Aft peak tank

• Engine room port and starboard sea water ballast side tanks

• Sea water suction main

No.1 bilge, fi re and GS pump has a direct suction from the port forward bilge well via valve B5V.

The self-priming bilge, fi re and GS pumps can discharge to:

• Overboard

• The fire and wash deck main

• The engine room ballast tanks

• Emergency supply to the IG scrubber tower

• Sewage tank for flushing

No.1 central cooling SW pump is provided with an emergency bilge suction, via valve B6V, operated by an extended spindle 460mm above the lower platform.

CAUTIONThe overboard discharge is not to be used for discharging bilges unless under emergency conditions.

Oily Bilge Water Separator

The bilge separator operates automatically and discharges water overboard and separated oil to the oily bilge tank. The oily bilge water is drawn into the separator from the bilge holding tank by means of the system pump which is located on the outlet from the separator in order to prevent the formation of mechanical emulsion by pump agitation.

The fl uid enters the separator near the bottom of the solids/sludge collecting chamber and the larger oil droplets separate from the water very quickly due to the differences in specifi c gravity. The fl uid fl ows upwards to the second stage and passes through a coalescer where the smaller oil droplets coalesce

on the surface of the matrix. The coalescer has a large effective surface area to enhance the coalescing effect.

The coalesced oil droplets eventually become large enough to break away from the coalescer surface and join the other large oil droplets in fl owing upwards. The water, from which the oil has been removed, fl ows out of the separating coalescer while the oil fl ows to the top of the chamber.

When the oil detection probe located at the top of the separator senses oil, a signal is sent to stop the pump and open the clean water inlet valve. Pressurised fresh water from the FW system, enters the bottom of the separator and displaces the accumulated oil which is discharged through the oil discharge line to the oily bilge tank. When most of the oil has been displaced, the oil sensing probe is again immersed in water and it activates the control system to resume its separating operation.

The separator works automatically and will operate as long as there is water in the bilge holding tank. Heating may be applied in order to improve separation but the heater will only operate when the separator is fi lled. The separator is fi tted with sampling valves which allow an oil sample to be drawn and enable the oil/water interface level to be determined.

The oil content discharge (OCD) monitor (type OMD-11), located after the separator discharge pump, samples the bilge water as it passes out of the separator. Should the oil content exceed 15ppm, the three-way valve changes the output fl ow from the overboard discharge to discharge to the bilge holding tank. An audible alarm sounds to warn the operator of the alarm condition.

CAUTIONThe oily water separator is designed to separate oil from water, not water from oil. Therefore if the bilge water supply to the separator contains excessive amounts of oil it will render the equipment useless and result in unnecessary maintenance.

The maximum fl ow capacity should not be exceeded as excess fl ow will prevent effective separation. The bilge pump suction strainer should be kept clean in order to avoid large solid particles entering the separator as these will have a detrimental effect on separation.

Procedure for Pumping the Oil Water Tank Through the Oily Bilge Separator

a) Check that the strainers are clean.

b) Open the FW supply valve D99V from the FW system to the oily bilge separator.

c) Set the valves as in the following table:

2.9 - Page 3 of 12


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Sludge Trap Drain











52V

47V

70V

48V

50V

49V

42V

9V

51V 54V 53V

91V 32V 31V

From Sludge Tank

35V

39V

75V

25V26V

20V

8V

High Sea

Chest

(Port)

To Fire

Main

Low Sea Chest

(Starboard)

Fwd Bilge Well

(Port)

7V

4V5V 72V71V95V

96V

23V

No.1 No.2

3V1V 2V

45V

6V

46V

Fwd Bilge Well

(Starboard)

92V

22V

73V

21V

15V 17V 16V 18V33V

97V

Sea Water Service

To Sewage

Plant


To Incinerator

Waste Oil Tank

85V

D99V

43V

Aft Bilge


(109.7m3)

Oily Bilge Tank

(26.4m3)

No.1 Main Cooling

Sea Water Pump

(920m3 x23mth)

Bilge Fire and

GS Pumps

(350/290m3

x30/110mth)

Sludge

Pump

(10m3/h x

3.5kg/cm2)

Engine Room

Bilge Pump

(10m3/h x

3.5kg/cm2)

Oily Bilge

Separator

(10m3)Bilge

Alarm

(15ppm)


Sump Tank

Engine Room

Sea Water

Ballast Tank

(Starboard)

Engine Room

Sea Water

Ballast Tank

(Port)

Emergency Bilge

Suction

Cofferdam

SW Flushing Line

From Central SW

Cooling System

Aft Peak Tank

Emergency Fire

Pump Space

Fresh Water

Tank

Steering Gear

Room

From

Fresh Water

Hydrophore

Unit



Main Engine

Recess

(Port) (Starboard)


Key

Bilge

Sea Water

Fresh Water

Air

2.9 - Page 4 of 12


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This assumes that the reclaimed oil will be discharged to the oily bilge tank.


Operational FW control valve to separator

Open FW flushing inlet valve to separator

Closed Separator drain valve

Open Separator oily water inlet valve

Open Separator discharge valve from pump

Operational Three-way control valve for discharge

Open Separator overboard discharge valve B42V

d) Check that there is power to the separator control panel.

e) Ensure that all valves which are not required to be set for operation are closed.

f) Move the control panel power switch to the ON position. This operates the automatic fi lling cycle and the separator is charged with fresh water. Switch on the heater unit.

g) Press the pump ON button, the pump will start operating. The pump will not start until the separator is fi lled with water. This feature provides a safeguard against running the pump dry in the event of the bilge holding tank becoming empty.

h) The separator will run automatically, discharging oil to the oily bilge tank when the oil sensing probe detects an oil level and monitoring the oil content of the discharge water.

The clean exit water will be discharged overboard. Oil contamination of 15ppm or over will automatically be discharged to the bilge holding tank until the water is clean enough to discharge overboard. Any oil collected at the top of the bilge separator will be discharged to the oily bilge tank.

i) Stop the separator when the desired level is reached in the engine room bilge holding tank. This is done by pressing the pump OFF button.

j) Shut down the separator by placing the power switch in the OFF position, switch off the heater unit.

Pumping Bilges to the Bilge Holding Tank

Engine room bilge wells, the main engine pit and other spaces draining into the bilge wells may be pumped to the bilge holding tank using the bilge pump. The bilge pump may also pump these spaces to the shore connections.

Procedure for Pumping Bilges to the Bilge Holding Tank Using the Engine Room Bilge Pump

a) Clean all suction strainers.

b) Check that all instrumentation is working correctly.

c) Set the pump valves as in the following table:


Closed Bilge pump suction from bilge holding tank B91V

Open Bilge pump suction from the bilge main B35V

Closed Engine room bilge pump discharge to the shore connection or incinerater waste oil tank B92V

Open Engine room bilge pump discharge valve to bilge holding tank B39V

d) If a bilge well or another compartment is to be pumped out, the appropriate suction valve must be opened in addition to the bilge pump suction valve from the bilge main.

Bilge Main Suction Valves

Open Forward bilge well port B8V

Open Forward bilge well starboard B7V

Open Aft bilge well B9V

Open Stern tube cooling water tank (normally locked closed) B47V

Open Main engine flywheel pit B45V

Open Main engine cofferdam recess B46V

Valves are show as open but will only be open when pumping the particular bilge well or compartment.

e) Check the valve settings for the bilge pump discharge and for the desired tank suction.

f) Start the bilge pump and check that the correct bilge well is being emptied and that the bilge water is fl owing to the bilge holding tank.

g) When the bilge well is empty, stop the bilge pump or select another bilge for emptying.

Procedure for Pumping the Bilges to the Shore Connection using the Engine Room Bilge Pump

The procedure is the same as for pumping the bilges to the bilge holding tank except that the bilge holding tank may also be pumped to the shore connection, and a different discharge valve on the engine room bilge pump is used. The appropriate port or starboard shore connection valve must be open and blank removed.

a) The bilge pump valves should be arranged as follows:


Open/closed Bilge pump suction from bilge holding tank B91V

Open/closed Bilge pump suction from the bilge main B35V

Open Engine room bilge pump discharge to the shore connection B92V

Closed Engine room bilge pump discharge valve to bilge holding tank B39V








b) Start the engine room bilge pump and pump out the selected bilge compartments using the valves as indicated to take suction from the bilge holding tank or the bilge wells via the bilge main suction valve.

c) Stop the bilge pump when the compartments to be pumped are dry, close all valves and refi t the shore connection blank.

2.9 - Page 5 of 12


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LS

MCLAH

PI

PI

CI

LS

MCLAH

LS

MCLAH

LS

MCTIAH

LS

MCLAH

LS

MCLAH

LS

CI

PI

PI

MCLAH

CI

PI

CI

PI

CI

PI

PS

S

SControl

Air

Control

Air








Sludge Trap Drain











52V

47V

70V

48V

50V

49V

42V

9V

51V 54V 53V

91V 32V 31V

From Sludge Tank

35V

39V

75V

25V26V

20V

8V

High Sea

Chest

(Port)

To Fire

Main

Low Sea Chest

(Starboard)

Fwd Bilge Well

(Port)

7V

4V5V 72V71V95V

96V

23V

No.1 No.2

3V1V 2V

45V

6V

46V

Fwd Bilge Well

(Starboard)

92V

22V

73V

21V

15V 17V 16V 18V33V

97V

Sea Water Service

To Sewage

Plant


To Incinerator

Waste Oil Tank

85V

D99V

43V

Aft Bilge


(109.7m3)

Oily Bilge Tank

(26.4m3)

No.1 Main Cooling

Sea Water Pump

(920m3 x23mth)

Bilge Fire and

GS Pumps

(350/290m3

x30/110mth)

Sludge

Pump

(10m3/h x

3.5kg/cm2)

Engine Room

Bilge Pump

(10m3/h x

3.5kg/cm2)

Oily Bilge

Separator

(10m3)Bilge

Alarm

(15ppm)


Sump Tank

Engine Room

Sea Water

Ballast Tank

(Starboard)

Engine Room

Sea Water

Ballast Tank

(Port)

Emergency Bilge

Suction

Cofferdam

SW Flushing Line

From Central SW

Cooling System

Aft Peak Tank

Emergency Fire

Pump Space

Fresh Water

Tank

Steering Gear

Room

From

Fresh Water

Hydrophore

Unit



Main Engine

Recess

(Port) (Starboard)


Key

Bilge

Sea Water

Fresh Water

Air

2.9 - Page 6 of 12


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Procedure for Pumping Bilges using the Bilge, Fire and GS Pumps

These pumps may be used for pumping the bilges connected to the bilge main. These pumps also supply SW to the fi re and wash deck system and the engine room sea water ballast tanks. The bilge, fi re and GS pumps are used to pump the bilges directly overboard and so they are not the main means by which the bilges will be pumped out as there is no 15ppm monitor located in the discharge line.

a) Check that the bilge strainers are clear.

b) Determine which pump is to be used for pumping the bilges.

c) Set the bilge pump discharge valves as in the following table:

It is assumed in this case that No.1 pump is being used to pump bilges and No.2 pump in on fi re main supply duties.


Open No.1 bilge, fire and GS pump discharge valve to the overboard discharge line B15V

Closed No.2 bilge, fire and GS pump discharge valve to the overboard discharge line B16V

Open Discharge line valve overboard B21V

Closed Discharge to SW service line B22V

Open Overboard discharge valve B20V

Open No.1 bilge, fire and GS pump suction valve from bilge main B3V

Closed No.2 bilge, fire and GS pump suction valve from bilge main B4V

d) Open the bilge suction valves, as required, in the following table:








e) Start the selected bilge, fi re and GS pump and pump the contents of the selected bilge overboard.

CAUTIONBefore any bilges are pumped directly overboard, it must be ensured that no local or international anti-pollution regulations will be contravened except where safety of the ship or personnel is involved.

Emergency and Direct Bilge Suctions

No.1 bilge, fi re and GS pump has a direct suction connection to the port forward bilge well via valve B5V.

An emergency bilge suction is provided on No.1 main cooling sea water pump via valve B6V.

Although these valves are not normally used it is essential that they be available for easy operation if necessary. The valve handwheels should be operated, when practical, at least once each month in order to ensure that the valves will open when required.

It is essential that all bilge suction strainers are cleaned at frequent intervals in order to ensure that bilges can be pumped at all times. Should a strainer be blocked the pumping of that bilge will be impaired.

Steering gear Room and Emergency Fire Pump Space Bilges

Bilges in the steering gear room and the emergency fi re pump space are drained to the engine room aft bilge well by means of self-closing drain valves located above the stern tube.

Valve B49V is used for draining the steering gear room bilges and valve B50V for draining the emergency fi re pump space bilge.

2.9 - Page 7 of 12


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Bilge

Illustration 2.9.2a Pump Room Bilge System

Key

Fire/Wash Deck Water

Sea Water

OP215

OP214

OP222OP224

OP260 OP401

OP221

OP220

OP219

OP218

OP400

OP258

OD382

OP404

OP293

OP259

OP402

OP403

OP216

OP239

OP257

(Port)

OP223

OD355

Slop

Tank

OD368OD367

OD366

OT150

Bilge

Eductor

(10m3/h)

Stripping

Pump 450m3/h

Stripping

Pump Suction

from COP's

Cargo Stripping

Eductor Suctions

Cargo

Stripping

Eductors

Water

Ballast Tank

To Tank

Cleaning Main

To Pump Room

Fire Main

Port Slop Tank

Port Slop Tank

To MARPOL

Line

Cargo Stripping Line

OP256

(Starboard)

2.9 - Page 8 of 12


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2.9.2 PUMP ROOM BILGE SYSTEM

Cargo Oil Stripping Pump

Capacity: 450m3/h

Bilge Stripping Eductor

Capacity: 10m3/h

INTRODUCTION

The pump room bilge system is serviced by two means, suction can either be taken by the cargo stripping pump or via a dedicated bilge eductor.

The stripping pump can take from the port and starboard bilge wells, the suction isolating valves are fi tted with extended spindles and are located aft of No.3 COP at the fl oor plate level. These valves are normally left open. The isolating valve OP239 onto the suction line of the stripping pump is via a hydraulically operated valve, the deck stand actuator for this valve is located on deck outboard of the starboard entrance door into the pump room.

Discharge from the pump would be directed into the port slop tank. In the event that this pump is used to deal with heavy fl ooding of the pump room, the stripping pump must fi rst be warmed through before it can be put on line, operation of the starting, stopping and speed control is from the HICHAS control system in the CCR.

For moderate accumulation of bilge/waste water, the eductor system is used. The eductor which has a centre bilge well, is driven from the fi re/deck wash system. The bilge eductor drive isolating valve and bilge suction isolator are located aft of No.3 COP at the fl oor plate level. The is a drive water isolating valve on deck on the starboard side, outboard of the entrance to the pump room entrance. The eductor bilge suction, local drive valve and drive water ioslating valve on deck must be mainteded in a closed postion unless the system is put into operation.

The discharge from this eductor is directly into the port slop tank via a line running on deck.

Procedure for Operation of the Bilge Eductor

a) Ensure there is adequate space in the port slop tank to receive the bilge discharge, taking into account the amount of water in the bilge and the throughput from the drive water.

b) Open the fi re/deck wash drive isolating valve on deck.

c) Start up the duty bilge, fi re and GS pump, ensure that the discharge pressure onto the fi re main is 8 bar or above.

d) In the pump room, open the eductor discharge isolating valve OD382 and the drive water inlet valve OP404.

e) Open the bilge suction drain valve to test for a vacuum, if satisfactory close the drain valve and open the bilge suction valve OP293. Check that the bilge well is being drawn out.

f) When the bilge well is empty, close the suction valve OP293 and the eductor drive valve OP404 and discharge valve OD382.

g) Close the drive isolating valve on deck and shut down the bilge, fi re and GS pump if no longer required for other duties.

h) Open the eductor suction line drain valve to drain out the water. Close the drain valve when all the water has run out.

2.9 - Page 9 of 12


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2.9.3 BOSUN’S STORE AND CHAIN LOCKER BILGE SYSTEM

A single bilge eductor, driven by sea water from the fi re/wash deck line, is provided for the drainage of the bosun’s store, chain lockers and forward void space. Each suction point is equipped with a suction non-return valve.

The suctions are located at:

• Port bosun’s store

• Starboard bosun’s store

• Centre bosun’s store

• Port chain locker

• Starboard chain locker

• Centre, forward void space

Procedure for Operating the Forward Bilge Systems

a) Start the duty bilge, fi re and GS pump and pressurise the fi re main.

b) Open the overboard discharge valve BG01.

c) Open the appropriate eductor suction valves.

Description Valve

Port chain locker (remote operation) BG05

Starboard chain locker (remote operation) BG04

Void space (remote operation) BG08

Bosun’s store port BG03

Bosun’s store starboard BG02

Bosun’s store centre BG06

d) Open the eductor drive fi re water supply valve on deck, BF06.

e) On completion close all the above valves and shut down the bilge, fi re and GS pump if no longer required for other duties.

BG01

BG01

From Fire/Wash Deck Line

From Fire

Wash Deck Line

Chain Locker

Starboard

Chain Locker

Port

Chain Locker

Port

Chain Locker

Starboard

Illustration 2.9.3.a Bosun’s Store and Chain Locker Bilge System

Key

Fire Water System

Bilges

BG02

BG02

BG04

BG04

BG03

BF06

BF06

BG03

BG06

BG06

BG08

BG08

2nd Deck

Fore Peak

Void Space

Bosun's Store

Bosun's Store

Void Space

Upper Deck

Port Starboard

BG05

BG05

2.9 - Page 11 of 12

2.10 Air Systems 2.10.1 Starting Air System

2.10.2 General Service Air System

2.10.3 Control Air System

Illustrations

2.10.1a Starting Air System

2.10.2a General Service Air System

2.10.3a Control Air System


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PSPS

PS

A

PI

PX

PI

PS

PI

PXPI

PX

PIPI

PI

SSS

S

S

S

P

PX

PAL

MC

PS

PAL

MC

161V

166V168V

Illustration 2.10.1a Starting Air System

171V24V

172V

173V

192V

To Main Engine

Fuel Oil Damping

Vessel

155V

206V

To Generator

Engines

To Safe

Position Outside

Engine Room

in CasingFrom Control

Air Reservoir

From Service

Air Reservoir

Generator Engine

Air Driven Pump

(0.37m3/h

x6.0kg/cm2)

Auxiliary Air

Reservoir

(0.25m3

x30kg/cm2)

No.1

Main Air Reservoir

(16.5m3)

No.2

Main Air Reservoir

(16.5m3)

Emergency Air Compressor

(40m3/h x30kg/cm2)

Main Air Compressor

(375m3/h x30kg/cm2)

Topping Up Air Compressor

(250m3/h x30kg/cm2)

10V




23V

156V 2V 1V

19V 21V20V

41V

22V

43V167V

44V

To Air WhistleTo

Control Air

System

From Service

Air Reservoir

To Air Bottle for

Emergency

Shut-off Valves

To Main Engine

Jacket Cooling Buffer Unit

To Engine

Room Service

Set 8.8kg/cm2

To Bilge

Well

25V

Main Engine

Control System

and Spring Air

Key

Air

Central Cooling

MDO

79V

sNo.2

162V163V

167V

Main Air Compressor

(375m3/h x30kg/cm2)

sNo.1s


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2.10 AIR SYSTEMS

2.10.1 STARTING AIR SYSTEMMain Air Compressors

Maker: HamworthyModel: V375No. of sets: 2Capacity: 375m3/h at a pressure of 30kg/cm2


Maker: HamworthyModel: V250No. of sets: 1Capacity: 250m3/h at a pressure of 30kg/cm2


Maker: HamworthyModel: VA40, air cooledNo. of sets: 1Capacity: 40m3/h at a pressure of 30kg/cm2

INTRODUCTION

The starting air system is supplied by two main starting air compressors which supply the two 16.5m3 main air reservoirs. In addition to the main starting air compressor a topping up compressor is provided. The topping up compressor is used for maintaining pressure in the starting air reservoirs whilst at sea. When manoeuvring the main starting air compressors are normally used with one compressor set to cut in when the pressure in the starting air receiver falls to a predetermined value. If the air reservoir pressure continues to fall the other starting air compressor, set to standby, will cut in to maintain the required pressure. The standby compressor cuts out at a slightly lower pressure than the duty starting air compressor. Selection of duty and standby compressor is interchanged periodically in order to ensure that each compressor has similar running hours; running hours should not necessarily be equal in order to stagger the maintenance and survey work.

The main air reservoirs supply the starting air for the main and generator engines and can supply the control and general service air systems if necessary. The reservoirs supply air to all three generator engines using a separate pipeline from that used for supplying the main engine.

The compressors are equipped with a high air temperature trip, which shuts down the machine when the set point is exceeded. A low level LO trip is

provided, which will shut down the machine when the sump level drops below the preset level. A time delay is provided to compensate for the movement of the vessel.

One emergency compressor supplies the 0.25m3 generator air reservoir. The compressed air in the generator air reservoir is used to start the three generator generator engines when the main air compressors are not available. This air reservoir also supplies the generator engine marine diesel oil (MDO) pump.

Each compressor has an automatic unloader on the high pressure discharge. It opens just before 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 generator air supply line from the main reservoirs. The valve from the selected duty air reservoir to the generator air line will always be open in order to ensure that the standby generator engine can be started at any time. Normally the topping up compressor is on standby duty when at sea due to the relatively low air consumption during that period. When manoeuvring both main air compressors will normally be set to standby duty. One compressor will cut in at a higher pressure than the other compressor.

The main compressors are water cooled by the central cooling fresh water system.

Buttons at the local starter panel enable the compressors to be manually started and stopped. When in remote operation, they can be arranged for automatic lead/lag operation from the engine control room. The selector switch is located on No.1 air compressor isolation breaker on No.1 440V feeder panel, postion 1 is No.1 compressor lead and No.2 follow, position 2 is for manual operation and position 3 is No.2 compressor lead No.1 follow.

The control and service air systems can be supplied from the starting air system through a reducing valve should the control and service air compressors become inoperative.

Procedure for Operating the Starting Air System

a) Ensure that all pressure gauge and instrumentation valves are open.

b) Check the oil level in the compressors.

c) Check the sump for water.

d) Only one reservoir should be in use at a time, which will maintain a reserve should a pressure loss occur in the system.

e) Set up valves as shown in the tables below. The valves are shown as set for the given compressor and air reservoir combination. Either of the two air reservoirs may be refi lled using the main or topping up compressors.

No.1 Main Air Compressor in use with No.2 Compressor on Standby and No.1 Start Air Reservoir in Use


Open No.1 compressor discharge valve A1V

Open No.1 reservoir inlet valve

Open No.1 reservoir outlet valve to generator engines and general service

Open No.1 reservoir outlet valve to main engine starting air

Open Supply to generator engine master valve A155V

Open No.1 generator engine supply valve A171V



Open Emergency start air reservoir outlet valve

Open Emergency start air reservoir inlet valve from emergency air compressor

Open Air line valve to the generator engine MDO pump A192V

Closed Air line valve to main engine FO damping vessel A10V

Open No.2 compressor discharge valve A2V

Open Topping up compressor discharge valve A156V

Closed No.2 reservoir inlet valve

Closed No.2 reservoir outlet valve to generator engines and general service

Closed No.2 reservoir outlet valve to main engine starting air

Open No.1 compressor CFW inlet valve W162V

Open No.1 compressor CFW outlet valve W167V

Open No.2 compressor CFW inlet valve W161V

Open No.2 compressor CFW outlet valve W166V

Open Topping up compressor CFW inlet valve W163V

Open Topping up compressor CFW outlet valve W163V

Open Inlet valve to generator services reducing valve A19V

Open Outlet valve from generator services reducing valve A21V

Closed Auxiliary services reducing valve bypass valve A22V

2.10 - Page 3 of 12


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PSPS

PS

A

PI

PX

PI

PS

PI

PXPI

PX

PIPI

PI

SSS

S

S

S

P

PX

PAL

MC

PS

PAL

MC

161V

166V168V

Illustration 2.10.1a Starting Air System

171V24V

172V

173V

192V

To Main Engine

Fuel Oil Damping

Vessel

155V

206V

To Generator

Engines

To Safe

Position Outside

Engine Room

in CasingFrom Control

Air Reservoir

From Service

Air Reservoir

Generator Engine

Air Driven Pump

(0.37m3/h

x6.0kg/cm2)

Auxiliary Air

Reservoir

(0.25m3

x30kg/cm2)

No.1

Main Air Reservoir

(16.5m3)

No.2

Main Air Reservoir

(16.5m3)


(40m3/h x30kg/cm2)

Main Air Compressor

(375m3/h x30kg/cm2)


(250m3/h x30kg/cm2)

10V




23V

156V 2V 1V

19V 21V20V

41V

22V

43V167V

44V

To Air WhistleTo

Control Air

System

From Service

Air Reservoir

To Air Bottle for

Emergency

Shut-off Valves

To Main Engine

Jacket Cooling Buffer Unit

To Engine

Room Service

Set 8.8kg/cm2

To Bilge

Well

25V

Main Engine

Control System

and Spring Air

Key

Air

Central Cooling

MDO

79V

sNo.2

162V163V

167V

Main Air Compressor

(375m3/h x30kg/cm2)

sNo.1s

2.10 - Page 4 of 12


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f) Ensure that cooling water is supplied from the cooling fresh water system.

Automatic Operation

g) Energise the starter panel by operating the main isolator.

• Set the mode switch S1 to AUTO

• Set the local/remote switch S2 as required

(Note: In the local position the compressor may only be controlled locally but in the remote position it may be controlled from the ECR.)

• Set the drain switch S3 to AUTO

• Press the RESET pushbutton

h) Press the START button. The compressor runs off-load for a short time (approximately 15-20 seconds) after which the drain/unloading solenoid valves will be energised to close and to discharge to the system.

(Note: The compressor will only take load if the system is not fully charged.)

The compressor is now controlled by the air system pressure switch. At 5 minute intervals the drain solenoid valves are de-energised for 2 seconds to drain the separator bowls.

When the pressure switch indicates a full pressure in the air reservoir, the solenoid valves are de-energised. The drain opens and the compressor unloads until a start signal from the pressure switch is received. The compressor remains running but is off load.

When the pressure in the air reservoir falls to the recharging pressure a recharge signal is sent to the compressor. The solenoid valves are energised to close, causing the compressor to charge the system. If the recharge signal is not received within 5 minutes of the charged signal, the compressor stops, leaving the solenoid valves open. On a recharge signal the compressor starts as if the START button had been pressed.

If the STOP button is pressed (or switch S1 is turned to the OFF or MAN position) the solenoid valves are de-energised to open and drain the separator bowls. The compressor continues to run in the unloaded condition for 5 minutes before stopping. Pressing the START button during this cycle brings the compressor back on line to recharge the system if a recharge signal is given by the pressure switch.

If the air reservoir pressure continues to fall despite the duty compressor operating the second compressor will start when the pressure falls to the

preselected low low pressure. This compressor will start and load in the same way as the duty compressor and it will unload when the cut out pressure for the second operating compressor is reached.

Manual Operation

i) Energise the starter panel by operating the main isolator.

• Set the mode switch S1 to MAN

• Set the local/remote switch S2 to LOCAL

• Set the drain switch S3 to MAN

• Press the RESET pushbutton

The compressor will start and run in this mode overriding the low oil level and high air temperature shutdown devices. The emergency stop button and motor thermal overloads will still stop and unload the machine. The compressor and air system protection during manual mode running are given by fi rst and fi nal stage air and water jacket safety valves. Starting, running and run down cycles are as for normal (automatic) running as described with the exception of the following:

• The oil level switch is overridden

• The high air temperature switch is overridden

• The remote start/stop function is disabled

j) A selector switch is provided for selecting the operating order of the compressors.

2.10 - Page 5 of 12


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PS PIPSPS

PI

PXPS

PX

PI

PALMC

PXPS

LAHMC

PXLS

LALMC

PXLS

PILS

LS

S

High Sea

Chest79V42V

77V6VSteam

Low Sea

Chest

78V41V

76V5VSteam

Illustration 2.10.2a General Service Air System

Service

Air Reservoir

(2m3 x8kg/cm2)

19V 21V20V

22V

164V

169V 48V

50V51V

101V

To Main Engine

Jacket Cooling

Fresh Water Pumps

From Main Engine

HT Circuit Feed Pumps

Generator

Engine Group

Main Engine

and Other Group

87V 86V

47V

84V

Set 4kg/cm2

Air Bottle For

Emergency

Shut Off Valve

Main Engine

Jacket

Cooling

Buffer Unit

(1.2m3)

Service Air Compressor

(350m3/h x8kg/cm2)

To Safe Position

Outside Engine Room

in Casing 41V

Set 8.8kg/cm2

30/8kg/cm2 Pressure

Regulating Valve

From Main Air Reservoirs43V

44V

167V

Key

Air

Central Cooling Water

HT Cooling Water

Steam

To Control Air System

To Air Whistle

To Accommodation

To Workshop

To Deck Service

To Foam Room

To 2nd Deck (Port)

To Economiser Soot

Release Unit

To Steering Gear

Room

45V

47V 92V

52V

56V

74V

48V

To 2nd Deck (Starboard)

To Boiler Atomising

53V

Near Auxiliary Boiler203V

Near Turbine

(Pump Room Top) 204V

To Incinerator Purge Air

From 7kg/cm2 Steam Service System

55V

To Casing54V

To Casing Top201V

To Floor (Port)50V

To Emergency

Diesel Generator Room

To Main Engine Leakage

and Washing System

57V Emergency Fire Pump

Space Sea Chest

191V

To Fresh Water

Hydrophore Unit (Port)51V

To Floor (Starboard)

58V

To 3rd Deck

Near Generator

Engine59V

Near No.2 Generator

Engine

Hose

To Purifier Room

To 3nd Deck (Port)49V

166V

S s

2.10 - Page 6 of 12


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2.10.2 GENERAL SERVICE AIR SYSTEMGeneral Service Air Compressor

Maker: HamworthyModel: V375No. of sets: 1Capacity: 350m3/h at a pressure of 8.0kg/cm2

INTRODUCTION

The general service air system is supplied by a two stage, water cooled, reciprocating air compressor, which supplies air at a rate of 350m3/h at a pressure of 8.0kg/cm2. It discharges to a 2m3 air reservoir. The compressor is controlled by the pressure in the reservoir, loading and unloading as required.

The general service air system is normally supplied by the service air compressor and the service air reservoir, however, in the event of failure of the service air compressor air may be supplied from the start air system through a reducing valve. In an emergency the reducing valve can be bypassed and air supplied from the main air system through an orifi ce; this is an emergency procedure and should not normally be adopted.

The system supplies the following services:

• Whistle

• Emergency shut off valve air reservoir

• Jacket water cooling system buffer tank

• Economiser sootblowers

• Purifier room

• Fresh water hydrophore unit

• Emergency diesel generator room

• High and low sea chest air blowing systems


• Deck services

• Engine room services

• The steering gear room

• Boiler atomising air

• Scavenge air cooler and turbocharger cleaning

• Incinerator

Procedure for Preparing the General Service Air System for Operation using the Service Air Compressor

a) Ensure that all the instrumentation valves are open.

b) Check the oil level in the compressor.

c) Ensure that cooling water is being supplied to the service air compressor from the central FW cooling system. Valves W164V and W169V must be open.

d) Check the service air compressor sump for water.

e) Set up the valves as shown in the tables below.

General Service Air SystemPosition Description Valve

Closed Inlet valve to start air reducing valve A19V

Closed Outlet valve from reducing valve A21V

Closed Reducing valve bypass valve A22V

Open Inlet valve to service air receiver from service air compressor

Open Service air receiver outlet valve

Open Whistle air valve A43V

Open System line valve A44V

Open Accommodation services air valve A45V

Open Deck services air valve A47V

Open Deck services non-return valve A92V

Engine Room ServicesPosition Description Valve

Open 2nd deck outlet port A48V

Open Purifier room A166V

Open 3rd deck outlet port A49V

Open Floor outlet port A50V

Open Fresh water hydrophore unit A51V

Open Emergency generator room A52V

Open 2nd deck outlet starboard A53V

Open Casing outlet A54V

Open Casing top outlet A201V


Open Steering gear room A56V

Open Workshop outlet A46V

Open Workshop outlet A197V

Open Fuel valve test room outlet A198V

Open Floor outlet starboard A58V

Open 3rd deck outlet starboard A59V

Open Outlet near turbine (pump room top) A204V

Open Outlet near auxiliary boiler A203V

Open Emergency fire pump sea chest connection A202V

(Note: The service air supply outlet valves are shown as open but this would be the normal position when an outlet was supplying service air.)

f) Start the service air compressor, ensuring that the loading and unloading system operates correctly.

g) Check that the system drain traps are operational.

The service air system is now operating with air supplied by the service air compressor via the service air reservoir.

2.10 - Page 7 of 12


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Illustration 2.10.3a Control Air System

19V21V 20V

22V

41V

Set 8.8kg/cm2

30/8kg/cm2 PRV

To Air

Whistle

From Service

Air Reservoir

To Air Bottle

For Emergency

Shut Off Valves

To Main Engine

Jacket Cooling

Buffer Unit

To Engine Room

Service

From

Main Air Reservoirs

Control

Air Reservoir

(1m3 x8kg/cm2)

To Safe Position

Outside Engine Room

in Casing

To Generator Engine

Fuel Oil Supply Unit

To Feed Filter

Tank Auto

To Boiler Feed Filter Tank

Temperature Control Valve

To Economiser

Steam Dump Valve

Tank Level Gauge

To Boiler Fuel Oil

Heater

To Boiler Feed Water

3-Way Valve

90V

184V

91V

131V

132V

135V

136V

137V

140V

142V

143V

144V

186V

147V

182V

183V

148V

To Main Engine


148V

188V

To No.1, No.2 Boiler Unburnt

Gas Sampling

To Local Fire Fighting

System Section Valves

Boiler Sootblower Steam

Shut Off Valve

118V

119V

121V

145V

125V

146V

122V

124V

181V

126V

133V

134V

152V151V

To Heavy Fuel Oil

Purifier UnitTo Main Engine

Lubricating Oil Temperature

Control Valve

To Main Engine Jacket Fresh Water


To Inert Gas Top Up

Steam Dumping Valve

To ODME System

Measuring

Vessel

Sampling

Pump

Pump Room Engine Room

To Main Engine

Lubricating Oil Discharge Filter

To Cargo Oil Tank

Condenser Water Level

Control Valve

To Central Fresh Water Coolers


To Bilge Holding Tank


187V

To Generator Engine

Jacket Heater

To Lubricating Oil

Purifier Unit

To Atmospheric Condenser

Bypass Temperature Control Valve

Draught Gage System and

Air Purge Unit

To 18kg/cm2/10kg/cm2

Steam Pressure Reducing Valve

To 18kg/cm2/7kg/cm2


To Oily Bilge

Separator

To Generator Engine

Heavy Fuel Oil/Marine Diesel Oil

3 Way Changeover Valve

80V

138V

139V

75V

Pump Room

No.1 Boiler Solenoid Valve Board


To Hydrophore Power Unit Room

To Inert Gas System Instrument Air

Key

Air


113V174V

44V

175V

111V

167V

43V

112V

No.1

Control Air

Dryer

(100m3/h)

Control Air Filter

No.2

Control Air

Dryer

(100m3/h)

115V

Main Engine164V

169V


(350m3/h x8kg/cm2)

S s

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2.10.3 CONTROL AIR SYSTEM

Control Air Compressor

Maker: HamworthyModel: V150No. of sets: 1Capacity: 100m3/h at a pressure of 8.0kg/cm2

Air Dryer

Make: Kyung Nam Industrial Co.Model: KAD-101No. of sets: 2Capacity: 100m3/h

Air Filter

Make: Hankinson InternationalModel: HF

INTRODUCTION

The control air system is normally supplied from the control air reservoir which is maintained at working pressure by the control air compressor. The system can also be supplied from the service air reservoir and in an emergency, additionally, it may also be supplied from the main starting air reservoirs via a reducing valve.

The control air is processed through an air dryer and associated fi lters before supplying the control air services. It is essential that the air supplied to the control air system is clean and dry at all times in order to prevent sticking and associated problems at control devices.

The following control air services are supplied:• Oil discharge monitoring equipment

• Inert gas control air

• Remote sounding system

• Main engine safety air system

• Main engine control air system

• Main engine auto backflushing LO filters

• Main engine auto backflushing FO filters

• Generator 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) Check the oil level in the compressor.

c) Ensure that cooling water is being supplied to the control air compressor from the central FW cooling system. Valves W165V and W170V must be open.

d) Check the compressor sump for water.

e) Ensure that the inlet and outlet valves to the fi lters are open.

f) Start one of the control air dryers operating; the valves for both air dryers are shown as open but if a dryer is undergoing service the valves will be closed. Check that the dryer is operating satisfactorily. The dryers can be bypassed in an emergency but moisture in the control air is damaging for the control system and the dryers should always be operated if possible.

g) Set up the valves as shown in the following table.


Open Inlet valve to reducing valve from starting air system A19V

Open Outlet valve from reducing valve A21V

Open Reducing valve bypass valve A22V

Open Supply non-return valve from starting air and service air systems A167V

Open Control air reservoir filling valve from control air compressor

Open Control air reservoir outlet valve

Open Inlet valve to No.1 air dryer A111V

Open Outlet valve from No.1 air dryer A112V

Open Inlet valve to No.2 air dryer A174V

Open Outlet valve from No.2 air dryer A175V

Closed Bypass valve for air dryers (locked closed) A113V

Open Control air supply valve to pump room A80V

Open Control air valve to No.1 boiler solenoid valve board A138V


Open Control air valve to No.2 boiler solenoid valve board A139V

Open Control air valve to hydraulic power unit room A75V

Control Air Manifold Supplied by Valve A90V

Open Manifold supply valve A90V

Closed Manifold drain valve A91V

Open Generator engine fuel oil supply unit A131V

Open Main engine fuel oil supply unit A132V

Open Feed filter tank filling valve A135V

Open Generator engine HFO/DO three-way valve A136V

Open Boiler filter tank temperature control valve A137V

Open Atmospheric condenser temperature control valve A140V

Open Economiser steam dump valve A142V

Open Draught gauge system (ballast console) A143V

Open Tank level gauge system A144V

Open Boiler FO heater temperature control valve A186V

Open Boiler feed water three-way valve A147V

Open Oily bilge separator A148V

Open Steam 18kg/cm2/7kg/cm2 pressure reducing valve A183V

Open Steam 18kg/cm2/10kg/cm2 pressure reducing valve A182V

Control Air Manifold

Open Boiler sootblower steam shut-off valve A184V

Open Local fire fighting section valves A188V

Open Boiler unburnt gas sampling panel A148V

Control Air Manifold Supplied by Valve A118V



Open HFO purifier unit A133V

2.10 - Page 9 of 12


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Illustration 2.10.3a Control Air System

19V21V 20V

22V

41V

Set 8.8kg/cm2

30/8kg/cm2 PRV

To Air

Whistle

From Service

Air Reservoir

To Air Bottle

For Emergency

Shut Off Valves

To Main Engine

Jacket Cooling

Buffer Unit

To Engine Room

Service

From

Main Air Reservoirs

Control

Air Reservoir

(1m3 x8kg/cm2)

To Safe Position

Outside Engine Room

in Casing

To Generator Engine


To Feed Filter

Tank Auto

To Boiler Feed Filter Tank


To Economiser

Steam Dump Valve

Tank Level Gauge

To Boiler Fuel Oil

Heater

To Boiler Feed Water

3-Way Valve

90V

184V

91V

131V

132V

135V

136V

137V

140V

142V

143V

144V

186V

147V

182V

183V

148V

To Main Engine


148V

188V

To No.1, No.2 Boiler Unburnt

Gas Sampling

To Local Fire Fighting

System Section Valves

Boiler Sootblower Steam

Shut Off Valve

118V

119V

121V

145V

125V

146V

122V

124V

181V

126V

133V

134V

152V151V

To Heavy Fuel Oil

Purifier UnitTo Main Engine

Lubricating Oil Temperature

Control Valve

To Main Engine Jacket Fresh Water


To Inert Gas Top Up

Steam Dumping Valve

To ODME System

Measuring

Vessel

Sampling

Pump

Pump Room Engine Room

To Main Engine

Lubricating Oil Discharge Filter

To Cargo Oil Tank

Condenser Water Level

Control Valve

To Central Fresh Water Coolers




187V

To Generator Engine

Jacket Heater

To Lubricating Oil

Purifier Unit

To Atmospheric Condenser

Bypass Temperature Control Valve

Draught Gage System and

Air Purge Unit

To 18kg/cm2/10kg/cm2


To 18kg/cm2/7kg/cm2


To Oily Bilge

Separator

To Generator Engine

Heavy Fuel Oil/Marine Diesel Oil

3 Way Changeover Valve

80V

138V

139V

75V

Pump Room



To Hydrophore Power Unit Room

To Inert Gas System Instrument Air

Key

Air


113V174V

44V

175V

111V

167V

43V

112V

No.1

Control Air

Dryer

(100m3/h)

Control Air Filter

No.2

Control Air

Dryer

(100m3/h)

115V

Main Engine164V

169V


(350m3/h x8kg/cm2)

S s

2.10 - Page 10 of 12


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Open LO purifier unit A134V

Open Control air manifold supplied by valve A119V



Open Main engine LO discharge filter A121V

Open Main engine LO temperature control valve A122V

Open COPT condenser water level control valve A145V

Open Main engine jacket FW temperature control valve A124V

Open Central FW cooler temperature control valve A125V

Open IG top-up steam dumping valve A181V

Open Bilge holding tank temperature control valve A146V

Open ODME system A126V

(Note: The service air supply outlet valves are shown as open but this would be the normal position when an outlet was supplying service air.)

h) Start the control air compressor, ensuring that the loading and unloading system operates correctly.

i) Check that the system drain traps are operational.

The control air system is now operating with air supplied by the control air compressor via the control air reservoir.

2.10 - Page 11 of 12

2.11 Steering Gear

Illustrations

2.11a Steering Gear Flow Lines


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Illustration 2.11a Steering Gear Flow Lines

No.1Motor

No.1AuxiliaryPump

No.1Pump

No.2Pump

No.2Motor

Pump UnitPump Unit

No.2AuxiliaryPump

ServoController

PilotRelief Valve

PilotRelief Valve

BoostReliefValve

BoostReliefValve

No.2 Hydraulic Bypass Valve

SolenoidValve


SolenoidValve

No.1 TransferValve

No.2AutomaticIsolation

Valve

No.1AutomaticIsolationValve

No.2 Transfer Valve

SafetyValves

SafetyValves

connection Lines

Steering Gear

B-2

T-2

D-2

No.2 No.1

No.4 No.3

D-1

D-2

D-1

A BE

C DF

Sol b Sol b

Sol a

a

b

a

b

Sol a

T-1T-2

T-1

E-2

E-1

E-2

E-1

B-1

B-2

B-1

Key

Hydraulic Oil

Hydraulic Oil Return


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2.11 STEERING GEAR

Maker: Yoowon Industries Ltd (Mitsubishi Design)Type: Two ram, four cylinder, rapson slide typeModel: YDFT-530-2Pump: 6V FH2B-MKRated output: 560 Tonne/m

DESCRIPTION

The steering gear consists of two hydraulic rams driven by two electrically powered pumps. The pumps are of the variable displacement axial piston type and are contained in their own individual oil tanks; each motor also drives an auxiliary pump which provides oil for operating the servo valves. Each hydraulic unit comprises a Mitsubishi Janney variable delivery pump, a valve block, a bypass relief valve a fi lter unit and an oil tank with level switches for operating the automatic isolation system.

The steering gear is capable of operating as two totally isolated steering systems.

Each pump unit is capable of putting the rudder through the working angle in the specifi ed 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 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 causes a loss of hydraulic fl uid from one of the systems, the fl oat switches in the oil tank are activated. 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, the steering capability is maintained at reduced speed with 50% of the rudder torque.

The steering gear is remotely controlled by the autopilot control or by hand steering from the wheelhouse. Electrical signals from the autopilot unit or bridge steering unit are transmitted to the torque motor which operates the servo controller lever which applies the stroke on the variable delivery pumps. In the event of failure of the autopilot or the bridge steering control the steering gear must be operated under emergency control. There are three methods in which emergency steering can be carried out from the steering gear compartment, see section 5.3 for details.

The variable fl ow pumps are driven by constant speed, uni-directional motors. The delivery output of these pumps is continuously variable from full fl ow in one direction through zero, to full fl ow in the opposite direction. When ordered to pump oil to cylinders No.1 and 3 they draw oil from cylinders No.2 and 4 and vice versa.

The variable fl ow pumps are operated by a control lever, which operates the tilting lever servo controller of the pump cylinder. This causes oil to be discharged to the hydraulic cylinders. As the tiller moves feedback causes the servo controller lever to remove stroke from the pump and when the tiller reaches the set angle, the pump tilting lever is restored to the neutral position, the pump then ceases to discharge oil. Pump No.1 and No.2 are both supplied from the emergency switchboard in low speed mode. When operating with power from the emergency generator the pole change switch operates, the pump speed is then limited to 600 rpm. In this situation the ship’s speed must be reduced to half of normal sea speed.

An unloading valve is fi tted so that on start up the oil discharged from the pump returns to the pump suction, allowing the motor to start on no-load. The bypass valve is deactivated when the motor reaches its rated speed.

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 confi ned waters, it is compulsory that both pump units are running, in order to obtain the IMO recommended 28 seconds from 35° one side to 30° the other side (with one pump the requirement is 56 seconds).

The hydraulic power circuit is protected against overpressure surges by the pressure limiting devices. Overpressure can be caused, for example, by heavy seas on the rudder.

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 refi ll with the correct grade as required.

b) Check that the torque motor linkages are correctly set.

c) Ensure the rudder is in the mid position.

d) Start the selected electro-hydraulic pump unit.

e) Carry out pre-departure tests.

f) Check for any leakage and rectify.

g) Check for abnormal noise.

h) Check operating pressures.

Automatic Isolation System

This steering gear is arranged so that in the event of a loss of hydraulic fl uid 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

The isolation system consists of the following equipment:

Control panel: 1

Isolating valves: 2

Low low level switches: 2

Low level switches (two for alarm and two for control): 4

Limit switches: 2

Wheelhouse alarm panel: 1

Engine room alarm panel: 1

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.

By switching the AUTO/MANUAL changeover switch on the control panel the isolation valves can be operated manually or automatically. The switch is normally set to the AUTO position.

A timer is fi tted to the level switch circuit in order to prevent operation of the isolation system due to temporary activation of a low level switch due to rolling of the ship.

2.11 - Page 3 of 6


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Illustration 2.11a Steering Gear Flow Lines

No.1Motor

No.1AuxiliaryPump

No.1Pump

No.2Pump

No.2Motor

Pump UnitPump Unit

No.2AuxiliaryPump

ServoController

PilotRelief Valve

PilotRelief Valve

BoostReliefValve

BoostReliefValve


SolenoidValve


SolenoidValve

No.1 TransferValve

No.2AutomaticIsolation

Valve

No.1AutomaticIsolationValve

No.2 Transfer Valve

SafetyValves

SafetyValves

connection Lines

Steering Gear

B-2

T-2

D-2

No.2 No.1

No.4 No.3

D-1

D-2

D-1

A BE

C DF

Sol b Sol b

Sol a

a

b

a

b

Sol a

T-1T-2

T-1

E-2

E-1

E-2

E-1

B-1

B-2

B-1

Key

Hydraulic Oil

Hydraulic Oil Return

2.11 - Page 4 of 6


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Failure Sequence with One Pump Running

With No.1 pump running and No.2 pump stopped, if loss of oil occurs, the following sequence will take place.

a) If the oil level in No.1 oil tank goes down to the LOW position audible and visual alarms are given on the bridge and in the machinery space.

b) No.1 and No.2 isolating valves and the hydraulic system associated with No.2 pump is isolated together with that of the running pump. Indicator lamps on the control and alarm panels show that the isolating valves are shut. No.2 pump starts operating in parallel with No.1 pump, each pump supplying its own cylinders. Pressing the BZ STOP pushbutton silences the alarm buzzer.

c) With the systems isolated the oil level in the tank connected to the system in which the leak has occurred will continue to fall. When the low low level switch is activated in one of the oil tanks the pump supplied by that tank is stopped because the leakage must be in that hydraulic circuit or system. At the same time the automatic isolating valve for the cylinders is opened in order to prevent a hydraulic lock due to the pump for that pair of cylinders being stopped. The control and alarm panel indicator lamps illuminate to show that the isolating valve for that system has been opened.

If an oil system failure occurs when both pumps are already running, the two circuits are isolated as above and the pump for the system in which the failure has occurred is shut down.

Manual operation of the isolating valve system is possible but the AUTO/MANUAL switch on the control panel must be switched to MANUAL. Closing of an isolating valve must only take place when the pump for that hydraulic circuit is running.

Pushbuttons for opening and closing the isolating valves are provided on the control panel and pressing these will open or close a particular valve. Lamps are illuminated on the control and alarm panels to indicate that an isolating valve is opened or shut.

Manual operation of the isolating valves should only be undertaken in exceptional circumstances and the selector switch should normally be in the AUTO position. If the switch is moved to MANUAL in order to allow for manual operation of the isolating valves, the switch must be returned to the AUTO position when the system is restored to normal operation.

System Checks

Daily: Tank oil levels and system leakage

Weekly: Sliding rams and tiller rust prevention

Pilot pressure check from auxiliary pump

Greasing of sliding mechanism, rudder carrier bearing and other similar parts

Monthly: Check bolt tightness

Change grease in chain couplings

Six monthly: Oil samples for testing

Annually: Oil level switch checks

Isolation valve checks including automatic operation

2.11 - Page 5 of 6

2.12 Electrical Power Generators 2.12.1 Diesel Generators

2.12.2 Emergency Diesel Generator


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Generator Engine

Generator Engine Pre-heater Unit

HHP ifiPurifi er pply & turn

LT PuLT Pu

HH

t i H tctric Heater


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2.12 ELECTRICAL POWER GENERATORS

2.12.1 DIESEL GENERATORS

Maker: WartsilaType: 9L20No. of cylinders: 9Bore: 200mmStroke: 280mmSpeed: 900 rpmCapacity: 1,490kW

Turbocharger Maker: ABBType: TPS57E01

GovernorMaker: WoodwardType: 3161

AlternatorMaker: HyundaiType: HFJ5 802-636 84ECapacity: 1,687.5kVA

INTRODUCTION

There are three diesel generators, operating in the medium speed range, which supply electrical power for the ship. The generator engines are rated at 1,490kW.

The engines have nine cylinders and they are 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 fl ushing through prior to shutting down for maintenance.

One diesel generator is used during normal sea going conditions. Two generators are required during manoeuvring.

Starting Air System

The engines are started by means of an air driven starter motor; TDI Turbostart Two, model 45M. 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 fl ywheel. 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 115 rpm, if conditions are normal and fi ring 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 fl ywheel and the air motor stops.

During starting a pneumatic cylinder operates a stop arm to limit the fuel regulating shaft.

The main starting valve may be operated by the pushbutton at the local starting position or pneumatically by a solenoid valve when starting the engine remotely or automatically. The engine cannot be started whilst the turning gear is engaged

CAUTIONThis pushbutton must not be operated whilst the engine is running.

In an emergency the air starter can be activated by means of the manually operated valve. In this case the automatic speed detection and air start deactivation system is inoperative and when the engine fi res the valve must be manually closed in order to prevent engine overspeed.

Turbocharger System

The engines is fi tted with an exhaust gas driven turbocharger. The turbocharger draws air from the engine room via a suction fi lter and passes it through a charge air cooler, before supplying the individual cylinders.

Cooling Water System

All cooling water requirements for the generators are provided by water from the central fresh water cooling system.

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. There are separate steam and electric preheaters, each with its own pump. When steam is available the steam preheater is used.

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.

The low temperature fresh water cooling pump circulates water through the charge air cooler and the lubricating oil cooler. The low temperature cooling water circuit also has a thermostatically controlled three-way valve. This valve circulates water back to the low temperature cooling water pump suction from the cooler oultets should the temperature be below that required; this maintains the correct temperature in the low temperature cooling fresh water system.

Fuel System

The engine fuel oil supply rail, under normal circumstances, is supplied from the generator engine FO supply and booster pumps. If it is necessary, the generator engines can be supplied with DO from the MDO fl ushing pump but under normal circumstances the generator engines operate on HFO. If a change is made to DO the changeover valves at the engine must be operated accordingly (see section 2.6.2.). 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 return pipe. The engine FO supply rail will thus be kept hot and ready for use.

The discharge of the fuel feed pump passes through a duplex fuel oil fi lter. Both fi lters are normally in use, only shutting one off for maintenance. Turning the top handle two turns cleans the fi lters. Any sediment can be drained off.

Excess fuel not needed by the injection pumps is passed through the overfl ow pipe and delivered into the manifold, which returns it to the system. This principle ensures that:

• There is always an adequately large amount of pressurised fuel available.

• The heated fuel can be circulated for warming up the piping system and the injection pumps prior to engine starting.

• The necessary fuel oil temperature can be better maintained.

The high pressure fuel pipes are sheathed, any leakage from these pipes or their connections are lead to a chamber at the aft end of the engine which is fi tted with a high level alarm.

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 fi tted to supply oil to the bearings and other

2.12 - Page 3 of 10


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Generator Governor & Local Control Panel

Air Start Motor

2.12 - Page 4 of 10


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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 prelubricating pump is normally switched to automatic mode when the engine is selected for standby. The prelubricating pump stops automatically when the engine is running and the main lubrication pump is delivering oil.

The engine driven pump and the electrically driven prelubrication pump both take suction from the engine sump and discharge through a cooler and duplex fi lter 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 main LO fi lter is supplemented by a bypass centrifugal fi lter mounted at the engine base frame. During operation a part of the lubricating oil supplied from the engine driven LO pump enters the centrifugal fi lter and returns to the oil sump in the base frame.

The fi lter is driven by the oil supply. The fi lter relies on centrifugal force and can remove high-density sub micron particles.

Procedure to Prepare a Diesel Generator Engine for Starting

a) Set the engine to LOCAL control.

b) Set up the fuel oil service system as described in section 2.6.2.

c) Set up the central cooling water system as in section 2.5.2. and check that water is fl owing in the high and low temperature circuits.

d) Check the level of oil in the sump and top up as necessary with the correct grade of oil.

e) Switch the generator engine pre-lubricating oil pump to AUTOMATIC operation and check that the lubricating oil pressure builds up. The engine should be prelubricated at least 2 minutes prior to start.

f) Check the pressure before and after the fi lters.

g) Check the governor oil level.

h) Check that the starting air pressure is correct and drain water from the air starting system.

i) Turn the engine at least one complete revolution using the turning bar with the cylinder indicator cocks open, or purge

the cylinders by inducing a start procedure. Close the cylinder indicator cocks. Prior to turning the engine on air a check must be made to ensure that the fuel lever is in the STOP position

j) Check the alarm panel and ensure that it is functioning correctly.

k) Vent the jacket cooling water space.

If any part of the engine has been drained for overhaul or maintenance, check the level in the central fresh water cooling expansion tank and refi ll with fresh water if necessary.

l) Open the vent on the cooling water outlet line on the generator air cooler, and close it again when all air has been expelled.

If maintenance work has been carried out on the engine, start the engine as below prior to switching the engine to automatic operation.

m) Check that all fuel pump indexes are at index ‘0’, when the stop lever (and hence regulating shaft) is in the STOP position.

n) Check that all fuel pumps can be pressed by hand to full index and return to ‘0’ when the hand is removed.

o) Check that the spring loaded pull rod operates correctly.

p) Check that the stop cylinder for the regulating shaft operates correctly when shutting down normally, at overspeed and shut down. Testing is done by simulating these situations.

q) Switch the engine to AUTOMATIC operation.

Procedure for Remote Start of a Diesel Generator Engine

a) From the remote control panel start the engine by pressing the START pushbutton for 2 – 3 seconds and allow it to run up to normal speed.

b) Make a thorough check of the engine to ensure that there are no leaks and the engine is running smoothly and fi ring on all cylinders.

c) Check that the LO pressures and temperatures are normal.

d) Check that the pressure drop across the fi lters is normal.

e) Check that the FO pressure and temperature is normal.

f) Connect the generator to the switchboard.

g) Ensure that the engine temperatures and pressures remain within normal limits as the load is applied to the engine and the engine heats up.

h) Check the exhaust gas temperatures for deviation from normal.

i) Check the exhaust gas for smoke.

j) Keep the charge air pressure and temperature under control.

Procedure for Local Start of a Diesel Generator Engine

a) Ensure that the prestart procedures have been carried out as above except for item q); the selector switch should be in the LOCAL position on the generator and on the remote control panel.

b) Move the stop lever to the WORKING position.

c) From the local control panel start the engine by pressing the START pushbutton for 2-3 seconds and allow it to run up to normal speed.

d) Make a thorough check of the engine as above

Procedure to Stop a Diesel Generator Engine

a) Before stopping, run the engine off load for a few minutes for cooling down purposes.

b) Stop the engine by pressing the STOP pushbutton or move the stop lever into the STOP position.

2.12 - Page 5 of 10


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Emergency Generator

Automatic Start Control Panel

2.12 - Page 6 of 10


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2.12.2 EMERGENCY DIESEL GENERATOR

IntroductionGenerator Set

Maker: Ssang Yong Heavy Industries Co

EngineMaker: Cummins Model: NTA855Type: 4 stroke 6 cylinder diesel engineOutput: 399kW at a continuous speed of 1,800 rpm

GeneratorMaker: Leroy SomerModel: LSA47.1L9Type: Horizontal self-exciting brushlessOutput: 450volt AC, 481A, 375kVA at 1,800 rpm

The emergency diesel generator is a self-contained diesel engine located in the emergency generator room situated on the port side of the funnel casing at upper deck level.

The generator set will start automatically on power failure from the main diesel generators and couple to the emergency switchboard 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, 140mm bore by 152mm stroke, 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 – 93°C. 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 LO cooler. An electric heater is fi tted to keep the cooling water at 40°C to 50°C when the engine is on automatic standby. After leaving the engine the cooling water fl ows through the turbocharger after cooler before passing to the thermostat and radiator.

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 fi lter before being supplied to the LO rail. The LO fi lter is of the

spin-on type and is provided with an automatic bypass valve set at a pressure of 3.0kg/cm2.

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 fi tted, hydraulic power being manually generated by a hand pump. An accumulator is charged by a hand pump which drives a hydraulic motor on the fl ywheel 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 at least once a week and run up to full load monthly.

Whenever the engine has been started, the diesel oil tank must be checked and refi lled if the level has dropped to or below the 24 hour operation level. The cooling water level in the radiator and oil level in the sump must be checked each week.

Procedure to Prepare the Emergency Diesel Engine for Automatic Starting

a) Ensure that the power source switch S1 is turned to the ON position.

b) Ensure that the engine is switched to MANUAL control at switch S2.

c) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.

d) Check the level of water in the radiator and top up as necessary with clean distilled water.

e) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required.

f) Switch the cooling water heater ON. It is normally on when the engine is stopped.

g) Open the fuel oil supply to the diesel engine. It is normally open when the engine is stopped.

h) Press the LAMP and BELL TEST pushbutton to check the alarm bell and the control panel lamps.

i) Turn the switch S2 to AUTO operation and then set the engine for automatic standby in the control room.

Procedure for Manual Start of the Emergency Diesel Engine (using the Electric Starter)

a) Ensure that the power source switch S1 is turned to the ON position.

b) Ensure that the engine is switched to MANUAL control at switch S2.

c) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.

d) Check the level of water in the radiator and top up as necessary with clean distilled water.

e) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required.

f) Press the LAMP and BELL TEST pushbutton to check the alarm bell and the control panel lamps.

g) Press the START button on the control panel.

h) Check that the engine is fi ring smoothly.

i) Check the engine oil pressure, cooling water pressure and rpm. Investigate any abnormalities.

j) Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to fl ow to the radiator as the engine heats further.

k) When the test is completed stop the engine by pressing the STOP pushbutton.

l) When the engine has stopped and cooled, check that the heater switches on, turn the switch S2 to AUTO operation, and then restore the engine to automatic standby.

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Local Control Panel Hydraulic Starter Unit

Battery Start System

t Btery Box

Battery Charger Panel

2.12 - Page 8 of 10


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Procedure for Manual Start of the Emergency Diesel Engine (using the Hydraulic Starter)

a) Ensure that the power source switch S1 is turned to the ON position and that switch S2 is turned to MANUAL. In the event of complete electrical failure these will have no immediate infl uence but when electrical power is available the control panel will function again.

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. It is normally on when engine is stopped.

f) Open the fuel oil supply to the diesel engine. It is normally open when the 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) Operate the hydraulic hand pump to charge the hydraulic accumulator to an approximate pressure of 176kg/cm2.

i) Switch the off/run/start toggle switch to the RUN position.

j) Unscrew the locking bolt of the hydraulic starting control valve.

k) In the event of complete electrical power failure open the shutdown valve knob on the fuel pump, by turning it fully clockwise. If power is still available this procedure is not necessary.

l) Push the control valve for starting.

m) Check that the engine is fi ring smoothly.

n) Check the engine oil pressure, cooling water pressure and rpm.

o) Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to fl ow to the radiator as the engine heats further.

p) If required, load the engine, otherwise allow it to run idle or stop it by either moving the off/run/start toggle switch to the OFF position or by pressing the STOP pushbutton on the control panel.

(Note: If the fuel pump shut down knob has been opened it should be closed once the engine is operating correctly and electrical power is available to control the engine operation.)

q) When the engine has stopped, switch the heater on and turn the switch to AUTO operation. Restore the engine to automatic standby.

Procedure for Stopping the Engine after Running on Load

a) Allow the engine to idle for 5 minutes before shutting it down to allow the cooling water and LO to carry heat away from the combustion chambers, bearings, shafts etc. It is particularly important for the turbocharger where a sudden stop can lead to a 40°C rise, which could damage the bearings and seals.

Long periods of idling will result in poor combustion and a build up of carbon deposits.

b) Press the STOP pushbutton on the control panel.

c) When the engine has stopped, ensure that the power switch S1 is in the ON position and that switch S2 is in the AUTO position. The engine will remain in the automatic standby condition and the cooling water system heater will operate.

Procedure for Starting the Engine if the Batteries are Fully Discharged

In the event that the battery starting system is without power, the generator engine can be started via the hydraulic start unit with 24V DC supply for the control supplied from a portable 24V DC generator.

a) Open the knife isolation breaker feeding the electric starter motor, situated next to the alternator on the bedplate.

b) Connect the portable 24V DC generator lead to the connection point located on the side of the generator engine control panel.

c) Check the fuel oil and LO levels on the DC generator, top up as required.

d) Move the choke lever to the CLOSE position. This should only be done if the engine is started from cold, otherwise leave it in its original position.

e) Move the start lever to the RUN position.

f) Pull slowly on the engine cord pull until resistance is felt, then pull the cord fully and swiftly to start the engine. When running smoothly, return the choke lever to its normal position if it was used.

g) Close the breaker on the on the side of the DC generator. The emergency generator can now be started on the hydraulic system as previously explained.

h) When power is restored to the main switchboard, stop the emergency generator and the DC generator, remove the cable connector and close the knife breaker feeding the electric starter motor.

i) Rectify the battery charging system and return the emergency generator to AUTO mode.

2.12 - Page 9 of 10

2.13 Electrical Power Distribution 2.13.1 Electrical Equipment

2.13.2 Main Switchboard and Generator Operation

2.13.3 Emergency Switchboard

2.13.4 Electrical Distribution

2.13.5 Shore Power

2.13.6 Main Alternators

2.13.7 Emergency Alternator

2.13.8 Transformers

2.13.9 Preferential Tripping and Sequential Restarting

2.13.10 Uninterruptible Power Supply (UPS) and Battery Systems

2.13.11 Cathodic Protection System

Illustrations

2.13.1a Main Electrical Network

2.13.2a Generator and Synchronising Panels

2.13.2b PMS Control Panel

2.13.3a Emergency Switchboard

2.13.4a Main 440/220V Electrical Distribution

2.13.4b Main 440V Electrical Distribution: Group Starter Panels

2.13.4c Main 440V Electrical Distribution: Local Group Starter Panels

2.13.4d Emergency 440V and 220V Electrical Distribution

2.13.5a Shore Power

2.13.6a Main Alternators

2.13.7a Emergency Alternator

2.13.9a Preferential Tripping

2.13.9b Sequential Restart

2.13.10a Emergency Battery Charging and 24V Distribution

2.13.11a Cathodic Protection System


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Illustration 2.13.1a Main Electrical Network

No.2 Group

Starter Panel

No.2 AC 440V

Feeders

No.2 DG

Panel

No.3 DG

Panel

No.1 DG

Panel

No.1 AC 440V

Feeders

No.1 Group

Starter Panel

GSP

LD

L

Motor

Transformer

Group Starter Panel

Lighting and Low Power Distribution Board

Distribution Board

Air Circuit Breaker (ACB)

Moulded Case Circuit Breaker (MCCB)

M

No.1 45kVA 440/220V

Transformer

No.2 45kVA 440/220V

Transformer

45kVA 440/220V

Transformer

45kVA

440/220V

Transformer

No.2 D.G.

1,350kW

M

M

Emergency Generator

Panel220V

Feeder Panel440V

Feeder Panel

GEmergency

Generator

300kW

Main/Emergency

Board Interconnector

To Ballast Pump

24V Battery

24V Services

M

GeneratorG

EMERGENCY SWITCHBOARD

MAIN SWITCHBOARD

Key

G

GSP

No.3 D.G.

1,350kW

No.1 D.G.

1,350kW

M

GSP

Bus-Tie

Panel

Synchronising

PanelNo.2 440V AC

60Hz Bus Bar

No.1 440V AC

60Hz Bus Bar

LD

LM

GG

99kVA 440/220V

Transformer

99kVA 440/220V

Transformer

Shore

Connection

Box

Accommodation220V Feeder

Panel

50kVA 440/230V

Transformer

125kVA 440/440V

Transformer

Galley 220VFeederPanel


Engine Room220V Feeder

Panel

Interlocking

LD

L

Battery Charge and

Discharge Board

Shore Power

and Starter

Panel


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2.13 ELECTRICAL POWER DISTRIBUTION

2.13.1 ELECTRICAL EQUIPMENT

Generating Plant

The electrical power generating plant consists of the following:

Diesel Generators

No. of sets: 3Rating: 450V, 3ph, 60Hz, 1,350kW 1,687.5kVA

Emergency Diesel Generator

No. of sets: 1Rating: 450V, 3ph, 60Hz, 300kW, 375kVA

The diesel generators are situated in the engine room on the 3rd level. The generators supply 440V at 60Hz to the main switchboard which is situated in the engine control room (ECR) on the 2nd level of the engine room.

The number of generators connected to the switchboard at one time depends on the electrical consumer load of the ship at that time. The generators can be manually run up and connected to the main switchboard as required. However, in normal operation the power management system (PMS) automatically controls the operation of the generators and major operational aspects of the main switchboard.

Only one diesel generator is normally connected during normal sea going conditions. Two generators are required when the vessel is manoeuvring, loading or discharging cargo or engaged in tank cleaning due to the extra electrical load during these times.

There is another smaller emergency generator located in a separate compartment, the emergency generator room on the upper deck port side. This generator is entirely self-supporting with its own dedicated fuel, cooling and starting systems.

The emergency generator has suffi cient 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.

Main Power Distribution System

The main switchboard consists of:

• Three generator panels

• The synchronising panel

• The bus tie panel

• Two 440V feeder panels

• Two group starter panels

• The engine room 220V feeder panel

The main switchboard feeds the main group starter boards (GSP) located either side of the main switchboard and the local group starter boards (LGSP) located throughout the ship. The main switchboard normally feeds the emergency switchboard, located in the emergency generator room, via the emergency switchboard bus tie line.

The main engine room and machinery space 220V consumers are fed from the main switchboard 220V engine room section. This is fed from the main 440V switchboard feeder sections via two 45kVA transformers.

The accommodation 220V consumers are fed from the accommodation 220V panel, located on B deck. This panel is fed from the 440V switchboard feeder sections via two 99kVA transformers.

The galley 220V consumers are fed from galley distribution board G2, located on B deck adjacent to the galley itself. This panel is fed from the 440V switchboard feeder section No.2 via a 50kVA transformer.

The galley 440V consumers are fed from galley distribution board G1, located on A deck adjacent to the galley itself. This panel is fed from the 440V switchboard feeder section No.1 via a 440/440V 125kVA isolating transformer. The transformers ensure that any earth leakage on the galley equipment does not interfere with the main switchboard equipment.

The main switchboard generator panels are equipped with an ammeter, kVAR meter, wattmeter and voltmeter to measure the output of the generator. The Air Circuit Breaker (ACB), reverse power relay, differential relay and overcurrent relay are provided for generator protection. The main switchboard synchronising panel is equipped with dual frequency meters and dual voltmeters for comparing the output of the generator to the main bus. A synchroscope and synchronising lamps are provided for manual generator synchronising operations. Generator load and status are also displayed on the PMS panel mounted on the synchronising panel.

General

The group starter and distribution boards are provided in suitable positions to provide normal power supplies for heating, lighting, machinery, cargo equipment, communication and navigation equipment throughout the ship.

Large motors are supplied from the main switchboard group starter panels. Local group starter panels and distribution boards provide power for other smaller consumers.

Each distribution circuit is protected against overcurrent and short circuit current by a Moulded Case Circuit Breaker (MCCB). These are fi tted on the switchboard or panel board with inverse time overcurrent and instantaneous short circuit trip units enclosed within the casing.

The ship has several different power supply networks:

• The main 440V switchboard and its network

• The main 220V accommodation network

• The main 220V engine room network

• The 440V emergency switchboard and its network

• The 220V emergency switchboard section and its network

• The main 440V emergency switchboard and its network

• The galley 440V panel and its network

• The galley 220V panel and its network

• The 24V DC battery charging board and its network

These individual networks are each provided with monitoring equipment for continuously monitoring the insulation level to earth. An audible and visual indication of an abnormally low insulation level is raised via the alarm and monitoring system.

The switchboards are of dead front box frame construction without a bottom plate and have hinged front panels that can be opened without disturbing the meters, lamps, etc. mounted on them.

2.13 - Page 3 of 32


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Illustration 2.13.1a Main Electrical Network

No.2 Group

Starter Panel

No.2 AC 440V

Feeders

No.2 DG

Panel

No.3 DG

Panel

No.1 DG

Panel

No.1 AC 440V

Feeders

No.1 Group

Starter Panel

GSP

LD

L

Motor

Transformer

Group Starter Panel

Lighting and Low Power Distribution Board

Distribution Board



M

No.1 45kVA 440/220V

Transformer

No.2 45kVA 440/220V

Transformer

45kVA 440/220V

Transformer

45kVA

440/220V

Transformer

No.2 D.G.

1,350kW

M

M

Emergency Generator

Panel220V

Feeder Panel440V

Feeder Panel

GEmergency

Generator

300kW

Main/Emergency


To Ballast Pump

24V Battery

24V Services

M

GeneratorG


MAIN SWITCHBOARD

Key

G

GSP

No.3 D.G.

1,350kW

No.1 D.G.

1,350kW

M

GSP

Bus-Tie

Panel

Synchronising

PanelNo.2 440V AC

60Hz Bus Bar

No.1 440V AC

60Hz Bus Bar

LD

LM

GG

99kVA 440/220V

Transformer

99kVA 440/220V

Transformer

Shore

Connection

Box

Accommodation220V Feeder

Panel

50kVA 440/230V

Transformer

125kVA 440/440V

Transformer



Engine Room220V Feeder

Panel

Interlocking

LD

L

Battery Charge and

Discharge Board

Shore Power

and Starter

Panel

2.13 - Page 4 of 32


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Emergency Power Distribution System

The emergency switchboard consists of:

• The emergency generator and bus tie panel

• The shore power and starter panel

• The 440V feeder panel


The emergency generator will start automatically in the event of a blackout and feed the emergency switchboard if power has not been respored at the main switchboard in 30 seconds. The emergency switchboard feeds essential navigation and machinery equipment which requires the security of a backed-up power supply.

A shore connection panel is provided in the emergency generator room to supply power to the vessel in the event of dry docking etc.

The two steering gear motors have both main and emergency feeds.

The emergency 220V consumers are fed from the emergency switchboard 220V section. This section is fed from the emergency 440V switchboard feeder section via two 45kVA transformers.

A general service 24V battery charging switchboard supplies the cargo and wheelhouse consoles, along with other essential low voltage services (see section 2.13.8).

The emergency power distribution network is shown in illustration 2.13.3d.

Motors

The ship’s 440V motors are generally of the standard frame, squirrel cage induction type designed for 440V AC, three phase, 60Hz supply. The exceptions are the motors for domestic service and small capacity motors of 0.4kW or less, some of these motors may operate on a single phase 220V 60Hz supply. Where continuously rated motors are used, the overload setting ensures the motor trips at 100% of its full load current. The motors in the engine room are of the totally enclosed fan cooled type. Standby motors will start when zero voltage is detected on the in-service motor or when the process pressure is low (see section 2.13.7).

440 Volt Starters

The starters are generally fi tted in the main switchboard group starter panels or local group starter panels. Important, duplicated equipment starters are split between the starboard or port (No.1 or No.2) main switchboard group starter panels. Interlocked door isolators are provided for all starters. On the group

starter boards, this switch is the moulded case circuit breaker which functions as both isolator and overcurrent protection for the motor circuit.

Sequential Restarting

See section 2.13.7

Essential service motors, which were in service before a blackout, are started automatically on recovery of the main bus voltage. These motors will start according to the predetermined restarting sequence. Motors that were selected for duty before the blackout are automatically returned to duty after the blackout. Similarly, motors selected for standby are automatically returned to standby.

Preference Tripping

See section 2.13.7

Non-essential loads are interrupted automatically, in case of overcurrent of any one of the main diesel generators, to prevent the ship’s power failure.

The Power Management System (PMS)

Maker/type: ACONIS

The main switchboard is fi tted with an Aconis power management system.

This system has various functions to ensure the continuous supply of the ship’s electrical systems.

The system automatically controls the diesel generators for effi cient operation, providing automatic synchronising and load sharing for the ship’s generator sets. The PMS automatically equalises the generator frequency with the main bus frequency and energises the generator’s air circuit breaker to connect the two circuits at the moment when the phases coincide. Automatic load sharing then ensures that each generator is equally loaded.

The power management system also controls the following:

• The number of running generators in accordance with the ship’s power demand

• Automatic blackout restart and connection of generators. The first standby generator will be run up within 15 seconds and on load within 30 seconds

• The blocking of large motors until the number of running generators is sufficient to supply the motor start current and ship’s power demand. In this case, the standby generator is started and synchronised automatically

• Frequency, automatic frequency control ensures the supply frequency remains at 60Hz independent of load variation

The PMS ensures that the requirements for the ship’s unmanned machinery space (UMS) operation are met.

2.13 - Page 5 of 32


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Illustration 2.13.2a Generator and Synchronising Panels

V1: Bus Voltmeter

V2: Generator Voltmeter

F1: Bus Frequency Meter

F2: Generator Frequency Meter

SY: Synchroscope

SY: Synchroscope Lamps

PMS PMS Control Panel

1: ACB Overcurrent Trip Lamp

2: ACB Reverse Power Trip Lamp

3: ACB Non - Close Lamp

4: ACB Abnormal Trip Lamp

YL: Generator on Standby Lamp

5: High Voltage Lamp

6: Low Voltage Lamp

7: High Frequency Lamp

8: Low Frequency Lamp

9: Preferential Trip Stage 1 Lamp

10: Preferential Trip Stage 2 Lamp

11: Main Switchboard 440V Low Insulation Lamp

12: Main Switchboard 220V Low Insulation Lamp

13: Emergency Switchboard 440V Low Insulation Lamp

14: Emergency Switchboard 220V Low Insulation Lamp

15: 24V DC Switchboard Low Insulation Lamp

16: Emergency Stop and Monitoring Source Failure Lamp

17: Emergency Switchboard Stop Source Failure Lamp

18: 24V DC Source Failure

19: Bus Short Circuit Lamp

20: Synchroniser Failure Lamp

21: 'Aconis' PMS Failure Lamp

GL: Main/Emergency Switchboard Bus Tie ACB Closed Lamp

FLS: Fluorescent Lamp Switch

LT: Lamp Test Pushbutton

AR: Alarm Reset

SYS: Synchroscope Selection Switch (Gen 1/2/3/Off)

FVS: Voltage/Frequency Meter Select

COS-P: Automatic Synch. and Power Control Mode Switch

COS-A: Standby Generator Selection

BCS: ACB Control

ECS: Generator Engine Control Switch (Stop/Start)

GCS: Generator Governor Raise/Lower

ES ACB: Emergency Switchboard Bus Tie ACB

SH: Space Heater On Lamp

AO: ACB Open Lamp

GR: Generator Run Lamp

AC: ACB Closed Lamp

RS: Ready to Start Lamp

GA: Generator Ammeter

GW: Generator Wattmeter (kW)

GAV: Generator kVAR Meter

GV: Generator Voltmeter

HM: Running Hour Meter

SHS: Space Heater Switch

DR: Differential Trip and Reset

PRE: Pre-excitation Pushbutton

AS: Ammeter Switch

VS: Voltmeter Switch

ACB: Generator Air Circuit Breaker

VR: Voltage Regulator

Generator Panel

Generator Panel Key Generator Panel Key

Synchronising Panel

VR

ACB

SL

333231 3534

AR

FLS

LT

GCS

COS-P COS-A

ES ACB

SYS FVS

L R

GCS

L R

GCS

L R

ECS

S S

ECS

S S

ECS

BCS BCS BCS

S S

SYF2F1V2V1

5 7 9 11 13 15 17 19 21

14 16 18 206 8 10

1 3

2 4

12 GL

O C O C O C

YL

GA GW GAV GV

SHS

HM

AS

RSGR AC

PREDR

AOSH

VS

PMS

DG3 DG2 DG1

2.13 - Page 6 of 32


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2.13.2 MAIN SWITCHBOARD AND GENERATOR OPERATION

Procedure for the Operation of Generators - PMS in Manual Mode1. Generator Starting and Stopping

The generators can be remotely started at the main switchboard synchronising panel as follows:

a) Ensure the generator is ready to start (see section 2.12.1 Diesel Generators) and switch the control position to REMOTE at the generator’s local control panel at the engine. The READY lamp is illuminated on the generator panel at the main switchboard.

b) At the main switchboard synchronising panel, switch all the PMS control mode toggle switches to MANUAL at the PMS control panel.

c) At the synchronising panel, switch the AUTO SYNCH and POWER CONTROL mode switch to the MANU position.

d) Start the generator by turning the ENG CONTROL switch to the START position.

e) The generator starts. When voltage is established, the PMS RUNNING LED illuminates. Observe the generator panel running lamp and voltmeter.

f) To stop the engine, turn the ENG CONTROL switch to the STOP position, the generator stops.

2. Single Generator Running Procedure - onto Dead Bus

a) Ensure the generator engine STANDBY SELECTION selection switch is set to the OFF position.

b) Set up the main switchboard and start the engine as before. When voltage is established, the PMS RUNNING LED illuminates.

c) At the rated speed, the voltage will rise to 440V, as indicated by the voltmeter.

d) Adjust the frequency to 60Hz by means of the governor RAISE/LOWER switch on the synchronising panel. The rated values are indicated by red marks on the corresponding meters.

e) Turn the ACB CONTROL switch to the CLOSE position. The ACB closes and the generator supplies the main switchboard.

3. Single Generator Stopping Procedure

a) In order to stop the generator, fi rst reduce its load by stopping or isolating any equipment supplied from the switchboard.

b) When the load is as low as possible, turn the ACB CONTROL switch to the OPEN position. The ACB opens and the generator can now be stopped.

c) Stop the generator by turning the ENG CONTROL switch to the STOP position, the generator stops.

Avoid opening the air circuit breaker (ACB) when the load is too high, this will cause a sudden rise in the engine speed and possible overspeed trip.

4. Parallel Running Procedure

a) Start the second generator by following the same procedure as for starting the fi rst generator.

b) After confi rmation of the voltage of the second generator, align the frequency with that of the running generator, using the governor control switch.

c) Once the voltage and frequency of both generators are identical, switch over the synchroscope to the incoming generator and check the synchronous state by means of the synchroscope. The pointer will revolve in accordance with the frequency difference.

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 slowly to the 12 o’clock position, showing the state of synchronisation.

f) The ACB should be closed when the pointer of the synchroscope turns in the FAST direction and is slowly closing on the top centre mark. Closing the ACB while the synchroscope is turning in the SLOW direction 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 RAISE/LOWER switch to decrease this difference. Observe the bus/incoming generator frequency meter for reference.

g) Operate the ACB CLOSE switch. The two generators are now running in parallel.

5. 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 control switch. The governor, when raised, speeds up the incoming generator causing the fi rst generator to lose load and gain speed, thus causing the frequency to rise. To prevent this, the governor switch of the fi rst 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.

6. Synchronising Using the Synchronising Lamps

If the synchroscope fails, only the synchronising lamps can detect the synchronising condition.

When the order of illumination of the synchronising lamps is clockwise, the frequency of the generator is higher than that of the bus. Turn the generator governor motor switch in the decelerating LOWER direction.

When the order in which the lamps illuminate is counter clockwise, the frequency of the generator is lower then that of the bus. Turn the governor motor switch in the accelerating RAISE direction. When the top lamp is completely dark and the two bottom lamps are the same intensity, synchronisation (phase matching) is achieved. Slightly in advance of this position, close the ACB for the incoming generator in order to attain synchronism when the main contacts of the ACB close.

Generator Space Heaters

A space heater is provided in each generator to prevent condensation forming on the windings. The space heater switch is located on the individual generator panel and 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.

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Issue: 1

Illustration 2.13.2b PMS Control Panel

DG3

AUTOSTOP

STOPPED

RUNNING

STARTING

STOPPING

READY

BLOCK

AUTOSTART

kW/VOLT

RESET

START FAIL

SYNC FAIL

SHUT DOWN

ACB ABN TRIP

ACB NON CLOSE

START

STOP

SYNCHRO

ACB OPEN

GOV RAISE

GOV LOWER

GEN. FAIL

O U T P U T

GEN. STATUS

DG2

AUTOSTOP

STOPPED

RUNNING

STARTING

STOPPING

READY

BLOCK

AUTOSTART

kW/VOLT

RESET

START FAIL

SYNC FAIL

SHUT DOWN

ACB ABN TRIP

ACB NON CLOSE

START

STOP

SYNCHRO

ACB OPEN

GOV RAISE

GOV LOWER

GEN. FAIL

O U T P U T

GEN. STATUS

BUSBAR VOLTAGE

V

kW kW

TOTAL USED POWER AVAILABLE POWER

C O N T R O L M O D E

DG1

AUTOSTOP

MANU

AUTO

STOPPED

RUNNING

STARTING

STOPPING

READY

BLOCK

AUTOSTART

kW/VOLT

RESET

HEAVY LOAD

LIGHT LOAD

MAIN OP

RESERVE OP

I/O ERROR

WATCHDOG

SYNCHRONISING

LOAD SHARING

LOAD DEPENDENT START

LOAD DEPENDENT STOP

START FAIL

SYNC FAIL

SHUT DOWN

ACB ABN TRIP

ACB NON CLOSE

START

STOP

SYNCHRO

ACB OPEN

GOV RAISE

GOV LOWER

AUTO

CONTROL

MANUAL

CONTROL

GEN. FAIL

O U T P U T

GEN. STATUS

BUSBAR FREQUENCY

Hz

MANU

AUTO

MANU

AUTO

MANU

AUTO

ACB

ON

ACB

ON

ACB

ON

BLACK OUT HEAVY INDUSTRIES CO.LTD

2.13 - Page 8 of 32


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Issue: 1

Automatic Operation of the Main Switchboard and Generators

The automatic starting, stopping, connection, synchronising and loading of the main generators is controlled by the Power Management System (PMS).

The PMS system has two operating modes: Manual and Automatic. These are selected at the AUTO SY and POWER CONTROL switch (COS-P) at the synchronising panel. The PMS modes for the individual PMS operations, synchronising, load sharing, load dependent start and load dependent stop can be selected by toggle switches located on the PMS control panel at the main switchboard synchronising panel. In normal operation, these toggle switches should all be left in the ON position.

When manual control is selected, the PMS has no control of a generating set. A generator can be operated locally and also at the main switchboard. The diesel generator local control is selected by means of the LOCAL/REMOTE switch at the generator engine. This switch must be set to the REMOTE position to enable either manual starting/stopping from the main switchboard or automatic starting/stopping from the PMS.

To fulfi l the requirements for UMS operation, the PMS and other automatic motor control facilities control the following features:

• Automatic blackout start of the standby generator

• Automatic synchronising

• Automatic frequency control

• Automatic load sharing

• Sequential restart of essential consumers

• Automatic generator start and connection in response to a heavy consumer start request

• Automatic generator start/shutdown in response to high/low load conditions

Preselection of the standby generator priority is achieved by operation of the STANDBY SELECTION selection switch (COS-A) on the synchronising panel.

Procedure for the Automatic Operation of Generators and the Main Switchboard PMS in Automatic Mode

It is assumed the ship is in normal voyage/in port conditions, ie, one generator is on load and the following conditions are satisfi ed:

• The AUTO SY and POWER CONTROL switch (COS-P) at the synchronising panel is set to the AUTO position, the PMS is in automatic mode

• The standby generator is switched to REMOTE operation. The generator’s READY lamp is illuminated at the main switchboard generator panel

• The generator is selected as standby at the STANDBY SELECTION switch at the synchronising panel. The READY LED is illuminated on the PMS control panel and the READY TO START lamp is illuminated on the generator’s indication lamp panel

• The synchronising, load sharing and load dependent start and stop toggle switches on the synchronising panel are set to the AUTO position

If the standby generator does not start, synchronise or connect, an alarm is raised and the lowest numbered generator available for starting will then be started, run up and connected. The fi rst standby generator fault must be reset at the PMS control panel, by pressing the RESET pushbutton, before another attempt is made to start, synchronise or close the ACB for this generator.

1. Generator Starting

A start is requested by an operator pressing the generator AUTO START pushbutton on the PMS control panel. The PMS will initiate the following sequence:

a) The start signal is sent to the generator engine control panel.

b) When the speed >300 rpm, the start sequence is complete. When 95% voltage build-up is detected the PMS designates the generator as ‘running’.

c) The generator’s speed is stabilised at the rated speed by automatic operation of the governor and automatic synchronisation occurs.

d) The generator ACB closes.

e) Automatic load sharing is initiated and the load is shared with the existing on-load generator(s).

2. Automatic Parallel Running Activated by Heavy Load

If the single on-load generator or one of the two generators on-load registers a high load of 1,215kW (90% of the rated power) for 15 seconds, the standby generator will go through the following sequence:






The automatic stop function for one generator can be manually initiated by pressing the AUTO STOP pushbutton on the PMS control panel. This function is blocked if the load remaining on the last generator will be greater than 85%.

If the fi rst standby generator fails to start, synchronise within 60 seconds or the ACB fails to close, the second standby generator will start, if available, and follow the above sequence.

(Note: The load percentages and activation times are adjustable via toggle switches within the main switchboard. High load levels of 85%, 90% and 95% and timings of 10, 15 and 20 seconds are available.)

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Issue: 1

3. Automatic Parallel Run Activated by Heavy Consumer Request

If a start request is received from a heavy consumer (a large motor), the start is blocked by an auxiliary contact in the motor’s starter until suffi cient power is available. The standby generator will then go through the following sequence:






f) When the load is fully balanced, the PMS signals ‘Start Available’ at the large motor, the auxiliary contact closes and the motor is released for starting.

The motors designated as ‘large motors’ that have their start sequence checked are:

• The ballast pump: 630kW 1,033A

• The port boiler forced draught fan 132kW 200A

• The starboard boiler forced draught fan 132kW 200A

4. Automatic Parallel Run Cancellation by Light Load

If the total load on the main switchboard is less than 945kW (70%) for ten minutes when running on two generators, or less than 1,890kW for ten minutes when running on three generators, the following sequence takes place:

a) The generator to be released (the standby generator or the last one connected) shifts load to the other generator(s).

b) The ACB opens on the generator to be released.

c) The engine stops on the generator released.

(Note: The load percentages and activation times are adjustable via toggle switches within the main switchboard. Low load levels of 65%, 70% and 75% and timings of 3, 10 and 15 minutes are available.)

5. Automatic Bus Connection due to Main Switchboard Trip Condition

If, due to a trip condition, the bus voltage has become zero by the opening of the ACB of the generator in use, the fi rst standby generator will go through the following sequence:




d) The generator ACB closes and the generator supplies the switchboard.

The fi rst standby generator will resupply the main switchboard within 30 seconds of the original generator tripping. If the fi rst standby generator fails to start, fails to synchronise within 30 seconds or the ACB fails to close, an alarm is raised and the second standby generator will start, if available, and follow the above sequence.

6. Automatic Changeover by Bus Abnormality: Bus Remains Live

The normal voltage and frequency levels at the main switchboard bus are:

• Voltage: 450V

• Frequency: 60Hz

Under certain fault conditions, the voltage and frequency may rise or fall according to the fault. These fl uctuating levels are undesirable for the operation of the ship’s plant.

There are bus abnormality limits for main bus voltage and frequency deviation and these are as follows:

Bus abnormality limits:

• Low voltage: 427V for 5 seconds (95%)

• High voltage: 472V for 5 seconds (105%)

• Low frequency: 57Hz for 5 seconds (95%)

• High frequency: 63Hz for 5 seconds (105%)

If a bus abnormality is detected when a single generator is running or one of the two generators on load trips, the standby generator will go through the following sequence:






If the fi rst standby generator fails to start, fails to synchronise within 30 seconds or the ACB fails to close, an alarm is raised and the second standby generator will start, if available, and follow the above sequence.

If the PMS detects that the bus abnormality has cleared during standby generator preparation, ie, the bus voltage/frequency has stabilised, the standby generator will be synchronised and paralleled to supplement the original generator.

7. Automatic Blackout Generator Start: Bus at Zero Volts

If a single generator on load trips due to a fault condition, the bus voltage will fall to zero (blackout). The PMS raises an alarm and the standby generator will go through the following sequence:



c) The generator’s speed is stabilised at the rated speed by automatic operation of the governor.

d) The generator ACB closes and the generator supplies the switchboard.

If the fi rst standby generator fails to start or the ACB fails to close, an alarm is raised and the second standby generator will start, if available, and follow the above sequence.

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Issue: 1

8. Automatic Parallel Running due to Generator Overload

If the load on a running generator exceeds 1,620kW (120%) for a period exceeding 10 seconds, the standby generator will go through the following sequence:






At 120% load for 10 seconds, the preference trips will also be released.

Generator Protection Equipment

The ship’s generators are protected from the abnormal conditions described below by means of their reverse power trip, short circuit trip, undervoltage trip, overcurrent trip and differential protection trip.

1. Abnormality Due to Undervoltage

If the voltage of a generator decreases to between 35% and 70% of the rated value, the undervoltage tripping device contained in the ACB will operate to trip the breaker. If a short circuit fault occurs, the generator voltage will reduce and may cause the undervoltage tripping device (UVT) to operate. With this in mind, a time delay device (of about 0.5 seconds) has been fi tted to the undervoltage device to prevent the ACB from tripping immediately, allowing the defective network circuit breaker to operate fi rst.

2. Abnormality Due to Overcurrent (Preference Tripping)

If the current on a running generator exceeds 2,858A (120%) for a period exceeding 10 seconds, the PMS will initiate the release of the preferential tripping, thereby providing protection against the overcurrent which would otherwise trip the ACB (the preferential trips are described in section 2.13.7).

3. Abnormality Due to Overcurrent (Long Time Delay Trip)

If the current on a running generator exceeds 2,858A (120%) for a period exceeding 40 seconds, the overcurrent relay will operate to trip the ACB.

4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit

If the generator current exceeds 300% of the maximum rated current (7,146A), the ACB will be tripped almost instantaneously (about 400msec) by the short time delay trip fi tted to the ACB. If the current exceeds 1,000% of maximum rated current (23.8kA) the ACB will trip instantaneously (zero time delay).

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 main bus. The effective reverse power will then fl ow through the connected circuit.

If this reverse power reaches a level of 10% (135kW), the reverse power relay is triggered and will trip the ACB after a time delay of 5 seconds.

6. Differential Protection

The differential protection relay protects the alternator and cabling from internal short circuits. This is achieved by measuring and comparing the current in each phase at the star point and at the generator output. This value should be zero but due to an imbalance in the measuring circuitry (deviations in the current transformers, etc) a deviation occurs. The protection relay compensates for these deviations but in the event of a genuine imbalance will trip the generator ACB.

Emergency Generator Protection Equipment

1. Emergency Generator Abnormality Due to Overcurrent

If the current on the running generator exceeds 120% of the maximum rated current (577A) for 40 seconds, the overcurrent relay will operate to trip the generator ACB.

2. Emergency Generator Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit

If the generator current exceeds 300% of maximum rated current (1,443A) the ACB will be tripped almost instantaneously (about 400msec) by the short time delay trip fi tted to the ACB. If the current exceeds 1,000% of maximum rated current (4,810A) the ACB will trip instantaneously (zero time delay).

The emergency generator ACB is also fi tted with an undervoltage device identical in operation to that of the main generators.

2.13 - Page 11 of 32


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Issue: 1

Illustration 2.13.3a Emergency Switchboard

EG-1

Emergency Generator

ACB

SY-1

Main Switchboard

Bus Tie ACB

No.4 Engine Fan

(Reversible)

Emergency Generator

Room Fan

ACB

HAT-121600AF)

ACB

HAT-12(1600AF)

MCCB

(800AF)

Emergency Generator PanelShore & Starter

Panel

PSI: Phase Sequence Indicator

F: Emergency Generator Frequency Meter

V: Emergency Generator Voltmeter

A: Emergency Generator Ammeter

KW Emergency Generator Wattmeter

IRM: Earth Ohm Meter

SA: Shore Supply Alive Lamp

SO: Shore Supply ACB Open Lamp

SC: Shore Supply ACB Closed Lamp

NS: Normal Supply Alive Lamp

BTO: Bus Tie ACB Open Lamp

BTC: Bus Tie ACB Closed Lamp

GR: Emergency Generator Run Lamp

GO: Emergency Generator ACB Open Lamp

GC: Emergency Generator ACB Closed Lamp

KWH: Kilowatt/Hour Meter

PST: Phase Sequence Test Switch

EL: Earth Lamps

SHL: Space Heater Lamp

ETS: Earth Test Switch


PTS: Phase Sequence Test Switch

FVS: Frequency/Voltmeter Selection Switch

AS: Ammeter Selection Switch

BCS: Em. Generator ACB Open/Close Switch

RTS: Generator/ACB Test Switch (Behind Panel)

VR: Voltage Regulator (Behind Panel)

FVS AS

RTS

BCS VR

PST

EL SHL

SA

SCSO

NS

BTCBTO

GR

GCGO

ELEL

SHSETS

PSI

KWH

F V

IRM

A KW

ELELEL

ETB ETS

OhmA

ShoreConnection Box

Cable

Access

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

ON

OFF

F

AS VS

440V Feeder Panel 220V Feeder Panel

Emergency Generator

Transformer

P- EM - 1A P- EM - 3 P- EM - 4 P - EM - 5 P - EM - 6 P - EM - 7P- EM - 1

P- EM - 10 P- EM - 11 P- EM - 13 P - EM - 14 P - EM - 17 P - EM - 18

P - EL - 1

P - EL - 4

P - EL - 1A

P - EL - 5

P - EL - 2

P - EL - 6

P - EL - 2A

P - EL - 7

P - EL - 3

P - EL - 8

P - EL - 9.9A

P - EL - 15

P - EL - 10

P - EL - 16

P - EL - 12

P - EL - 17

P - EL - 13

P - EL - 18

P - EL - 14

P - EL - 19

P - EL - 20 P - EL - 21P - EM - 9A

No.1 No.2

P- EM -10A

P- EM - 9

P- EM - 20 P- EM - 21 P- EM - 22 P - EM - 23 P - EM - 24P- EM - 19

P- EM - 2

2.13 - Page 12 of 32


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Issue: 1

2.13.3 EMERGENCY SWITCHBOARD

Introduction

The emergency switchboard consists is located on the upper deck on the port side of the engine room casing. The main features of this switchboard are as follows:

• The emergency generator and bus tie panel

• The shore power and starter panel



• Terminal connection for the shore supply

The emergency generator will start automatically in the event of a blackout and feed the emergency switchboard. The emergency switchboard feeds essential navigation and machinery equipment which requires the security of a backed-up power supply.

A shore connection panel is provided in the emergency generator room to supply power to the vessel in the event of dry docking etc.

The emergency 220V consumers are fed from the emergency switchboard 220V section. This section is fed from the emergency 440V switchboard feeder section via two 45kVA transformers.

A general service 24V battery charging switchboard supplies the cargo and wheelhouse consoles, along with other essential low voltage services (see section 2.13.8).

The emergency power distribution network is shown in illustration 2.13.4d.

Emergency Generator Start and ACB Closure onto Dead Bus

a) The emergency generator interlocks are normal.

b) The emergency generator operation switch is set to MANUAL.

c) The operator presses START at the generator control panel.

d) When the emergency generator speed >700 rpm and voltage is established, the emergency generator running lamp is illuminated.

e) The operator turns the breaker control switch BCS to the CLOSE position. The ACB closes and the emergency generator now feeds the emergency switchboard.

Emergency Generator Auto Start and Auto ACB Closure onto Dead Bus

a) The emergency generator is set to automatic (AUTO) and the emergency generator interlocks are normal.

b) The main switchboard bus tie breaker opens due to a zero volt situation (main switchboard black out).

c) The emergency switchboard bus voltage drops to zero, the emergency generator receives a start command.


e) If the main switchboard has recovered power within 30 seconds, the emergency generator will remain at idle.

f) If the main switchboard and emergency switchboard bus voltage is still zero, the emergency generator ACB closes.

The emergency generator now feeds the emergency switchboard.

Main Switchboard Power Restoration

The following is the procedure to manually change the emergency switchboard back to normal supply after the restoration of mains power following a blackout or similar situation.

a) The emergency switchboard is supplied by the emergency generator.

b) The main switchboard recovers mains power for at least 3 seconds. The emergency switchboard tie breaker is closed at the main switchboard.

c) The emergency generator ACB trips automatically. The emergency generator ACB OFF lamp is illuminated.

d) The main switchboard bus tie breaker closes. The bus tie ACB ON lamp is illuminated.

e) The emergency switchboard is now supplied from the main switchboard.

f) Shut down the emergency generator and leave in the automatic mode.

Engine Test SequenceThere is a sequence test key switch (RTS) located inside the emergency switchboard emergency generator panel (panel A), to test the automatic start facility of the emergency generator. The key switch has three positions; GENERATOR TEST, NOR and GENERATOR AND ACB TEST.

Generator Test

The generator ACB will not close in this situation. The procedure to test the emergency generator engine is as follows:


b) Turn the sequence test switch RTS to the GENERATOR TEST position.

c) The engine receives a start command.

d) When the emergency generator speed >700 rpm and voltage is established, the emergency generator running lamp is illuminated. The engine runs at idle until manually stopped.

Generator and ACB Test

The bus tie ACB will open and the generator ACB will close in this test. It is therefore important that the bridge and ECR are informed before this test is carried out as the supply to many essential consumers will be interrupted. For details of emergency consumers see illustration 2.13.3d. The procedure to test the emergency generator engine and ACB is as follows:


b) Turn the sequence test switch RTS to the GENERATOR AND ACB TEST position.

c) The bus tie ACB opens and the engine receives a start command.


e) The emergency generator ACB closes. The generator now feeds the emergency switchboard.

f) When the test is complete, turn the sequence test switch RTS to the NOR position. The switchboard and generator will automatically return to normal with another small interruption of supply to the emergency consumers again.

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Issue: 1

Illustration 2.13.4a Main 440/220V Electrical Distribution

No.2 Group

Starter Panel

No.2 DG

Panel

No.3 DG

Panel

No.1 DG

Panel

No.1 AC 440V Feeder PanelNo.2 AC 440V Feeder Panel No.1 Group

Starter Panel

MAIN SWITCHBOARD

Bus-Tie

Panel

Synchronising

Panel

P1M-1 LGSP 1

P1M-2 LGSP 2

P1M-11 No.1 Auxiliary Blower

P1M-16 No.1 Air Conditioning Unit

P1M-6 LGSP 6

P1M-7 LGSP 7

P1M-9 Panel P2 Bosuns Store

P-P2-1 Bosun's Store Fan

P-P2-2 440/220V Transformer for L8 Lighting Distribution

P-P2-3 Forward Cathodic Protection Unit

Spare

Spare

P1M-4 LGSP 3

P1M-5 LGSP 5

P1M-17 Provision Refrigeration Plant

P1M-18 No.1 ECR Unit Cooler

P1M-19 P2 Forward Windlass/Mooring Winch

P1M-20 P3 Aft Mooring Winch

P1M-21 No.1 Steering Gear

P1M-22 No.1 Cargo Pump Room Fan

P1M-23 Pump Room Escape Trunk Fan

P1M-24 No.1 Generator Lubricating Oil Pump

P1M-25 No.1 Auxiliary Boiler Control Panel

P1M-26 Vacuum Pump for Cargo Pump

P1M-27 Vacuum Pump for Water Ballast Pump

P1M-28 Battery Charger

P1M-29 No.1 Hydraulic Pump - Remote Valve Control Unit

P1M-30 LGSP-8

P-1L-1 Engine Room Lighting Panel L1

P-1L-2 Engine Room Lighting Panel L2

P-1L-3 Engine Room Distribution Panel A1

P-1L-4 Engine Control Console

P-1L-5 Light in ECR

P-1L-6 IGS Power Distribution Board

P-1L-7 Boiler Control Panel

P-1L-8 Local Fire Fighting Main Control Panel

Spare

P1M-31 Spare

P1M-32 Spare

P2M-1 LGSP 1

P2M-2 LGSP 2

P2M-3 LGSP 3

P2M-6 LGSP 6

P2M-7 LGSP 6

P2M-8 LGSP 7

P2M-9 LGSP 8

P2M-10 No.2 Auxiliary Blower

P2M-5 LGSP 5

P2M-18 P1 Panel: Engine Room Workshop Equipment

P2M-20 P2 Forward Windlass/Mooring Winch

P2M-21 P3 Aft Mooring Winch

P2M-22 Topping Up Inert Gas Generator Blower

P2M-24 No.2 Cargo Pump Room Fan (Reversible)

P2M-25 Inert Gas Generator Fuel Oil Pump

P2M-26 No.2 Auxiliary Boiler Control Panel

P2M-33 Spare

P2M-34 Spare

P2M-27 LGSP-8

P2M-29 Vacuum Pump for Cargo Pump

P2M-28 Vacuum Pump for Water Ballast Pump

P2M-30 No.2 Steering Gear

P2M-31 No.2 Focsle Transformer (L8 Distribution Board)

P2M-32 Main Engine Cylinder Lubricating Oil Pump


P2M-19 No.2 ECR Unit Cooler

P2M-23 Panel G2 Galley via 440/230V Transformer

Transformer

Key

P1M-14 No.1 Engine Room 220V Panel Feed

P1M-13 No.1 Accommodation 220V Panel Feed

Engine Room 220V AC Feeder Panel

P2L-1 N-1 Panel

P2L-2 L-3 Lighting Distribution Board




P2L-6 Bridge Control Console

P2L-7 Navigation Indicator Panel

P2L-8 Fire and General Alarm system

P2L-9 Foam Release Alarm system

P2L-10 Dry Provision Store Exhaust Fan

P2L-10B Hospital Exhaust Fan

P2L-11A Crew's Pantry Exhaust Fan

P2L-11C Officer's Pantry Exhaust Fan

P2L-12 CO2 Room

Spare

Spare

Accommodation 220V AC Panel 'B' Deck

P2M-14 No.2 ER 220V Panel Feed

P2M-13 No.2 Accommodation 220V Panel Feed

P2M-12 No.3 Inert Gas Fan


P2M-4 LGSP 4


P2M-15 No.2 Auxiliary Boiler FD Fan

P1M-3 LGSP 3

P1M-8 LGSP 8

P1M-10 Panel G1 Galley via 440/440V Transformer


P1M-15 No.1 Auxiliary Boiler FD Fan

2.13.4 ELECTRICAL DISTRIBUTION

2.13 - Page 14 of 32


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Issue: 1

Illustration 2.13.4b Main 440V Electrical Distribution: Group Starter Panels

No.2 Group

Starter Panel

No.2 DG

Panel

No.3 DG

Panel

No.1 DG

Panel


Starter Panel

MAIN SWITCHBOARD

Bus-Tie

Panel

Synchronising

Panel

PGS2-1 No.2 Main Lubricating Oil Pump

PGS2-2 No.2 Stern Tube Lubricating Oil Pump

PGS2-3 No.2 Main Engine Crosshead Lubricating Oil Pump

PGS2-6 No.2 Main Engine Jacket Cooling Fresh Water Pump

PGS2-7 No.2 Central Cooling Fresh Water Pump


PGS2-9 No.2 Main Cooling Sea Water Pump


PGS2-11No.2 Boiler Feed Water Pump

PGS2-4 No.2 Main Engine Fuel Oil Booster Pump

PGS2-5 No.2 Main Engine Fuel Oil Feed Pump

PGS2-19 No.2 COPT Condensate Cooling Sea Water Pump

PGS2-20 No.2 Main Air Compressor

PGS2-21 Service Air Compressor

PGS2-14 No.2 Economiser Feed Water Pump

PGS2-15 No.2 COPT Condensate Pump

PGS2-16 No.2 Engine Room Vent Fan

PGS2-17 No.2 Generator Engine Fuel Oil Booster Pump

PGS2-18 No.2 Generator Engine Fuel Oil Supply Pump

PGS2-13 No.2 Boiler Water Circulating Pump

PGS2-12 No.3 Boiler Feed Water Pump

PGS1-1 No.1 Main Lubricating Oil Pump

PGS1-2 No.1 Stern Tube Lubricating Oil Pump

PGS1-3 No.1 Main Engine Crosshead Lubricating Oil Pump

PGS1-11No.1 Boiler Water Circulating Pump

PGS1-6 No.1 Main Engine Jacket Cooling Fresh Water Pump




PGS1-10 No.1 Boiler Feed Water Pump

PGS1-4 No.1 Main Engine Fuel Oil Booster Pump

PGS1-5 No.1 Main Engine Fuel Oil Feed Pump

PGS1-18 No.1 COPT Condensate Cooling Sea Water Pump

PGS1-19 No.1 Main Air Compressor

PGS1-20 No.1 Control Air Compressor

PGS1-21 No.1 Topping Up Air Compressor

PGS1-12 No.1 Economiser Feed Water Pump

PGS1-13 No.1 COPT Condensate Pump



PGS1-16 No.1 Generator Engine Fuel Oil Booster Pump

PGS1-17 No.1 Generator Engine Fuel Oil Supply Pump

2.13 - Page 15 of 32


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Issue: 1

Illustration 2.13.4c Main 440V Electrical Distribution: Local Group Starter Panels

No.2 Group

Starter Panel

No.2 DG

Panel

No.3 DG

Panel

No.1 DG

Panel


Starter Panel

MAIN SWITCHBOARD


Bus-Tie

Panel

Synchronising

Panel

LGSP - 5 Engine Room, in Purifier Room

LGSP - 6 Engine Room, in Purifier Room

P-LS5-3 No.1 Main Lubricating Oil Purifier

P-LS5-4 No.1 Main Lubricating Oil Purifier Supply Pump

P-LS5-7 No.2 Main Engine Lubricating Oil Pump

P-LS5-1 No.1 Heavy Fuel Oil Purifier

P-LS5-2 No.1 Heavy Fuel Oil Purifier Supply Pump

P-LS5-9 Spare

P-2M-5 Feed

P-LS5-5 Purifier Room Exhaust Fan

P-LS5-6 Generator MDO Flushing Pump

P-LS5-8 No.2 Main Engine Cylinder Lubricating Oil Pump

P-EM-11 Feed

P-1M-5 Feed

LGSP - 7 Engine Room, Outside ECR

P-LS7-1 No.1 Fresh Water Hydrophore Pump

P-LS7-2 Incinerator Control Panel

P-LS7-3 Main Engine Cylinder Oil Shift Pump

P-LS7-4 No.1 Fresh Water Generator Distillate Pump

P-LS7-5 No.1 Hot Water Circulating Pump

P-LS7-6 No.1 Hot Water Pump for Fresh Water Generator

P-LS7-13 No.1 Steering Gear Oil Tank Heaters

P-1M-7 Feed

P-LS7-7 No.2 Fresh Water Hydrophore Pump

P-LS7-8 No.2 Hot Water Circulating Pump

P-LS7-9 No.2 Fresh Water Generator Distillate Pump

P-LS7-10 Calorifier Heater

P-LS7-11 Incinerator Induced Draught Fan

P-LS7-12 No.2 Hot Water Pump for Fresh Water Generator

P-2M-8 Feed



P-LS6-7 Generator Fuel Oil Automatic Filter

P-LS6-10 Spare

P-1M-6 Feed

P-2M-6 Feed

P-LS6-3 No.2 Main Lubricating Oil Purifier

P-LS6-4 No.2 Main Lubricating Oil Purifier Supply Pump

P-LS6-8 Main Engine Lubricating Oil Automatic Filter

P-2M-7 Feed



P-LS6-9 Main Engine Fuel Oil Automatic Filter

P-LS6-11 Spare

LGSP - 1 Engine Room, Aft of Economiser Circ. Pumps

P-LS1-6 No.2 Deck Seal Sea Water Pump

P-LS1-7 No.2 Heavy Fuel Oil Transfer Pump

P-LS1-8 No.2 Marine Diesel Oil Transfer Pump

P-LS1-9 No.2 Fresh Water Generator Ejector Pump

P-LS1-10 Main Engine Air Cooler Chemical Cleaning Pump

P-LS1-1 No.1 Heavy Fuel Oil Transfer Pump

P-LS1-2 No.1 Marine Diesel Oil Transfer Pump

P-LS1-3 No.1 Lubricating Oil Transfer Pump

P-LS1-4 No.1 Deck Seal Sea Water Pump

P-LS1-5 No.1 Fresh Water Generator Ejector Pump

P-2M-1 Feed

P-1M-1 Feed

LGSP - 2 Engine Room, Bulkhead Fwd of No.3 COPT

P-LS2-1 No.1 Main Engine HT Circuit Feed Pump

P-LS2-2 No.1 COPT Priming Lubricating Oil Pump

P-LS2-3 No.1 Ballast Pump Priming Lubricating Oil Pump

P-LS2-4 No.1 ODME Sampling Motor

P-1M-2 Feed

P-2M-2 Feed



P-LS2-7 Tank Cleaning Pump Priming Lubricating Oil Pump

P-LS2-8 No.2 Main Engine HT Circuit Feed Pump

P-LS2-9 Spare

LGSP - 3 Engine Room, Outside of Purifier Room

P-LS3-1 No.1 Bilge, Fire and General Service Pump

P-1M-3 Feed

P-2M-3 Feed

P-LS3-2 No.2 Bilge, Fire and General Service Pump

P-LS3-3 Scrubber Cooling Sea Water Pump

LGSP - 4 Engine Room, Outboard of

Main Engine Turning Gear

P-2M-4 Feed

P-LS4-3 Turning Gear

P-LS4-4 Oily Bilge Separator

P-LS4-1 Engine Room Bilge Pump

P-LS4-2 Sludge Pump

P-LS4-7 Sewage Treatment

P-LS4-8 Generator Steam Preheater Pump

P-LS4-9 Generator Electric Preheater Pump

P-LS4-10 Spare

P-LS4-5 Engine Room Cathodic Protection Unit

P-LS4-6 Vacuum Pump

LGSP - 8 Air Conditioning Room U Deck

P-1M-8 Feed

P-LS8-1f 24V Power Supply: SHC and Expansion Valve

P-LS8-2 Galley Exhaust Fan

P-LS8-1 No.1 Air Conditioning Central Air Exhaust Fan

P-LS8-1a No.1 Air Conditioning Central Air Supply Fan

P-LS8-6 No.1 Hose Handling Crane

P-LS8-7 No.1 Provision Crane

P-LS8-8 No.1 Wheelhouse Cooler Unit

P-LS8-9 Lifeboat/Rescue Boat Winch

P-LS8-3 Galley Supply Fan

P-LS8-5 Paint and Lamp Store Fan

P-1M-30 Feed

P-LS8-10 No.1 Electric Heater Panel: AC Room

P-LS8-11 No.1 Econovent

P-2M-9 Feed


P-LS8-12a No.2 Air Conditioning Central Air Supply Fan


P-LS8-13a No.3 Air Conditioning Central Air Supply FanP-LS8-14 No.2 Hose Handling Crane

P-LS8-15 No.2 Provision Crane

P-LS8-16 Lifeboat Winch

P-2M-27 Feed

P-LS8-17 Battery Room Exhaust Fan

P-LS8-18 No.2 Wheelhouse Cooler Unit

P-LS8-19 No.2 Electric Heating Panel

P-LS8-20 No.3 Electric Heating PanelP-LS8-21 No.2 Econovent Control Panel

P-LS8-22 No.3 Econovent Control Panel

P-LS8-23 Air Conditioning Room Exhaust Fan

P-LS8-24 Provision Refrigeration Fan

P-LS8-25 Spare

Emergency AC 440V Feeder Panel

2.13 - Page 16 of 32


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Issue: 1

Illustration 2.13.4d Emergency 440V and 220V Electrical Distribution

Transformer

Emergency Generator

Panel220V

Feeder Panel440V

Feeder Panel

G

Emergency

Generator

300kW

Main Switchboard

Bus Tie Line

GeneratorG


Key

Shore

Connection

Box

Interlocking

Shore Power

and Starter

Panel

P-EM-1a No.2 Steering Gear (Low Speed)

P-EM-1 No.1 Steering Gear (Low Speed)

P-EM-2 Emergency Fire Pump

P-EM-3 Steering Gear and Emergency Fire Pump Room Fan

P-EM-12 No.4 Engine Room Fan (Reversible)

P-EM-11 LGSP-5 (Emergency Feed - see 2.13.3c)

P-EM-13 Emergency Air Compressor

P-EM-14 Elevator

P-EM-16 Emergency Generator Room Fan

P-EM-17No.2 Generator Lubricating Oil Priming Pump

P-EM-6 Foam Liquid Pump

P-EM-7 No.1 and No.2 Hot Foam Liquid Pumps

P-EM-9 Emergency Switchboard 220V Section

P-EM-4 Battery Charger

P-EM-5 Electric Whistle Relay Box

P-EM-18No.3 Generator Lubricating Oil Priming Pump

P-EM-20 No.1 Main Engine Cylinder Lubricating Oil Pump

P-EM-19 Breathing Apparatus Recharging Compressor

P-EM-21 No.2 Hydraulic Pump for Valve Control

P-EM-22 Steering Gear Room Heater Control Panel

P-EM-23 Hyper Mist Pump and Control Panel

Spare

P-EL-2/2a E2 A, B, C, D Decks 220V Distribution

P-EL-1/1a E1 Engine Room 3rd Deck 220V Distribution

P-EL-3 N1 Navigation/Comms Equipment Distribution Board

P-EL-4 Navigation Indication Panel

P-EL-5 Emergency Generator Battery Charger

P-EL-6 Fire and General Alarm System

P-EL-7 Engine Control Console

P-EL-9/9a Emergency Generator Room/Escape Trunk Lighting

P-EL-8 Cargo Control Console

P-EL-10 Emergency Generator Coolant Heater

P-EL-12 Breathing Apparatus Recharging Compressor

P-EL-13 Panel A1: 220V Engine Room Distribution

P-EL-14 Foam Room Fan

P-EL-16 Emergency Generator Room General Use

P-EL-15 Main Engine Governor Control

P-EL-18 HICHAS Control Console

P-EL-17 Bridge Control Console

P-EL-19 CO2 Room

P-EL-20 Local Fire Fighting Control Panel (ECR)

Spare

P-EM-10Emergency Switchboard 220V Section

2.13 - Page 17 of 32


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Issue: 1

Illustration 2.13.5a Shore Power

Transformer



No.1 45kVA 440/220V

Transformer

No.2 45kVA 440/220V

Transformer

45kVA 440/220V

Transformer

45kVA

440/220V

Transformer

No.2 D.G.

1,350kW

Emergency Generator

Panel220V

Feeder Panel

GEmergency

Generator

300kW

Main/Emergency


24V Battery

24V Services

Engine Room

220V Feeder

Panel

GeneratorG


MAIN SWITCHBOARD

Key

G

No.3 D.G.

1,350kW

No.1 D.G.

1,350kW

Bus-Tie

Panel

GG

Shore

Connection

Box

Interlocking

Battery Charge and

Discharge Board

Shore Power

and Starter

Panel

EG-1

Emergency Generator

ACB

SY-1

Main Switchboard

Bus Tie ACB

ACB

HAT-121600AF)

ACB

HAT-12(1600AF)

MCCB

(800AF)

Emergency Generator Panel

PSI: Phase Sequence Indicator

F: Emergency Generator Frequency Meter

V: Emergency Generator Voltmeter

A: Emergency Generator Ammeter

KW Emergency Generator Wattmeter

IRM: Earth Ohm Meter

SA: Shore Supply Alive Lamp

SO: Shore Supply ACB Open Lamp

SC: Shore Supply ACB Closed Lamp

NS: Normal Supply Alive Lamp

BTO: Bus Tie ACB Open Lamp

BTC: Bus Tie ACB Closed Lamp

GR: Emergency Generator Run Lamp

GO: Emergency Generator ACB Open Lamp

GC: Emergency Generator ACB Closed Lamp

KWH: Kilowatt/Hour Meter

PST: Phase Sequence Test Switch

EL: Earth Lamps

SHL: Space Heater Lamp

ETS: Earth Test Switch


PTS: Phase Sequence Test Switch

FVS: Frequency/Voltmeter Selection Switch

AS: Ammeter Selection Switch

BCS: Em. Generator ACB Open/Close Switch

RTS: Generator/ACB Test Switch (Behind Panel)

VR: Voltage Regulator (Behind Panel)

FVS AS

RTS

BCS VR

PST

EL SHL

SA

SCSO

NS

BTCBTO

GR

GCGO

ELEL

SHSETS

PSI

KWH

F V

IRM

A KW

ShoreConnection Box

Cable

Access

2.13 - Page 18 of 32


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Issue: 1

2.13.5 SHORE POWER

A shore connection box is provided in the emergency generator room to accept power cables during refi t. The shore connection box connects, via a breaker, to the main switchboard/emergency switchboard bus tie line. The maximum current is 800 amps. The main and emergency switchboards can then be supplied as normal through the emergency switchboard tie breaker.

The monitoring instruments and lamps for the shore supply are located on the emergency switchboard emergency generator panel (panel A). A phase sequence monitoring system is also fi tted on this panel. The sequence should be checked before connecting shore power to the main switchboard. If the phase sequence is correct, the green indicator lamp will illuminate. If the sequence is found to be incorrect, the red indicator lamp will illuminate. In this case the shore supply must be isolated and two supply phases changed over. The supply should then be reinstated and the phase sequence checked again.

A shore power available lamp, a circuit breaker closed lamp and a circuit breaker open lamp are also fi tted to the shore power section of the panel.

A kilowatt/hour meter is also provided at the panel to record the power consumed by the vessel when on shore supply.

The shore power breaker is rated for 440V AC, 3ph, 60Hz, 800A.

Interlocking is provided between the ship’s main generator ACBs, the emergency generator ACBs and the shore supply breaker. The shore supply breaker cannot be closed if any generator ACB is closed. Conversely, none of the ship’s generator’s ACBs can be closed if the shore supply breaker is closed. This arrangement prevents the shore supply being paralleled with any other supply.

Procedure for the Operation of Shore Power Reception

a) Isolate the emergency generator to ensure that it does not start.

b) When it is intended to receive power from the shore, confi rm the SHORE ALIVE indicator lamp is illuminated.

c) Isolate all non-essential services, including the sequential restart system. Reduce load at the main switchboard to the absolute minimum. Set the PMS to manual to ensure that no main generators start when the vessel blacks out.

d) Check the shore supply voltage by turning the FREQ AND VOLTMETER switch (FVS) to the SHORE position. The voltage should be 440V and the frequency 60Hz.

e) Check the phase sequence by pressing the PHASE SEQUENCE TEST pushbutton. The green indicator should illuminate on the phase sequence indicator.

f) At the main switchboard, open all generator ACBs. The vessel blacks out.

g) Close the breaker for shore power at the shore connection box.

h) Close the emergency switchboard bus tie breaker at the main switchboard. The shore supply now feeds the main switchboard.

i) Close the main switchboard bus tie breaker at the emergency switchboard. The shore supply now feeds the emergency switchboard.

j) Proceed to supply essential services such as fi re detection, lighting, etc.

k) If no maintenance is scheduled for the emergency generator, it may left on automatic standby. The emergency generator will then feed emergency lighting, etc, in the case of failure of the shore supply.

l) The shore supply should be closely monitored to ensure the 800A current limit is not exceeded.

Procedure for Transfer from Shore Supply to Main Diesel Generator

a) Isolate the emergency generator to ensure that it does not start.

b) Isolate all non-essential services. Ensure the sequential restart system is still isolated. Reduce load at the main switchboard to the absolute minimum. Ensure the PMS is still set to manual to ensure that no main generators start when the vessel blacks out.

c) Run up the selected main generator on local control.

d) At the main switchboard, set the synchronising selection switch to the incoming generator.

e) Ensure the voltage is approximately 450V.

f) Adjust the frequency of the generator to approximately 60Hz.

g) Open the shore supply breaker at the emergency switchboard. The vessel blacks out.

h) At the main switchboard, close the generator ACB. The PMS will automatically override the check-synchroniser in a blackout situation, allowing the ACB to close onto the dead bus. Supply essential lighting, etc.

i) Check the voltage and adjust the frequency to 60Hz.

j) Change the PMS mode to automatic, if required.

k) At the main switchboard, close the emergency switchboard bus tie breaker. Main switchboard supply is now available at the emergency switchboard.

l) At the emergency switchboard, close the main switchboard bus tie breaker, the emergency switchboard is now back to its normal supply.

m) Ensure the emergency generator is returned to normal automatic start.

n) Supply emergency and main consumers as required.

2.13 - Page 19 of 32


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Issue: 1

Illustration 2.13.6a Main Alternators

Alternator Key

Current

Sensing

Exciter RotorDiodesRotor

Winding

Hyundai Alternator

Generator Panel Key

Synchronising Panel Key

Diesel Engine

Governor

Alternator

AVR/Aconis

Reference and

Supply Lines

ACB Control

Alternator Rotor Electrical Diagram

Main Switchboard Reference/Power Line

Measuring and

Protection Unit

Main Switchboard

Varistor

No Volt,Overload,High/low

Load Signals

OtherGenerators

Local/Manual Control

Auto Synchronising

Unit

Governor

ControlEngine Stop/Start

Control

3 Phase

440V 60Hz Output

GeneratorACB

1

22

5

6

8

11

26

7

21

17

18

23

2324

2

25

24

4

31314 10 12 19

1. Frame2. External Equipment Housing3. Earthing Terminal4. Housing Cover5. Shaft: Prime Mover6. Fan7. End Shield8. Air Guide9. End Shield10. Stator Core11. Stator Winding12. Rotor Core13. Damper Winding14. Rotor Winding15. Exciter Stator Core16. Exciter Stator Winding17. Exciter Rotor Core18. Exciter Rotor Winding19. Rotating Rectifier20. Rectifier Lead to Rotor Winding21. Sleeve Bearing22. Air/Water Cooler23. Protection Cover24. Generator Side Automatic

Voltage Regulator25. Current Transformers26. Air Opening

Engine Local

Control Panel

9

15

16

21

20

Excitation

AVR

SL

333231 3534

AR

FLS

LT

GCS

COS-P COS-A

SYS FVS

L R

GCS

L R

GCS

L R

ECS

S S

ECS

S S

ECS

BCS BCS BCS

S S

SYF2F1V2V1

DG3 DG2 DG1

5 7 9 11 13 15 17 19 21

14 16 18 206 8 10

1 3

2 4

12 GL

O C O C O C

YL

PMS

DG3 DG2 DG1

PMS

V1: Bus VoltmeterV2: Generator VoltmeterF1: Bus Frequency MeterF2: Generator Freq. MeterSY: SynchroscopeSY: Synchroscope LampsPMS PMS Control Panel1: ACB Overcurrent Trip Lamp2: ACB Reverse Power Trip Lamp3: ACB Non - Close Lamp4: ACB Abnormal Trip LampYL: Generator On Standby Lamp5: High Voltage Lamp6: Low Voltage Lamp7: High Frequency Lamp8: Low Frequency Lamp9: Preferential Trip Stage 1 Lamp10: Preferential Trip Stage 2 Lamp11: Main Switchboard 440V Low Insulation Lamp12: Main Switchboard 220V Low Insulation Lamp13: Em. Switchboard 440V Low Insulation Lamp14: Em. Switchboard 220V Low Insulation Lamp15: 24V DC Switchboard Low Insulation Lamp16: Em. Stop/Monitoring Source Fail Lamp17: Em. Swbd Emergency Stop Source Fail Lamp18: 24V DC Source Fail Lamp19: Bus Short Circuit Lamp20: Synchroniser Fail Lamp21: 'Aconis' PMS Fail LampGL: Em. Board Bus Tie ACB Closed LampFLS: Flourescent Lamp SwitchLT: Lamp Test PushbuttonAR: Alarm ResetSYS: Synchroscope Selection SwitchFVS: Volt/Frequency Meter SelectCOS-P: Automatic Synch./PMS Mode SwitchCOS-A: Standby Generator SelectionBCS: ACB ControlECS: Generator Engine Control SwitchGCS: Generator Governor Raise/LowerES ACB: Emergency Switchboard Bus Tie ACB

SH: Space Heater On LampAO: ACB Open LampGR: Generator Run LampAC: ACB Closed LampRC: Remote Control AvailableRS: Ready to Start LampGA: Generator AmmeterGW: Generator Wattmeter (kW)GAV: Generator kVAR MeterGV: Generator VoltmeterHM: Running Hour MeterSHS: Space Heater SwitchDR: Differential Trip and ResetPRE: Pre-excitation PushbuttonAS: Ammeter SwitchVS: Voltmeter Switch

Power

Supply

Control Panel

GA GW GAV GV

SHS

HM

AS

RSGR AC

PREDR

AOSH

VS

2.13 - Page 20 of 32


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Issue: 1

2.13.6 MAIN ALTERNATORS

Specification

Maker: HyundaiType: HFJ5 636-84ECapacity/rating: 450V AC, 3ph, 60Hz, 1,350kW, 2,165A, 1,687kVA 0.8pf, 8 pole, IP44Speed: 900 rpmWeight: 7,167kgRotor weight: 2,654kgHeating: 220V, 630W

Description

Three main diesel driven alternators are fi tted. They are all of the totally enclosed, cylindrical rotor, self-excited, brushless type fi tted with an integral air to fresh water cooler.

Alternator cooling is provided by a shaft mounted fan driving air over the integral fresh water cooler, using a closed circuit air supply. The cooling air temperature can be monitored via the alarm and monitoring system. The cooler is fi tted with double-walled tubes to reduce the chances of leakage. The space between the tubes drains to a chamber where a leak detector will activate an alarm if a water level is detected.

Space heaters are fi tted, which are energised when the generator circuit breakers are open, to protect against internal condensation during shut down periods. There are six embedded PT100 sensors fi tted to monitor the stator temperature in each phase winding, three are in use and there are three spare. These temperatures can be monitored from the alarm and monitoring system and will raise alarms when the temperature set points are exceeded.

Bearings

The main bearings are of the self-lubricated pedestal type. The bearings also have temperature sensors which can be monitored from the alarm and monitoring system and will raise alarms when the temperature set points are exceeded.

Electrical

The load voltage is kept constant by the automatic voltage regulator (AVR), which regulates the excitation current to the exciter. Output power from the stator is fed into a current/voltage compound transformer and the thyristor regulated output of this is fed through the exciter stator windings. The magnetic fi eld in the exciter stator induces AC into the exciter rotor, which is rectifi ed by the rotating three phase bridge connected rectifi er set and passed

to the main rotor DC windings. In this way the excitation levels are boosted for heavy loads and reduced for light loads. This provides a constant output voltage independent of load levels. Initial voltage build-up is via residual magnetism in the rotor.

The AVR transformers and rectifi ers are contained within the alternator main cover, while the AVR electronic components and the manual voltage regulator are fi tted at the generator panels at the main switchboards. There is a switch inside the generator panels to change over to the Manual Voltage Regulator (MVR), if required.

The alternators have a pre-excitation facility which can be used in exceptional circumstances if the alternator rotors lose their residual magnetism and do not automatically excite on running up. This applies 24V DC directly to the exciter stator to excite the rotor.

The current transformers (CTs) used for monitoring and also as reference for the PMS are also located within the main top cover.

The electrical power system, fed by the generators, is designed with discrimination on the distribution system, so that the generator breaker is the last to open if any abnormalities occur.

One generator normally provides electrical power under normal conditions at sea and in harbour, with one or two diesel generators on standby. During standbys, manoeuvring or cargo operations, two generators should be on load.

The priority order of the standby generator is selected at the synchronising panel via the STANDBY SELECTION switch (COS-A).

In any of the above cases where two or more generators are on load, one generator has enough capacity to supply the total load after the operation of the preference trips.

Emergency Cooling

The alternator is equipped with emergency opening facilities which may be operated in the case of failure of the cooling system.

If the cooling system fails the alternator may be run on reduced load with the emergency ventilation in place. The alternator then runs with natural ventilation. The temperatures of the windings must be closely monitored during running in this condition.

2.13 - Page 21 of 32


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Issue: 1

Illustration 2.13.7a Emergency Alternator

EmergencyGenerator

Emergency GeneratorEngine Control Panel

Emergency GeneratorACB

ASL: Alarm Signal Light UnitEST: Engine Start PushbuttonESP: Engine Stop PushbuttonRS: Reset PushbuttonLT: Lamp/Bell Test PushbuttonBS: Bell Stop PushbuttonES: Emergency Stop ButtonPS: Power Source Off/On SwitchMA: Manual/Auto Mode Switch

Excitation Control

EG-1Emergency Generator

ACB

SY-1Main SwitchboardBus Tie ACB

Monitoring/Control

ACB Control

24VStartingBattery


Engine Control/Alarms/Monitoring

ASL

EST ESP RS LT

BS ES PS MA

BatteryCharger

ACBHAT-121600AF)

ACBHAT-121600AF)

ACBHAT-12(1600AF)

Emergency Generator Panel

PSI: Phase Sequence IndicatorF: Emergency Generator Frequency MeterV: Emergency Generator VoltmeterA: Emergency Generator AmmeterKW Emergency Generator WattmeterIRM: Earth OhmeterSA: Shore Supply Alive lampSO: Shore Supply ACB Open LampSC: Shore Supply ACB Closed LampNS: Normal Supply Alive LampBTO: Bus Tie ACB Open LampBTC: Bus Tie ACB Closed LampGR: Emergency Generator Run LampGO: Emergency Generator ACB Open LampGC: Emergency Generator ACB Closed LampKWH: Kilowatt/Hour MeterPST: Phase Sequence Test SwitchEL: Earth LampsSHL: Space Heater LampETS: Earth Test SwitchSHS: Space Heater SwitchPTS: Phase Sequence Test SwitchFVS: Frequency/Voltmeter Selection SwitchAS: Ammeter Selection SwitchBCS: Emergency Generator ACB Open/Close SwitchRTS: Generator/ACB Test Switch (Behind Panel)VR: Voltage Regulator (Behind Panel)

AutomaticVoltageRegulator

FVS AS

RTS

BCS VRPST

EL SHL

SA

SCSO

NS

BTCBTO

GR

GCGO

ELEL

SHSETS

PSI

KWH

F V

IRM

A KW

Starter Motor

IsolationBreaker

2.13 - Page 22 of 32


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Issue: 1

2.13.7 EMERGENCY ALTERNATOR

Maker: Leroy SomerType: LSA47.1L9Capacity/rating: 450V AC, 3ph, 60Hz, 300kW, 481A 0.8pf, 4 pole, IP44Speed: 1,800 rpmWeight: 1,000kgHeating: 220V, 250W

General Description

A self-contained emergency diesel generator, rated at 300kW, is fi tted in the emergency switchboard room for use in an emergency. The alternator is the self-excited, brushless type and can be set for manual or automatic operation. Automatic (auto) will be normally selected, with the manual setting being used for testing the generator.

The emergency switchboard is normally supplied from the main 440V switchboard. When auto is selected, the emergency generator is started automatically by detecting zero voltage on the emergency switchboard bus bars. The emergency generator air circuit breaker (ACB) will connect automatically to the emergency switchboard after confi rming the continuation of zero voltage.

The emergency generator is designed to restore power to the emergency switchboard within 30 seconds. The bus tie breakers on the emergency switchboard, which connect to the main 440V switchboards, are opened automatically when zero voltage is detected on the switchboard.

The alternator’s automatic voltage regulator is fi tted within the alternator terminal cover. There is a potentiometer inside the generator cubicle to enable the voltage to be manually adjusted.

The alternator is fi tted with a space heater to prevent condensation when the generator is stationary or idling. The heater is interlocked with the alternator ACB.

The generator has suffi cient capacity to enable the starting of the required machinery to power up the vessel from a dead condition.

For operation of the emergency generator onto the emergency switchboard, see section 2.13.4 Emergency Switchboard.

2.13 - Page 23 of 32


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2.13.8 TRANSFORMERS

Overview

There are ten transformers on board ranging from 15kVA to 125kVA. They are all of similar construction which is the dry, naturally air cooled type. They are bonded to earth by an earth strap connected from the transformer casing to the deck. Each transformer is drip proof and the enclosure protection is rated at IP23 (Ingress Protection). Guard rails are provided around the transformers as a safety precaution for ship’s personnel working in or passing through the area. The transformers are located around the vessel in the following locations:

• The port side of the mezzanine deck directly above the engine control room

• The emergency generator room

• The bosun’s store

Accomodation 440/220V Transformers

The supply to the accomodation 220V AC panel is via two transformers which are situated in the mezzanine deck location. One transformer is fed from the No.1 AC 440V feeder panel and the other from the No.2 AC 440V feeder panel of the main switchboard. The details are listed below:

Manufacturer: HyundaiSpecifi cation: Three phase, dry, air cooledType: Drip proof fl oor mounting (IP-23)Rating: ContinuousPower output: 99kVAPrimary voltage: 440VSecondary voltage: 230V

Emergency Switchboard 440/220V Transformers

The supply to the 220V AC section of the emergency switchboard is via two transformers which are situated in the emergency genrator room. Both transformers are fed from the AC 440V feeder panel of the emergency switchboard. The details are listed below:


Focsle Deck 440/220V Transformers

The supply to the focsle deck is via two transformers which are situated in the bosun’s store location. One transformer is fed from the No.1 AC 440V feeder panel and the other from the No.2 AC 440V feeder panel of the main switchboard. The details are listed below:


Engine Room 440/220V Transformers

The supply to the engine room 220V AC panel is via two transformers which are situated in the mezzanine deck location. One transformer is fed from the No.1 AC 440V feeder panel and the other from the No.2 AC 440V feeder panel of the main switchboard. The details are listed below:


Galley 440/440V Transformer

The supply to the galley 440V feeder panel is via a transformer which is situated in the mezzanine deck location. This transformer is fed from the No.1 AC 440V feeder panel of the main switchboard. The details are listed below:


Galley 440/220V Transformer

The supply to the galley 220V feeder panel is via a transformer which is situated in the mezzanine deck location. This transformer is fed from the No.2 AC 440V feeder panel of the main switchboard. The details are listed below:


2.13 - Page 25 of 32


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2.13.9 PREFERENTIAL TRIPPING AND SEQUENTIAL RESTARTING

Preferential Tripping

The power management system matches the generator capacity to the power requirements of the vessel. However, should an overcurrent occur for any main generator, non-essential services will be tripped.

If the current on a running generator exceeds 2,858A (120%) for a period exceeding 10 seconds, the PMS will initiate the release of the preferential tripping, thereby providing protection against the overcurrent which would otherwise trip the ACB.

If the current still exceeds 120% after a further 5 seconds, the stage 2 preferential trips are released.

When normal conditions resume, the above breakers must be manually reset.

Illustration 2.13.9a Preferential Tripping

First Stage

Preference Trips

10 Seconds

P-1M-7/P-2M-8: LGSP 7

P-1M-10: Galley Panel G1

P-2M-23: Galley Panel G2

P-1M-16: Air Conditioning Unit

P-2M-16/17: Air Conditioning Unit

P-1M-18: ECR Unit Cooler

P-2M-19: ECR Unit Cooler

1

P-LS5-3: Purifier Room Exhaust Fan

P-2M-18:Panel P1 440V Distribution

P-2L-11: Crew and Officer's Pantry Exhaust Fans

P-1M-17: Provision Refrigeration Plant

P-LS1-5/9: Fresh Water Generator Ejector Pump

P-LS5-3: No.1 Main Purifier

P-BS-1: Ballast Pump

P-2L-10: Provision Store Fan and Hospital Exhaust Fan

P-LS5-4: No.1 Main Purifier Supply Pump

P-LS8-7/15: Provision Crane

P-LS4-2: Sludge Pump

P-LS4-4: Oily Bilge Separator

P-LS4-7: Sewage Plant

P-LS8-1/1A: AC Central Air Fan



P-LS8-2/3: Galley Fan

P-LS8-17: Battery Room Fan

P-P2-4: Electric Welder

P-LS8-8/18: Wheelhouse Unit Cooler

P-LS8-23: AC Room Fan

P-LS8-10/19/20: Electric Heater Control Panel

P-LS8-11/21/22: Econovent

P-LS8-24: Provision Refrigeration Fan

P-1M-5/P-2M-5: LGSP 5

P-1M-6/P-2M-6/7: LGSP 6

P-1M-19/P-2M-21: Panel P2 440V Distribution

P-1M-20/P-2M-20: Panel P3 440V Distribution

P-1M-22/P-2M-24: Cargo Pump Room Fan

Second Stage

Preference Trips

15 Seconds

2

2.13 - Page 26 of 32


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Sequential Restart

The PMS system will automatically restart the required machinery to restore power to the vessel. To fulfi l this requirement, at least one diesel generator must be left in the automatic standby mode.

The essential machinery is started automatically according to the sequence shown on the right. The sequence is started when power is restored to the 440V main switchboard.

The restart sequence is usually left enabled, however, the operator may disable the sequence by switching the individual automatic start selection switches to manual. The sequence is automatically halted in the case of another blackout.

Less important 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.

Illustration 2.13.9b Sequential Restart

LightingNavigation Equipment and InstrumentsSteering GearGenerator Engine Fuel Oil Supply PumpGenerator Fuel Oil Booster PumpGenerator Diesel Oil Flushing Pump

At 0 Seconds

0 Seconds

5 Seconds

5 Seconds

5 Seconds

5 Seconds

Stage 1

TIME

Main Lubricating Oil PumpStern Tube Lubricating Oil PumpMain Engine Crosshead Lubricating Oil Booster Pump

At 5 Seconds Stage 2

Main Cooling Fresh Water PumpInert Gas Deck Seal Sea Water Pump


Jacket Cooling Fresh Water PumpCentral Cooling Sea Water Pump


Boiler Fresh Water PumpBoiler Fresh Water Circulating PumpEconomiser Fresh Water Pump

5 Seconds


Engine Room Vent Fans


TIME STAGE

Sequence Complete

Power is Restored tothe Main SwitchboardSEQUENCE STARTS

FULL BLACKOUT(Zero Volts at all Main Switchboards)

2.13 - Page 27 of 32


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Illustration 2.13.10a Emergency Battery Charging and 24V Distribution

Disconnector

Switch/Breaker

24V Consumers

Emergency Switchboard

Supply

AC 440V 3Ph 60Hz

Transformers

440/30/28V

3 Phase

Power

Supply

Changeover

Unit

P-1E-22

30A

Rectifiers

Charger Mode

Changeover

Switch

V A

10AP-DC-1

P-DC-1C

Emergency Lighting

for Accommodation

Emergency Lighting for

Emergency Generator Room

P-DC-210A

Navigation Light

Indication Panel

P-DC-710A

Echo Sounder

Indicator

P-DC-830A

Bridge Control

Console

P-DC-9A10A

Gyrocompass Switch

Over Unit

P-DC-1210A

No.1 DGPS Power

Supply Unit

P-DC-12A10A

No.2 DGPS Power

Supply Unit

P-DC-1310A

Automatic Identification

System

P-DC-1410A

Cargo Control

Console

P-DC-155A

Power Supply Unit

for Sat-B System

P-DC-1610A

Elevator Control

Panel

P-DC-1710A

No.2 Gyrocompass

P-DC-1110A

No.1 Gyrocompass

P-DC-1010A

Bridge Watch Monitor

P-DC-1810A

Dimmer and Lamp for

Bridge Wing Console (P)

P-DC-1910A

Dimmer and Lamp for

Bridge Wing Console (S)

P-DC-2010A

Magnetic Compass

Dimmer Box

P-DC-215A

Digital Docking Log

Indicator

P-DC-225A

Fire Alarm System

P-DC-2310A

VHF in Cargo Control

Room

P-DC-2410A

HICAS Cargo Handling

System

P-DC-2510A

Autopilot Control

Unit

P-DC-2610A

Fire Alarm Timer

Module

P-DC-2610A

Sat. Mimi - M

Module

P-DC-2710A

Spare

P-DC-2810A

Spare

P-DC-2910A

Spare

P-DC-910A

Master Clock

P-DC-310A

Public Address/Talkback

System

P-DC-410A

Automatic Telephone

Exchange System

P-DC-55A

Hospital Calling

Alarm System

P-DC-620A

Engine Room

Control Console

P-DC-6B

P-DC-6A

P-DC-6C

20AEngine Room

Control Console

Main Monitoring

System

Low Insulation

Alarm

Earth Test

Earth

Lamps

k ΩManual

Charger

Trigger

Control

Float

Equalise

1 3

2

Main Switchboard

Supply

AC 440V 3Ph 60Hz

P-1M-28

30A

DM1

No.1

Battery

24V 300AH

A

V

No.2

Battery

24V 300AH

A

V

Battery Set

Changeover

Switch

(COS1)

DM2 DM3 DM4

2.13 - Page 28 of 32


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2.13.10 UNINTERRUPTIBLE POWER SUPPLY (UPS) AND BATTERY SYSTEMS

The ship’s essential emergency 24V power requirements are supplied by the emergency 24V battery charging board. See illustration 2.13.10a for a detailed list of the emergency consumers.

The radio/GMDSS equipment is backed up by a separate battery/UPS system.

A separate 24V battery and charger system is provided for the emergency generator starting arrangements.

The 24V emergency system consists of a battery charge/discharge distribution board backed up by a separate 24V battery. This provides a smooth changeover to a constant power source upon loss of the ship’s main or emergency power.

These 24V batteries are normally on a fl oating charge, with the rectifi er supplying the load.

24V Batteries

Battery: Lead-acid sealedCapacity: 24V 300Ah (2 sets)Voltage (nominal): 24V (total)Voltage (maximum): 26.4VVoltage (minimum): 21.8VNumber of cells: 12

24V Charge/Discharge Board Battery Charger

Manufacturer: Seon Electronic Co., Ltd.Model: SU-BC-9600BVoltage (supply): 440V ACVoltage (fl oating): 26V DCVoltage (equalising): 26.2V DCVoltage (output): 18 - 29V DCRated current: 40A DCRating: ContinuousMax. charging current: 45A DC

The battery charger has one 440V supply from the emergency switchboard 440V feeder section, circuit P-EM-4 and one supply from the main switchboard No.1 feeder section, circuit P-1M-28.

The board is backed up by two sets of batteries. Selection of the duty battery set is made by the operation of the changeover switch COS1. The board contains the following equipment:

• 24V DC voltmeter for feed, battery and rectifier monitoring

• Ammeter for feed and battery monitoring

• Earth leakage monitoring ohmeter and indication lamps

• Fused outputs

• Charging mode and source power indicator lamps

The charger is fi tted with a battery voltage monitoring facility which will raise an alarm if the battery voltage moves above or below a preset level or the battery current rises above a preset level. The unit is also fi tted with charger failure, overcurrent, input mains failure and earth leakage alarms. These alarms will raise a common output alarm which will raise an alarm on the main alarm and monitoring system.

When an earth is present on an outgoing circuit, the earth leakage alarm will sound. Operation of the earth test pushbutton will cause one earth lamp to glow bright and the other earth lamp to dim. Careful isolation of the outgoing circuits (mindful of essential consumers) will locate the faulty circuit, the lamps returning to equal brilliance and the alarm clearing once the faulty circuit is isolated.

Operating Procedure

The battery charger is a fully automatic charging device which automatically charges the two 24V storage battery sets.

The charger has a facility to adjust the charging voltage. This, however, should not be altered once the charger has been commissioned.

Floating and Equalising Charge Modes

While the storage batteries are fully charged, they are subjected to a fl oating charge. In this condition, the charger supplies the 24V system with power. During periods of high demand and failure of the power source, the duty battery will take over. A constant voltage is applied to the battery, regardless of any load, power or temperature variation and the charging current varies according to charged state thus maintaining the battery in a fully charged condition.

If the battery has been subjected to a period of duty due to power failure, on restoration of the power supply, the battery charger is automatically transferred to equalising charge and this rapidly charges the battery. As soon as the battery becomes fully charged, it reverts to fl oating charge. The charge performed after the recovery from a power interruption is controlled by the

SCR control system, which protects the battery and charging circuits from excess current.

Emergency Generator Starting Batteries

These batteries are charged from a bulkhead-mounted battery charger located in the emergency generator room. The 24V charger is fi tted with an ammeter and voltmeter to monitor the charging supply.

The charger is automatic in operation with fl oating and equalising charging modes, indicated by lamps on the front panel. If the battery is discharged, the charger automatically transfers to the equalising mode and rapidly charges the battery. As soon as the battery becomes fully charged, it reverts to a fl oating charge. The charge performed after the recovery from a power interruption is controlled by the automatic control system, which protects the battery and charging circuits from excess current. The mode may also be manually selected via a toggle switch on the front panel. The charger is fi tted with battery low voltage and charger failure alarms. These will raise an alarm via the emergency generator local control panel in the event of any abnormal conditions.

Maintenance

The 24V charge/discharge board is designed for continuous operation and is practically maintenance free. However, the unit should be kept clean and dry and a visual inspection of connection integrity, cable condition etc, made once a year. At this time the charging voltage should be checked using a high quality digital voltmeter.

The duty battery set should be changed over once a month.

All the ship’s batteries should be kept clean and dry. The battery poles and connections must be kept covered with acid free vaseline. The cell voltages should be checked and logged once a month and the connection terminals checked for tightness once a year.

2.13 - Page 29 of 32


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Illustration 2.13.11a Cathodic Protection System

Reference Cell

440V AC Supply

From LGSP 4

(Circuit P-LS4-5)

440V AC Supply

From Panel P2

(Circuit P-P2-5)

DCS

Propeller Shaft Earthing

and Monitoring AssemblySystem Wiring

Shaft Earthing

Brushes

Copper Slip Ring

Shaft Millivolt

Monitoring Brushes

(Insulated From

Earth/Mounting)

0 250

mV

Propeller Shaft

Forward

Power

Supply

Unit

Central

Alarm System

JB

300AAnode

JB

JB JB

Reference Cell

JB

75AAnode

Reference Cell300AAnode Reference CellECR Monitoring Panel 75AAnode

JB

JB JB

Equipment Location

Reference Electrode

Located at Frame

37 Port and Starboard

250AAnodes

Located at Frame

22 Port and Starboard

Aft Power

Supply Unit

Engine Room

ECR Remote

Monitoring

Panel

Forward Power

Supply Unit

Bosun's Store

Reference Electrodes

Located at

Frame 116

Port and Starboard

75AAnodes

Located at

Frame104.5

Port and Starboard

Aft Power

Supply

Unit

Engine

Room

2.13 - Page 30 of 32


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2.13.11 CATHODIC PROTECTION SYSTEM

Maker : Korea CathelcoType: Impressed CurrentPower supply: AC 440V, 60Hz

The vessel is provided with an Impressed Current Cathodic Protection (ICCP) system. This method of corrosion protection automatically controls electrochemical corrosion of the ship’s hull structure below the waterline. Cathodic protection can be compared to a simple battery cell, consisting of two plates in an electrolyte. One of the battery plates in the electrolyte will waste away through the action of the fl ow of electrical current, if the two battery electrodes are connected electrically. When two metals are immersed in sea water, which acts as the electrolyte, one of the metals acts as the anode and will waste away. Which metal, in any pair, acts as the anode depends upon their relative positions in the electrochemical series but steel will act as an anode to copper, brass or bronze. The strength of the electric current generated in the corrosion cell, and hence the rate at which wastage takes place, depends upon the metals involved and the strength of the electrolyte.

If a third electrode is added to the cell and current is forced to fl ow, the third electrode acts as the cathode and the old anode will act as the new cathode. This is how an impressed current cathodic protection system functions. When a vessel is fi tted with ICCP, the hull steel is maintained at an electrical potential more negative that the surrounding sea water. For this reason, loading and discharging terminals normally comply with the ISGOTT Recommendation 20.6, Earthing, Bonding and Cathodic Protection. This 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. Hence, 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 fl anges on hose connections to electrically isolate the ship and terminal structure. During preparations for berthing at terminals where such insulation is not employed, or where earth connections are mandatory by local regulation, or when bunker barges come alongside, the ICCP should be switched off at least 24 hours in advance.

Fresh Water Operation

When the vessel enters a river estuary, the fresh or brackish water may limit the spread of current from the anodes, due to the higher resistance of the water. Normally, the voltage output increases to compensate for this and would be accompanied by very low current levels and the reference electrode potentials may indicate under-protection. However, in this system, the output is adjusted automatically and the system returns the hull to the optimum protection level when the vessel returns to sea water.

Principle of Operation

Protection is achieved by passing low voltage DC current between the hull metal and anodes, insulated from the hull, but in contact with the sea water. The electrical potential of the hull is maintained more negative than the anodes, ie, cathodic. In this condition corrosion is minimised. Careful control is necessary over the fl ow of impressed current, which will vary with the ship’s 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 fi lm can occur electrolytically or through the evolution of hydrogen gas between hull steel and paint. The system on this vessel controls the impressed electrical current automatically to ensure optimum protection. Current is fed through titanium anodes situated port and starboard on the ship. The titanium prevents the anodes themselves from corroding and the surfaces are streamlined into the hull. Fixed zinc reference electrodes, port and starboard, are used to compare the potential of the hull with that normally found between unprotected steel and zinc electrodes. Suffi cient current is impressed via the anodes to reduce this to a level of between 150 and 250 mV.

Operation

Once the unit is switched on, the unit’s transformer rectifi er converts the ship’s 440V AC supply to a 24 volt, fi nely controlled DC current. The 24V DC positive is connected to the anodes and the DC negative is connected to the ship’s hull. The system is completely automatic in normal use. In the normal operating mode the display will show the following readings:

• Anode current and voltage

• Reference cell millivolt reading

The system should be regularly monitored and the readings taken once a day. The monitoring unit has a changeover switch to enable the display of the forward or aft system readings.

Electrical Installation

The system consists of a central monitoring panel in the ECR, two power supply units each connected to port and starboard reference electrodes and port and starboard anodes. The forward power supply is fed from the Bosun’s Store panel P2, circuit P-P2-5 and the aft system is fed from the engine room local group starter board LGSP 4, circuit P-LS4-5.

System status readings are available at the control panel and these should be inspected and logged each day. The control unit is also equipped with an alarm to give warning of any system abnormalities via the main alarm system.

Propeller and Rudder Stock Earthing

To avoid electrolytic corrosion of the propeller 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 effi cient bonding, the slip ring should be cleaned on a regular basis. The shaft potential value should ideally remain below 75mV.

The rudder stock is also earthed for protection via an 80mm2 fl exible earth cable between the deckhead and rudder stock to minimise any electrolytic potential across the bearings and bushes.

Routine checks

• Record the output current and all voltages on a daily basis

• Check the reference electrode voltage on a daily basis

• Check and clean the propeller shaft slip ring and brushes every week

• Inspect the rudder stock earth strap every month

• Return completed log sheets to the manufacturer for scrutiny every month

• Inspect and clean the power supply unit cooling fans and grills every three months

The anodes and reference cells must be externally inspected every dry dock period. The anodes are fi tted with an insulating shield cover to prevent excessive local over-protection and the condition of this shield must be closely inspected at this time.

Detailed instructions are available in the manufacturer’s manual.

Sacrificial Anodes

The areas of the hull shielded from the hull face, such as the sea water intakes and the rudder receive only limited protection from the ICCP system. These areas are therefore fi tted with separate sacrifi cial anodes. Several sacrifi cial zinc anodes are provided within the water ballast tanks including the fore peak tank.

2.13 - Page 31 of 32

2.14 Accommodation Systems 2.14.1 Domestic Fresh Water System

2.14.2 Domestic Refrigeration System

2.14.3 Accommodation Air Conditioning Plant

2.14.4 Miscellaneous Air Conditioning Units

2.14.5 Sewage Treatment Plant

2.14.6 Incinerator and Garbage Disposal

Illustrations

2.14.1a Domestic Fresh Water System

2.14.2a Domestic Refrigeration System

2.14.3a Accommodation Air Conditioning Plant

2.14.5a Sewage Treatment System

2.14.6a Garbage Management Plan I

2.14.6b Garbage Management Plan II


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Issue: 1 2.14 - Page 2 of 28


PI

SA

PISA

PS

LCGLCG

LCG

PITI

PI

TI

PI TI

PI

LS

S

Mineraliser

(3,800

litres/h)

FI

FI

S

FI

S

S S S

LALMC

LSLALMC

Illustration 2.14.1a Domestic Fresh Water System

Stern Tube

Cooling

Water Tank

(64.0m3)

Fresh Water

Pumps

(5.0m3/h x45mth)

Fresh Water

Hydrophore Tank

(1.0m3)

3V

Distilled

Water Tank

(293.6m3)

(Port)

To Chemical

Dosing Unit

Chlorinator

To Boiler

Feed Water Tank

No.2

Service Air

Set

5.5kg/cm2

Calorifier

(300L)

UV Steriliser

(2000L/h)

Drinking Water

Fountain Near

Engine Control Room

Sink in Engine

Control Room

WC in Engine

Control Room

Washing

Tub

To Galley To Accommodation Sanitary System in Accommodation

To Swimming

Pool Shower


To Inert Gas Blower




To Workshop (Port)


2nd Deck Service




Generator Engine

Turbocharger Cleaning

To Sewage Treatment Tank

3rd Deck Service


To Turbine Side

(Pump Room Top)

Floor


Feed and Drain Tank



Water Tank

for Purifiers

Water Tank

for Purifiers


and Vacuum Unit

No.1

No.1

No.2

Hot Water Circulation Pumps

(2.0m3/h x5mth)

No.2

No.1

Fresh Water

Generators

(45 Tons/Day)

Salinity

Panel

Salinity

Panel

97V

5V

7V 9V

10V

53V

54V

22V

55V56V

96V 95V

103V 61V

45V

102V

44V

62V

40V

42V

99V

59V

38V

60V

64V

39V

63V

101V

25V

23V

65V

43V

87V

94V

81V

37V

26V

24V

21V

8V

6V

74V

73V

12V

11V

13V

52V

53V

93V 90V 92V 89V 91V 88V 85V 83V 84V

No.1 Main

Lubricating Oil

Purifier

No.2 Main

Lubricating Oil

Purifier

No.1 Main

Heavy Fuel Oil

Purifier

No.2 Main

Heavy Fuel Oil

Purifier

No.3 Main

Heavy Fuel Oil

Purifier

82V

86V

100V

1V 98V

No.1

Fresh Water

Tank

(295.8m3)

(Starboard)

No.2

Fresh Water

Tank

(258.7m3)

(Port)

Key

Domestic

Fresh Water

Air

Dechlorinator

P29V


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Issue: 1

2.14 ACCOMMODATION SYSTEMS

2.14.1 DOMESTIC FRESH WATER SYSTEM

Fresh Water Pumps

Manufacturer: Naniwa Pump MFG Co., LtdNo. of sets: 2Model: UH-1.0-2RCapacity: 5.0m3/h at 45mth

Mineraliser

Maker: Dong Geon Machine Co.No. of sets: 1Charge type: DolomiteCapacity: 4,000 litres/h

Steriliser

Maker: Korea Marine Technology Co., LtdType: UVNo. of sets: 1Model: CT2000Capacity: 2,000 litres/h

Fresh water for domestic use is stored in two fresh water storage tanks. These tanks are located aft on the starboard side of the engine room and they supply drinking water and fresh water for general services through out the vessel. The distilled water tank, located on the port side of the engine room, stores distilled water which is used for boiler water make-up.

Water produced by the fresh water generators is piped directly to the distilled water tank for use as distilled water.

When fi lling the domestic water tank, the water is fi rst passed through a mineraliser, which increases the pH and hardness to make the water more palatable for supply to the drinking fountains and accommodation. The water is also treated by a chlorine injection unit before the inlet to the domestic water tank.

Normally one fresh water tank is being fi lled by the FW generators and the other is in used supplying FW to the ship.

Due to the low temperature at which the sea water is boiled, any water produced for domestic purposes has to be sterilised. The discharge from the fresh water generators is passed through a chlorination unit before it is discharged to the fresh water tanks. Before fresh water is supplied to the galley it is passed through a dechlorination and UV steriliser unit.

Water is supplied to the fresh water system by two pumps, which pressurise the hydrophore tank. The system supplies water at a rate of 5.0m3/h at 4.5kg/cm2. 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. Water directly from the hydrophore tank supplies outlets in the engine room, accommodation and deck. Cold water is also supplied to the calorifi er where it is heated for the domestic hot water system.

The calorifi er is a thermostatically controlled vertical storage and heating vessel, of 300 litres 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 refi t. Fresh water is heated to 70°C and is then circulated around the ship by one of the two the hot water circulating pumps. By continuously circulating the hot water around the ship, valuable 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.

The fresh water system supplies the following:

• Sanitary system

• Drinking water system

• Calorifier and accommodation hot water services

• LO and FO purifier operating water systems

• Inert gas fan washing

• Exhaust gas boiler washing

• Fresh water cooling system tanks

• Chemical dosing unit

• Bilge water separator

• Generator engine turbocharger cleaning

• Main engine chemical cleaning tank

• Main engine air cooler cleaning

• Oil discharge monitoring equipment

Operation of the Domestic Fresh Water System

Set up the valves as shown; the description assumes that No.1 fresh water tank is being used.

Position Description ValveOpen No.1 FW tank outlet valve D3V

Closed No.2 FW tank outlet valve D97V

Open No.1 FW pump suction valve B8V

Open No.2 FW pump suction valve B9V

Open No.1 FW pump discharge valve

Open No.2 FW pump discharge valve

Closed Hydrophore discharge to FW system B10V

Open Inlet valve to dechlorination unit

Open Outlet valve from dechlorination unit

Closed Dechlorination unit bypass valves B53V

Open Inlet valve to steriliser B54V

Open Outlet valve from steriliser B55V

Closed Steriliser bypass valves B56V

Open Master valve to hot water system B21V

Open Inlet valve to calorifier B21V

Open Inlet valve to No.1 hot water circulating pump B24V

Open Outlet valve from No.1 hot water circulating pump B23V

Open Inlet valve to No.2 hot water circulating pump B26V

Open Outlet valve from No.2 hot water circulating pump B25V

Open Engine room services water main valve B37V

Open Swimming pool shower supply valve B103V

Open Cold water valve for engine room wash basin B96V

Open Cold water valve for engine room toilet B95V

Open Fresh water services system line valve B65V

Open Water supply valve to boiler chemical dosing unit B62V

Open Water supply valve to pump room B42V

Open Water supply valve to the oily water separator B99V

Open Water supply valve to upper deck services B59V

Open Outlet valves in engine room as required

Open Boiler water wash B61V

Open Exhaust gas economiser water wash B45V

2.14 - Page 3 of 28


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PI

SA

PISA

PS

LCGLCG

LCG

PITI

PI

TI

PI TI

PI

LS

S

Mineraliser

(3,800

litres/h)

FI

FI

S

FI

S

S S S

LALMC

LSLALMC

Illustration 2.14.1a Domestic Fresh Water System

Stern Tube

Cooling

Water Tank

(64.0m3)

Fresh Water

Pumps

(5.0m3/h x45mth)

Fresh Water

Hydrophore Tank

(1.0m3)

3V

Distilled

Water Tank

(293.6m3)

(Port)

To Chemical

Dosing Unit

Chlorinator

To Boiler

Feed Water Tank

No.2

Service Air

Set

5.5kg/cm2

Calorifier

(300L)

UV Steriliser

(2000L/h)

Drinking Water

Fountain Near

Engine Control Room

Sink in Engine

Control Room

WC in Engine

Control Room

Washing

Tub

To Galley To Accommodation Sanitary System in Accommodation

To Swimming

Pool Shower


To Inert Gas Blower




To Workshop (Port)


2nd Deck Service




Generator Engine

Turbocharger Cleaning

To Sewage Treatment Tank

3rd Deck Service


To Turbine Side

(Pump Room Top)

Floor


Feed and Drain Tank



Water Tank

for Purifiers

Water Tank

for Purifiers


and Vacuum Unit

No.1

No.1

No.2

Hot Water Circulation Pumps

(2.0m3/h x5mth)

No.2

No.1

Fresh Water

Generators

(45 Tons/Day)

Salinity

Panel

Salinity

Panel

97V

5V

7V 9V

10V

53V

54V

22V

55V56V

96V 95V

103V 61V

45V

102V

44V

62V

40V

42V

99V

59V

38V

60V

64V

39V

63V

101V

25V

23V

65V

43V

87V

94V

81V

37V

26V

24V

21V

8V

6V

74V

73V

12V

11V

13V

52V

53V

93V 90V 92V 89V 91V 88V 85V 83V 84V

No.1 Main

Lubricating Oil

Purifier

No.2 Main

Lubricating Oil

Purifier

No.1 Main

Heavy Fuel Oil

Purifier

No.2 Main

Heavy Fuel Oil

Purifier

No.3 Main

Heavy Fuel Oil

Purifier

82V

86V

100V

1V 98V

No.1

Fresh Water

Tank

(295.8m3)

(Starboard)

No.2

Fresh Water

Tank

(258.7m3)

(Port)

Key

Domestic

Fresh Water

Air

Dechlorinator

P29V

2.14 - Page 4 of 28


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Open Workshop port side B102V

Open Workshop starboard side B101V

Open 2nd deck water services B44V

Open Near diesel generator engines B64V

Open Generator engine turbocharger cleaning B40V

Open 3rd deck water services B39V

Open Engine room floor water services B38V

Open Turbine side pump room water services B60V

Purifier water system


Open Purifier fresh water supply valve B43V

Open No.1 purifier operating water tank inlet valve B81V

Open No.2 purifier operating water tank inlet valve B87V

Open No.1 purifier operating water tank outlet valve

Open No.2 purifier operating water tank outlet valve

Closed No.1 purifier operating water tank drain valve B86V

Closed No.2 purifier operating water tank drain valve B94V

Open No.1 main LO purifier flushing water B82V

Open No.1 main LO purifier sealing water B84V

Open No.2 main LO purifier flushing water B83V

Open No.2 main LO purifier sealing water B85V

Open No.1 HFO purifier flushing water B88V

Open No.1 HFO purifier sealing water B91V





a) Start one FW pump.

b) Fill the hydrophore tank to about 75%.

c) Stop the pump.

d) Slightly open the air inlet valve to the tank until the operating pressure is reached.

e) Close the air supply.

f) Repeat steps (b - e) until the tank is at the operating pressure, with the water level at about 75%.

g) Switch one hydrophore pump to automatic operation.

The hydrophore system is now ready for operation

h) Open the hydrophore tank outlet valve B10V slowly until the system pressurises.

i) Switch on the ultraviolet steriliser unit.

WARNINGLooking at the germicidal lamp without eye protection will seriously damage the eyes.

j) Note the steriliser hours and change the lamp when the recommended hours are reached.

k) Start the hot water circulating pump.

l) Vent air from the calorifi er.

m) Start the electric heater for calorifi er.

n) Switch the other cold water and hot water pumps to standby.

o) Supply steam to the calorifi er when steam is available.

p) Shut down the electric heater.

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HLSOPSHLS

SumpHeater

SumpHeater

OPS

T T T

OzoneGenerator

T

Lubricating Oil

Charging

Point

Charging

Point

TI

TI

PI PC TI

TI

PI PC

Illustration 2.14.2a Domestic Refrigeration Plant

Condenser Condenser

Dryer Dryer

Compressor

To CRT To CRT

Dairy Room (15m3

+2°C)

Fish Room (16.5m3

-25°C)

Lobby

UnCooled

Digital Temperature Control Unit

HeatingCoil

HeatingCoil

To CRT

Meat Room (25.4m3

-25°C)

To CRT

Vegetable

Room (30.4m3

+2°C)

OP LP HP

Oil

Separator

WP

Fresh Water

Outlet

Fresh Water

Inlet

No.1

Compressor

Unit

No.2

Compressor

Unit

Compressor

To Open Air

OP LP HP

Oil

Separator

Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

Electrical Signal

Key

Compressor Head

Cooling,

Maximum 40 litres/minute

Fresh Water

Outlet

Fresh Water

Inlet

Compressor Head

Cooling,


OzoneGenerator

2.14 - Page 6 of 28


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2.14.2 DOMESTIC REFRIGERATION SYSTEM

Refrigeration Plant

Maker: York Marine/Hi-press KoreaType: R-404ANo. of sets: 2

CompressorModel: CM024Type: Reciprocating water cooledNo. of cylinders: 4

CondenserNo. of sets: 2Model: CRNC 272366Type: Horizontal shell and tube

DryerNo. of sets: 2Model: DCR 0969

Introduction

Cooling for the meat room, fi sh room, vegetable room and dairy room is provided by a direct expansion R-404A system.

The plant is automatic and consists of two compressors, two condensers and an evaporator coil in each of the four cold rooms. During operation one compressor will operate all the cold rooms while the other serves as standby, but left on manual start up, with all its valves shut until required.

Air in the cold rooms is circulated through the evaporator coils by electrically driven fans.

The meat room and fi sh room evaporators are 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.

The plant is not designed for parallel operation of the two compressor systems because of a risk of transfer of lubricating oil between the compressors.

The compressor draws R-404A 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 fi ltered to the cold room evaporators.

A heat exchanger element is fi tted between the evaporator and compressor to remove some heat from the vapour returning to the compressor, thereby assisting the effi ciency of the overall system. The heat exchanger element is located in the condenser.

The compressors are protected by high pressure, low pressure and low lubricating oil pressure cut-out switches. Each unit is also fi tted with a crankcase heater.

A thermostat in each room enables 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 accept 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 switches will stop the compressors.

A back pressure controlled constant pressure valve is included in the vegetable and dairy rooms to prevent these rooms 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 undercharge will be low suction and discharge pressures with the system eventually becoming ineffective. Bubbles will appear in the sight glass.

A side effect of low refrigerant gas charge is apparent low lubricating oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant, thus the level in the sump will drop.

When the system is charged to full capacity the excess oil will 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 charging line, after fi rst 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.

Operating ProceduresTo 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 a least 6 hours prior to starting the compressor.

c) Check that the oil level is correct.

d) Start up the ancillaries and pumps.

e) Open the valves for the cooling water supply to the refrigeration units, see section 2.5.2. Check that there is suffi cient fl ow through the condensers and compressors.

f) Open the refrigerant supply and returns on the cooler or freezer unit in each room.

g) In the dry provision/stores area switch on each room fan, additionally switch on the ozone generator in the vegetable room.

h) Check the settings for the safety automatics on the compressor.

i) Set the capacity regulator to the minimum setting.

j) Shut the valve in the oil return pipe and open when the compressor has warmed up.

k) Open the suction valve one turn.

l) Start the compressor.

m) Continue opening the suction valve slowly taking care not to allow liquid into the compressor and keeping the suction pressure above the cut-out point. If the oil in the crankcase foams or knocking noises are heard from the compressor, indicating that droplets of liquid are being fed in with the suction gas, throttle the suction valve immediately.

n) Increase the capacity stepwise, allowing the compressor to adjust to the new conditions before switching to the next stage.

o) Check that the oil return pipe from the oil separator is warm.

2.14 - Page 7 of 28


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HLSOPSHLS

SumpHeater

SumpHeater

OPS

T T T

OzoneGenerator

T

Lubricating Oil

Charging

Point

Charging

Point

TI

TI

PI PC TI

TI

PI PC

Illustration 2.14.2a Domestic Refrigeration Plant

Condenser Condenser

Dryer Dryer

Compressor

To CRT To CRT

Dairy Room (15m3

+2°C)

Fish Room (16.5m3

-25°C)

Lobby

UnCooled

Digital Temperature Control Unit

HeatingCoil

HeatingCoil

To CRT

Meat Room (25.4m3

-25°C)

To CRT

Vegetable

Room (30.4m3

+2°C)

OP LP HP

Oil

Separator

WP

Fresh Water

Outlet

Fresh Water

Inlet

No.1

Compressor

Unit

No.2

Compressor

Unit

Compressor

To Open Air

OP LP HP

Oil

Separator

Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

Electrical Signal

Key

Compressor Head

Cooling,


Fresh Water

Outlet

Fresh Water

Inlet

Compressor Head

Cooling,


OzoneGenerator

2.14 - Page 8 of 28


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Whilst running

• Check the refrigerant pressure and temperature readings

• Check the oil level and oil pressure

• Check for leakages

• The settings of the safety controls

Shutting Down the Refrigeration Plant

a) Shut off the liquid outlet valve from the condenser and pump down the evaporators.

b) Reduce the capacity control to the minimum setting.

c) If necessary reduce the low pressure cut-out setting during evacuation.

d) Allow the temperature in the evaporators to rise, then repeat the evacuation.

e) When the suction pressure is slightly above atmospheric, stop the compressor. Shut the suction and discharge valves and shut the oil return valve.

f) Shut off the cooling water supply to the condenser.

g) Shut the gas inlet valve to the condenser.

h) Isolate the electrical supply.

Defrosting

The air coolers in the meat and fi sh rooms are fi tted with an electrical defrosting system 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 procedure is as follows:

a) All solenoid valves in the system close and the compressor stops.

b) The fans in the meat and fi sh rooms stop working but the fans in the vegetable and dairy rooms continue the circulation of the warm air over the coolers, in this way keeping the cooling surfaces free from ice.

c) The electric heating elements in the meat and fi sh rooms 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 and fi sh rooms. When the temperature reaches the set point (approximately +10°C) of the defrosting thermostat, the heating elements are switched off.

e) The compressor starts and the solenoid valves open, depending on control from the respective room thermostat.

f) When the coil surface temperature has gone below freezing point, the fans in the meat and fi sh 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.

Because the operating temperature of the dairy and vegetable rooms is above zero the evaporators do not require defrosting.

System Running Checks at Regular Intervals• Lubricating oil levels in the crankcase

• Lubricating oil pressure

• Moisture indicators

• Suction and discharge pressure and temperature and any unusual variations investigated

• 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

2.14 - Page 9 of 28


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Issue: 1

Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

Steam

Condensate

Electrical Signal

Oil

LPSX6

CH

WPS

T

Liquid BackPreventionThermostat

TH3

TH3

185kwMotor

DPS DPS

LPSX6

185kwMotor

DPS DPS

LPSX6

DPS DPS


TH3

TH3


TH3

TH3

CH

WPS

CH

WPS

Pressure MonitoringSensor Box



Key

ChargingPoint

ChargingPoint

S

S

S S

ChargingPoint

S

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

S S

Illustration 2.14.3a Accommodation Air Conditioning Plant

Condenser

Receiver

Compressor

Oil

Separator

Heat Exchanger

Drain

Heat Exchanger

Heat Exchanger

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

CondenserCondenser

Receiver

Compressor

Oil

Separator

Receiver

Fresh Water InletFresh Water Outlet

Compressor

Oil

Separator

No.1

Condensing

Unit

No.2

Condensing

Unit

No.3

Condensing

Unit

Dryers Dryers Dryers

Expansion

Valve Controllers Expansion

Valve Controllers

Expansion

Valve Controllers

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3

Econovent Econovent Econovent

2.14 - Page 10 of 28


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2.14.3 ACCOMMODATION AIR CONDITIONING PLANTAir Conditioning Plant

Maker: Hi-Press Korea

Air Handling UnitType: HPB08 Special with EconoventNo. of sets: 3

Refrigerating CompressorModel: SMC112SNo. of sets: 3Type: R-404ACapacity: 519kWPower consumption: 121.6kW

INTRODUCTION

The air is supplied to the accommodation by three air handling units located in the accommodation block at the upper deck level. The air handling units consist of an electrically driven fan drawing air through the following sections:

• Filter

• Mixing chamber for fresh and recirculated air

• Heating element (electric)

• Heating coil (steam)

• Evaporator coils (cooling)

• Humidifier nozzles

• Water separator

• Econovent unit

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. The econovent heat exchanger unit has a rotating element which acts as a heat exchanger between the incoming and exhaust air. If the incoming fresh air is hotter than the exhaust air then the exhaust air has a cooling effect on the incoming air; if the incoming air is colder than the exhaust air then the econovent acts to heat up the incoming air by extracting heat from the exhaust air. This arrangement allows for a greater amount of fresh outside air to be used without the need for the high energy consumption which would be needed to heat or cool that fresh air from primary sources.

With heating or cooling coils and the econovent in use, the unit is designed to operate on 100% fresh air supply. If necessary recirculation air may be used by manually operating the damper in the inlet trunking.

The inlet fi lters are of the washable mat type and heating is provided by coils supplied by steam from the 7.0kg/cm2 system.

Cooling is provided by a direct expansion R-404A system. The plant is automatic and consists of three compressor/condenser units supplying each evaporator contained in the accommodation air handling unit.

Each compressor condensing unit has 75% of the total capacity requirement and under normal conditions only two compressors will be in use, each supplying one of the evaporators in the air handling unit.

The compressor takes suction from the returning superheated gas from the cooling coils. After compressing and raising the pressure of the gas, it leaves the air conditioning compressor as a superheated gas which is passed through the condenser where it is condensed to a liquid. The liquid is then passed to a receiver.

The liquid R-404A is then fed, via fi lter dryer units, to a liquid cooler which is provided to compensate for the pressure drop in the long liquid line between the compressor and the air cooler. The liquid cooler is placed as close to the compressor as possible. An expansion valve using liquid from the receiver regulates the temperature in the cooler, the gas of which returns to the compressor suction. The liquid cooler temperature is controlled by the expansion valve, which is controlled by a sensor on the compressor suction line.

The liquid then fl ows to the cooling coils in the air handling units where it expands under the control of the expansion valves, before being returned to the compressor as a gas.

The capacity regulation of the compressor is controlled by the suction pressure. A pressure control situated in the suction line controls the engagement and disengagement of the compressor cylinders by means of three-way solenoid valves.

A liquid separator is mounted between the air cooler and compressor. Its function is to accumulate any excess of R-404A liquid and any oil, leaving the air cooler in a liquid state. From the liquid separator the possible excess of R-404A liquid will gasify and be drawn back to the compressor, together with small quantities of oil.

To prevent under cooling of the accommodation a solenoid valve is placed in the liquid line to the air cooler. The valve is controlled by a thermostat placed in the fresh air supply. At low temperature the valve will close and cause the compressor to be stopped by the actuation of the low suction pressure cut-

out switch. 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 fi tted.

Any leakage of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of system undercharge are low suction and discharge pressure and the system eventually becoming ineffective.

A side effect of low refrigerant gas charge is apparent low oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant gas, causing the level in the sump to drop.

When the system is charged to full capacity, this excess oil will be separated out and returned to the sump.

During operation the level, as shown in the condenser level, gauge will drop.

If the system does become undercharged, the whole system pipework should be checked for leakage.

When required, additional gas can be added through the charging line, after fi rst venting the connection between the gas bottle and the charging connection. Care must be taken to ensure that no moisture or dirt is drawn into the system when charging and so a fi lter and dryer are fi tted in the charging line.

Any trace of moisture in the refrigerant may lead to problems with icing of the thermostatic expansion valve and subsequent blockage.

Cooling water for the condenser is supplied from the low temperature fresh water cooling system. (see section 2.5.2.)

Operation of the Air Conditioning System

The air conditioning system is designed to run with one compressor on each air handling unit, however, crossover valves allow two air handling units to be supplied by one compressor. This allows for maintenance or repair of the compressor units. Capacity control is automatic, but for borderline temperatures capacity can be controlled manually.

Before opening the crossover valves, to prevent overcharging 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 system by closing the crossover valves.

2.14 - Page 11 of 28


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Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

Steam

Condensate

Electrical Signal

Oil

LPSX6

CH

WPS

T


TH3

TH3

185kwMotor

DPS DPS

LPSX6

185kwMotor

DPS DPS

LPSX6

DPS DPS


TH3

TH3


TH3

TH3

CH

WPS

CH

WPS




Key

ChargingPoint

ChargingPoint

S

S

S S

ChargingPoint

S

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

S S


Condenser

Receiver

Compressor

Oil

Separator

Heat Exchanger

Drain

Heat Exchanger

Heat Exchanger

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

CondenserCondenser

Receiver

Compressor

Oil

Separator

Receiver


Compressor

Oil

Separator

No.1

Condensing

Unit

No.2

Condensing

Unit

No.3

Condensing

Unit


Expansion


Valve Controllers

Expansion

Valve Controllers

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3


2.14 - Page 12 of 28


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Procedure for Starting the Ventilation System

a) Check that the air fi lters are clean.

b) Set the air dampers to the outside position.

c) Start the supply fans and econovent.

To Start the Air Conditioning Compressor

a) The crankcase heater on the compressor to be used should be switched on about 6 hours prior to starting the compressor. This will boil any refrigerant out of the compressor oil. The suction valve should be opened at this time.

b) All stop valves, in the refrigerant line, should be opened and

fully back seated to prevent the pressure in the valve reaching the valve gland.

c) Check that the oil level is correct. The level should be visible in the sight glass.

d) Start up ancillaries, cooling water pumps etc. (see section 2.5.2.)

e) Open the system cooling water valves and check that there is suffi cient fl ow.

f) Throttle in the compressor suction valve.

g) Check the settings of the safety controls.

h) Set the capacity control to the minimum setting then start the compressor.

i) Continue opening the suction valve slowly taking care not to allow liquid into the compressor and keeping the suction pressure above the cut-out point.

j) Check that the solenoid valve in the oil return line opens within 30 seconds.

k) Continue opening the suction valve slowly taking care not to allow liquid into the compressor and keeping the suction pressure above the cut-out point. If the oil in the crankcase foams or knocking noises are heard from the compressor, indicating that droplets of liquid are being fed in with the suction gas, throttle the suction valve immediately.

l) Increase the capacity stepwise, allowing the compressor to adjust to the new conditions before switching to the next stage.

m) Check that the oil return pipe from the oil separator is warm.

Whilst running

• Check the refrigerant pressure and temperature readings

• Check the oil level and oil pressure

• Check for leakages

• The settings of the safety controls

Compressor Running Checks• The lubricating oil pressure should be checked at least daily.

• The oil level in the crankcase should be checked daily.

• The suction and discharge pressures should be checked regularly.

• The temperature of the oil, suction and discharge lines should be checked regularly. A regular check on motor bearing temperatures should also be kept.

• A check should be kept for any undue leakage at the shaft seal.

To Stop the Compressor for Short Periods

a) Close the receiver liquid outlet valve.

b) Reduce the capacity control to a minimum and 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.

To Shut Down the Compressor for a Prolonged Period

If the air conditioning 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 receiver.

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 receiver.

b) Reduce the capacity control to a minimum and allow the compressor to pump out the system so that the low level pressure cut-out operates. It may be necessary to reduce the low pressure cut-out setting. Reset after stopping the compressor.

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.

f) Close the inlet valve to the receiver.

g) The compressor discharge valve should be marked closed and the compressor motor isolated, to prevent possible damage.

Procedure for Operating the Air Conditioning System

The air conditioning system will cool the air if required, will provide heating to the air if needed, will remove excess moisture from the air if necessary and will humidify the air to the correct level for comfort. A comfortable atmosphere is a combination of temperature and humidity and both must be controlled. The cooling effect on the air as it passes over the evaporator coil removes moisture and a level of humidity is important for comfort so it is necessary to humidify the air again by spraying steam into the circulating air fl ow. Humidity is detected by a sensor and the steam is introduced automatically.

a) Check that the air circulation fans are operating correctly and that the econovent unit is operating correctly. If there is any recirculation of air check that the desired fl ow is being achieved by adjusting the damper controls.

b) Check that the air conditioning compressor system is functioning correctly if cooling of the air is required.

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Refrigera

Refrigera

Fresh Wa

Instrumen

Steam

Condens

Electrical

Oil

LPSX6

CH

WPS

T

Liquid BaPreventiThermos

TH3

TH3

185kwMotor

DPS DPS

LPSX6

185kwMotor

DPS DPS

LPSX6

DPS DPS


TH3

TH3


TH3

TH3

CH

WPS

CH

WPS




Key

ChargingPoint

ChargingPoint

S

S

S S

ChargingPoint

S

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

SPT TI

SS

S S

S

TC

S S


Condenser

Receiver

Compressor

Oil

Separator

Heat Exchanger

Drain

Heat Exchanger

Heat Exchanger

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

CondenserCondenser

Receiver

Compressor

Oil

Separator

Receiver


Compressor

Oil

Separator

No.1

Condensing

Unit

No.2

Condensing

Unit

No.3

Condensing

Unit


Expansion


Valve Controllers

Expansion

Valve Controllers

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r

321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3

Drain

SteamSupply

Ste

amH

umid

ifier

Ste

amH

eate

r321kWCooler

198kWCooler

Ele

ctric

Hea

ter

Air

Filt

er

Air

Filt

er

1

1

2

2

3

3


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c) Open the steam supply valve to the air conditioning unit from the steam system. (Electric heating would only be used if steam was not available).

d) Check that the humidifying steam supply valve is open.

e) If the air needs heating, check that the steam heating inlet and outlet valves are open. Steam supply to the air handling units is regulated by temperature control valves. The drain valves must be open.

f) Set the temperature control to give the desired temperature. The expansion valve to the evaporator will operate to allow gas to the evaporator coil in order to reduce the air temperature. If heating is required the steam supply valve will operate to allow steam into the heat exchange units.

g) Set the desired humidity level. The steam valve will operate as required to inject steam into the air fl ow.

h) Ensure that the drains from the evaporator unit are working satisfactorily and that no water is lying in the drain tray.

WARNINGIt is essential that no water should be lying in the air conditioning system as this can become a breeding ground for legionella bacteria which can have serious, or even fatal, consequences. The drain should be kept clear and areas where water can lie should be sterilised at frequent intervals.

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2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS

Package Air Conditioning Units

Manufacturer: Hansoe Engineering Co., LtdType: Motor driven, marine package type unitRefrigerant: R-404A

Engine Control Room

No. of sets: 2Model: HS-PAC75ACapacity: cooling 30,000kcal/h heating 25,800kcal/hFan capacity: 80m3/h

Workshop

No. of sets: 2Model: HS-PAC55ACapacity: cooling 22,500kcal/h heating 20,640kcal/h Fan capacity: 60m3/h

Wheelhouse

Model: HS-SAC37ACapacity: 15,000kcal/h coolingFan capacity: 45m3/h

Description

Package air conditioning units are fi tted in locations where the temperatures are likely to vary due to local conditions as against the accommodation’s more stable conditions. The engine control room and wheelhouse contains sensitive electronic equipment and are, therefore, fi tted with two units each capable of handling 50% of the cooling requirement. The workshop is also fi tted with two similar air conditoning units which handle 50% of the requirement.

The cooling system is regulated automatically by the thermostat sensing the intake air temperature. Automatic regulation is effected by an R-404A high/low pressure switch.

The compressor is of the hermetically sealed piston type, where the compressor and motor are encased in a single casing.

The condenser for the engine control room and workshop units are water cooled shell and fi n tube type, the cooling water coming from the low temperature central cooling system (see section 2.5.2).

The pressurised refrigerant is led into the steel body of the condenser and transfers its heat into the water passing through the cooling tubes.

The evaporator is of the multi-pass cross fi nned tube type consisting of aluminium fi ns attached to copper tubes. Air is blown over the evaporator and its temperature is reduced as it imparts heat to the evaporator. As the surface temperature of the evaporator will normally be lower than the dew point temperature of the air, part of the moisture in the air is condensed, lowering the absolute humidity and thereby achieving dehumidifi cation.

The air conditioner is also equipped with circulating fans, fi lter and strainer.

Operation of the Unit Coolers

Prior to operating the unit the cooling water inlet and outlet valves from the low temperature central cooling system must be opened.

Workshop Air Conditioning Unit No.1

Cooling fresh water inlet valve 176V

Cooling fresh water outlet valve 178V

Workshop Air Conditioning Unit No.2



Engine Control Room No.1 Air Conditioning Unit



Engine Control Room No.2 Air Conditioning Unit



The desired cooling temperature can be selected at the thermostat located on the front panel. On the ECR and workshop units adjacent to the cooling thermostat, are thermpstates for each heater bank. The front panel has a switch for the compressor/heater run and fan start/stop buttons. It also contains the heater running lamps for each bank, fault alarm lamp, power source and fan OCR. A load (amp) meter is also incorporated in the display.

The unit is equipped with protection devices against high and low refrigerant pressure and high compressor current. A fusible plug is located at the condenser to protect against abnormal temperature rise should cooling fail.

Maintenance of the unit under normal operation should be limited to a monthly check for refrigerant loss and cleaning of the air fi lter. A more intensive inspection should be carried out every year which should include a check of the fan belt tension and condition.

More detailed information is available in the manufacturer’s handbook for this equipment.

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Illustration 2.14.5a Sewage Treatment System

Galley

Drain

Waste

Water

Waste

Water (Port)

Shore ConnectionTo

Funnel

Sweat

Scupper

Drain

Hospital

Engine Room Public Toilet


From Bilge, Fire and GS Pumps

Sewage Treatment

Plant

(58 Persons/Day)

Sewage Treatment

Collecting Tank

(5m3)

Discharge Pumps

(15m3 x25mth)

To Bilge Hold Tank

16V

3V

5V

4V

From Air Handling UnitFrom Waste WaterSoil

Soil (Port)(Port) (Starboard)Soil

(Starboard)

10V9V

1V

2V

20V

26V

28V

15V14V19V21V

13V

Overflow

11V

8V

7V

6V

Key

Sewage/Scuppers

Sea Water

Fresh Water

P29V

Domestic FW for

Sewage Treatment

Tank Dilution

27V

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2.14.5 SEWAGE TREATMENT PLANT

Sewage Treatment PlantMaker: Hamworthy KSE Ltd.No of sets: 1Model: Super TridentType: Biological oxidation and dischargeCapacity: 58 persons/dayDischarge pump: 2 ofAir blower: 2 ofDosing unit: Tablets

Vacuum Collection UnitMaker: Evac

Vacuum PumpsNo of sets: 2Model: 4/HK 50-F

Introduction

The sewage collection system is of the vacuum type. The vacuum is created in the vacuum pipe by means of an ejector through which sewage is circulated from the sewage collection tank. The vacuum pipe has connections with the pipes from toilet bowls throughout the ship. When bowls are fl ushed the discharge valve at the rear of the bowl is opened to discharge the contents and draw surrounding air into the bowl. A synchronised valve allows fresh water into the bowl for fl ushing and for sealing the main discharge valve. This system provides for effective fl ushing of the bowls and only uses about one litre of water at each fl ush.

The vacuum is created in the vacuum pipe by means of the ejector which is operated by sewage taken from the sewage collection tank by the ejector pump. The pump is stopped and started automatically by means of pressure switches and so the correct vacuum is always maintained in the vacuum pipe and outlet pipes from the toilet bowls. Because of this arrangement vacuum only exists in the vacuum pipe and collecting pipes, not in the collecting tank.

A second pump, the discharge pump, is used to discharge the contents of the sewage collecting tank to the sewage treatment plant. The pump is operated by means of fl oat switches in the sewage collecting tank which start and stop the pump automatically. The low level switch is positioned so that there is always suffi cient sewage in the collecting tank for the ejector pump to operate the ejector.

A system of crossover valves allows one pump to act as the ejector pump and the discharge pump should that be necessary. In such a circumstance the pump would be operated manually for collecting tank discharge but automatically when acting as the ejector pump.

The sewage treatment plant is a biological unit which works on the aerobic activated sludge principle. The plant will treat black and grey water and is fully automatic in operation.

This sewage treatment plant consists of a tank with three main compartments:

• Aeration compartment

• Settling compartment

• Chlorine contact compartment

Aeration Compartment

The sewage in this compartment is from the lavatory pans and urinals in the accommodation spaces, being pumped into the compartment from the sewage collecting tank by one of the vacuum pumps. The incoming effl uent material mixes with the activated sludge already present in this compartment. The gases produced during the bacterial action which takes place is vented to atmosphere. An air blower supplies air to the compartment, which provides the oxygen the aerobic organisms require for digesting the raw sewage and it also assists in mixing the incoming sewage with the water, sewage sludge and bacteria already present in the compartment. The bacterial action breaks down the sewage producing carbon dioxide, water and new bacteria.

Settling Compartment

The effl uent passes into this compartment and settles out. The water passes into the chlorine contact compartment, whilst the remaining sludge, containing the active bacteria, returns to aeration compartment I for further processing. A surface skimmer in the compartment removes fl oating sludge and debris from the surface and returns it to the activation compartment.

Chlorine Contact Compartment

Water from the settling compartment is brought into contact with sterilising tablets containing the required amount of chlorine and is sterilised. The disinfecting tubes are fi lled with chlorine tablets (the amount depending upon the sewage plant throughput, and the water is sterilised when it comes into contact with the tablets. After fl owing through the disinfecting tubes the water passes to the discharge chamber which is fi tted with fl oat switches controlling the start and stop of the discharge pump. There are two pumps, one of which will be selected as the duty pump and the other ready for operation.

(Note: Any discharge overboard must not take place within 12 nautical miles of coastal areas without having first passed through the sewage treatment tank. Within four miles of coastal areas the sewage treatment discharge must be stopped and the overboard valve shut.

IMO and USCG rules governing the discharge of raw sewage must be complied with at all times. If the sewage plant becomes un-serviceable while in port, then arrangements must be made to discharge the sewage ashore to a waiting tanker(s).)

The sewage treatment plant works automatically once the control switch is set to the AUTO position. Periodic attention is required and the unit must be monitored for correct operation.

The sewage collecting tank vacuum pipe has two inlet connections, one from the soil pipes on the port side of the ship and one from soil pipes on the starboard side; the starboard collecting pipe includes fl ow from the hospital and the engine room toilet. The discharge pump discharges the contents of the sewage collecting tank to the sewage treatment plant. There is a direct inlet to the sewage collecting tank from the hospital wash basin and fl oor scupper. The sewage treatment plant vents to an atmospheric outlet in the funnel.

If necessary the contents of the sewage collecting tank can be pumped overboard or ashore via the shore connections on the port and starboard sides of the ship or directly overboard.

The sewage treatment plant discharge pumps normally takes suction from the chlorine contact compartment but valves on the other three compartments allow those compartments to be pumped out if necessary. There is a connection from the bilge, fi re and GS sea water pumps which allows for fl ushing of the sewage treatment plant.

Procedure for Operating the Sewage Treatment Plant

a) Set the valves as in the following table.


Open Line valve from starboard soil pipes P19V

Open Line valve from middle soil pipes P21V

Open Ejector pump suction valve

Open Ejector pump discharge valve to eductor

Open Discharge pump suction valve

Open Discharge pump discharge valve to sewage treatment tank

Closed Vacuum pump discharge cross connection valves

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Illustration 2.14.5a Sewage Treatment System

Galley

Drain

Waste

Water

Waste

Water (Port)

Shore ConnectionTo

Funnel

Sweat

Scupper

Drain

Hospital

Engine Room Public Toilet


From Bilge, Fire and GS Pumps

Sewage Treatment

Plant

(58 Persons/Day)

Sewage Treatment

Collecting Tank

(5m3)

Discharge Pumps

(15m3 x25mth)

To Bilge Hold Tank

16V

3V

5V

4V

From Air Handling UnitFrom Waste WaterSoil

Soil (Port)(Port) (Starboard)Soil

(Starboard)

10V9V

1V

2V

20V

26V

28V

15V14V19V21V

13V

Overflow

11V

8V

7V

6V

Key

Sewage/Scuppers

Sea Water

Fresh Water

P29V

Domestic FW for

Sewage Treatment

Tank Dilution

27V

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Open Discharge valve to sewage treatment plant P15V

Closed Recirculation valve back to collecting tank P14V

Closed Overboard discharge line valve from collecting tank P13V

Open Overboard discharge line valve P3V

Closed Discharge valve to deck discharge P4V

Open Overboard discharge line non-return valve P6V

Open Overboard discharge valve P7V

Closed Sewage collecting tank drain valve to bilge holding tank P11V

Closed Fresh water dilution P29V

Closed Sewage treatment tank SW filling line P28V

Closed Dilution/filling line valve and three way cock

Open Sewage plant No.1 discharge pump suction valve

Open Sewage plant No.1 discharge pump discharge valve P26V

Closed Sewage plant No.2 discharge pump suction valve

Closed Sewage plant No.2 discharge pump discharge valve P2V

Closed Sewage plant discharge pump discharge valve back to sewage treatment plant P20V

Open Sewage treatment tank discharge to overboard line P27V

Open Discharge pump suction valve from chlorination chamber

Closed Discharge pump suction valve from activation compartment

Closed Discharge pump suction valve from settling compartment

Closed Discharge pump suction valve from SW system P1V

b) Set the vacuum pump to AUTO operation. This pump will operate in response to the pressure switches in the vacuum pipe and maintain the system vacuum. Set the collecting tank discharge pump to AUTO. This pump will operate in response to the level switches in the sewage collecting tank and will operate to pump sewage to the sewage treatment plant.

c) The sewage treatment unit should be initially fi lled with sea water and activated sludge added if it has been emptied for any reason or when commissioning the plant for the fi rst time. This will not be required when the unit has been operating previously but the description is included for completeness.

d) Turn on the main switch for the sewage treatment plant and select one of the discharge pumps as the duty pump. Turn the control switch to the AUTO position.

e) The sewage treatment plant will operate automatically with the compressor supplying air as required and the selected duty pump will operate in response to the level switches to empty the contents of the chlorine contact compartment.

f) Check that there are suffi cient chlorine tablets tank.

(Note: The number of tablets may need to be adjusted depending upon the use of the sewage plant.)

g) Check that the blower and the discharge pump are operating correctly.

CAUTIONRaw sewage may only be pumped to sea in waters where such discharge is permitted and permission from the bridge must be obtained before the discharge takes place.

Daily Checks

Check that the sludge is being returned to the activation compartment from the settling compartment, and that the discharge pump and blower are working.

Check that the chlorine dosing unit is functioning correctly.

Check the operation of the air lift and the air diffusers through the compartment portholes.

Monthly Checks

Check that air fl ows are correct and that compartment vents are clear. Clean the blower suction strainer.

Waste Water System

Waste water is drained directly overboard through dedicated overboard discharge valves.

Waste drains on the port side of the ship drain overboard through the overboard discharge valve P8V whilst waste drains on the starboard side, including the fresh air handling unit, drain through overboard discharge valve P9V. In both of these drain systems the sweat scupper drain is via a U-bend.

The galley waste drain system drains overboard through the overboard discharge valve P10V.

These overboard discharge valves must be open at all times.

The provision refrigeration chamber drains to the bilge well directly. The engine room sink drains to the bilge holding tank.

Scuppers

Upper deck scuppers are discharged overboard via overboard discharge pipes without any valves, located on the port and starboard sides of the ship.

Internal scuppers drain to the engine room tank top near bilge wells.

The swimming pool has a drain valve directly connected to the overboard discharge line from the pool overfl ow pipe.

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2.14.6 INCINERATOR AND GARBAGE DISPOSAL

IncineratorMaker: Kangrim Industries Co.Type: KIN-70SDACapacity: 85kg/h (waste oil) 45kg/h (solid waste with waste oil)

The incinerator can burn solid garbage waste and engine room waste oil. Diesel oil can be burned to assist the total combustion when required. The unit is capable of burning 85kg of waste oil per hour or 45kg per hour of compacted solid waste or a combination of both to a maximum of 730,000kcal/h. The combustion chamber is fi tted with a loading door, to admit garbage, and an ash removal door to allow removal of ash and slag when incineration is completed. Flue gas from the incinerator is vented via the exhaust ducting/funnel to the atmosphere. The fl ue gas fan, mounted in the ducting on the deck above the incinerator, provides a negative pressure in the combustion chamber.

Control of the incinerator, the diesel oil pump, waste oil pump and forced draught fan are from the local control panel.

Provision is provided for local indications of fl ue gas and combustion chamber temperatures together with a fl ue gas high temperature alarm.

Summary of Regulations

Annex V of MARPOL 73/78 deals with the regulations for the Prevention of Pollution by Garbage from Ships and controls the way in which waste material is treated on board ship. Although it is permissible to discharge a wide variety of garbage at sea, preference should be given to disposal utilising shore facilities where available.

Special Areas

These are areas designated under MARPOL 73/78 which have stricter restrictions for the disposal of wastes and garbage.

Reference should be made to MARPOL 73/78 Annex I, Regulation 10, however to summarise the special areas are:

• The Mediterranean Sea

• The Baltic Sea

• The Black Sea

• The Red Sea

• The Persian Gulf

• North West European Waters

• The Gulf of Aden

• The Antarctic

• The Wider Caribbean Area

Food waste ONLY is permitted to be disposed of inside a special area, but not less than 12 miles offshore. No other garbage can be disposed of within a special area.

Garbage Outside Special Areas

Disposal of plastics, including plastic ropes and garbage bags, are prohibited.

Floating dunnage, lining and packaging are allowed over 25 miles offshore.

Paper, rags, glass, bottles, crockery and other similar materials are allowed over 12 miles offshore.

All other garbage including paper, rags etc., are allowed over 3 miles offshore.

Food waste can be disposed of in all areas over 12 miles offshore.

Due regard should also be taken of any local authority, coastal, or port regulations regarding the disposal of waste. To ensure that the annex to Marpol 73/78 is complied with, waste is treated under the following cases:

• Food waste

• Combustible dry waste, plastic and others

• Non combustible dry waste

• Other waste, including oily rags, cans and chemical cans

Garbage Disposal ProceduresFood Waste

Food waste production for approximately 50 people is given as 15 to 25kg per day or 75 to 125 litres per day without compacting.

The daily food waste produced is collected in bags in the galley.

Burnable Dry Waste

Dry waste production for approximately 50 people is given approximately 30kg per day or 1,000 to 1,500 litres per day. The volume can be reduced by a factor of 5 by shredding the waste.

Dry waste from the accommodation is collected, shredded and then transported to the incinerator room for burning.

Dry waste from the engine room is taken directly to the incinerator room.

Non-Burnable Dry Waste

Non-burnable dry waste production for approximately 50 people is given as approximately 20kg per day or 80 to 100 litres per day without compacting.

Non-burnable waste, from the accommodation is collected in the waste management room before overboard dumping or discharge ashore.

Other Waste

• Oily rags may be burnt in the incinerator in small quantities.

• Cans that have contained oils or chemicals must be stored before discharge ashore.

• Incinerator ash must be stored on board in the location of a special site if less than 12 miles offshore, otherwise the ash can safely be dumped overboard.

Procedure for the Operation of the IncineratorPreparation

a) Clean the waste oil tank strainer and drain any water from the tank.

b) Heat the waste oil tank to 80-100ºC.

c) Agitate the waste oil tank to amalgamate the different densities contained in the tank.

d) Inspect the combustion chamber for foreign objects and ash or slag and remove these if necessary.

e) Check the combustion chamber air inlets are clear.

f) Clean the photo cell.

g) Clean the igniter electrodes.

h) Check the condition of the refractory.

i) Clean the diesel oil burner.

j) Clean the waste oil burner.

k) Check the oil level in the waste oil burner gearbox. (Rotary cup burner).

l) Close the ash door and loading door.

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The furnace should be warmed up by burning diesel oil at fi rst, because the best combustion cannot be established in a cool furnace. For burning of diesel oil using the waste oil burner, return oil should be directed to the inlet of the waste oil strainer in order to avoid the return of the oil to the waste oil tank.

m) The exhaust dampers should be fully opened.

Running

a) Close the power source breakers for:

• 2nd burner and agitator

• Waste oil burner

• Forced draught fan

b) Check the level and temperature of waste oil tank.

c) Put the selector switches for DO and waste oil supply valves to AUTO.

d) Put the waste oil burner and 2nd burner selector switches to AUTO.

e) The forced draught fan and burner motor are interlocked with the burner out switch and ash door switch.

f) The ignition burner, solenoid valves and other equipment are interlocked with the fans, pump and burner.

g) The forced draught fan, induced draught fan, waste oil burner motor and 2nd burner fan start in sequential steps.

h) Interlocking of ignition starting is released.

The ignition burner is started after having a prepurging time, about 1 minute, the prepurging time can be adjusted by a timer.

i) If the ignition burner is lit within 10 seconds, waste oil solenoid valves located before the waste oil burner are opened and the waste oil burner starts fi ring with DO.

j) The ignition burner is extinguished after having a stabilising time for the fl ame of about 1 minute.

k) The 2nd burner starts fi ring when the waste oil burner is running.

l) If the furnace temperature of 750°C is reached, the DO supply valve is closed and the waste oil supply valve is opened.

The waste oil burner will fi re on waste oil continuously.

m) If the furnace temperature falls to 650°C the DO supply valve will open and the waste oil supply valve will close.

n) The waste oil burner will fi re on DO until the furnace temperature reaches 750°C again.

o) If the furnace temperature reaches 1000°C the 2nd burner will be extinguished. The burner motor will continue to run to prevent heat damage to the burner.

p) If the furnace temperature falls to 900°C, the 2nd burner will start fi ring to keep the furnace temperature between 900°C and 1000°C.

q) If the furnace temperature exceeds 1200°C , the 2nd burner and waste oil burner are tripped.

r) After stabilising the furnace temperature when burning waste oil, the return oil should be returned to waste oil service tank to maintain the waste oil temperature.

Interlock System

Auto-control is interlocked with the waste oil burner motor, 2nd burner motor, forced draught fan motor, misfi re, ignition oil low pressure, furnace temperature high, exhaust gas temperature high, waste oil low temperature, waste oil low level, combustion air low pressure and furnace negative pressure low.

The forced draught fan motor, induced draught fan motor, waste oil burner motor are interlocked with auto-control, and door interlocks including the ash door limit switch, burner swing-out limit switch, solid waste charging and the door limit switch.

The ignition burner is interlocked with the 2nd burner (DO burner) fan motor, waste oil burner motor, prepurge and fl ame stability.

The waste oil burner is interlocked with the ignition burner, fl ame on, ignition time and auto-control.

The 2nd burner fan motor is interlocked with the DO pump, oil valve 1, oil valve 2 and ignition transformer. The fl ame eye relay is interlocked with the 2nd burner on/off. 2nd burner fan motor, fl ame on, ignition time, auto-control, misfi re and DO low pressure.

Incinerator

Primary Burner

Ash Door

Rubbish Chute

Secondary Burner

FD Fan

2.14 - Page 23 of 28


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Issue: 1

Line Cleaning Procedure

a) After completion of waste oil burning, DO should be burned for about 5-10 minutes in order to replace waste oil in the pipeline.

If waste oil is left in the line it may deposit impurities which stick to the inside of the pipeline and cannot be removed when cooled.

b) Stop the agitation and tank heating.

c) Close the outlet valve from the waste oil tank and open the check valve for DO.

d) Adjust the three-way valve so that the return oil is directed to the inlet of the waste oil burner.

e) Put the DO supply valve switch to OFF and the waste oil supply valve switch to MANUAL.

f) Put the waste oil burner operation switch to AUTO or MANUAL.

The DO is then burned in accordance with the AUTO or MAN sequence control.

Stopping

a) After burning for line cleaning is complete, put the waste oil burner operation switch to the OFF position.

b) When the furnace temperature reaches 220°C, the burner motor and fans are stopped.

c) Confi rm that no burning embers are left in the furnace after the fans are stopped as damage could result to the fans and burners. If in doubt run the fans and burner motors on manual.

d) Oil, soot or carbon should be removed from the atomising cup, fl ame eye, burners, sight glass and ignition burner electrodes.

Incineration of Solid Waste (trash, rag, waste oil filter cartridges etc.)

a) Control the size of charge depending on the type of material.

b) For simultaneous burning of solid and oily wastes, reduce the rate of waste oil burning to avoid an overheat trip.

c) Warm up the furnace as described previously before charging with solid waste.

d) Remove ash before running.

e) To avoid damage to the furnace and burner, ensure that the fans are running while solid waste is burning.

CAUTIONOily rags etc., must be loaded in small quantities only (approximately 1.5kg per loading) and must not be present in the combustion chamber unless the induced draught fan is running.

Alarms and Trips

The following conditions trip the incinerator:

• Low voltage

• Misfire waste oil burner

• Exhaust gas overheat

• Waste oil low temperature

• Burner overload

• Waste oil high temperature

• FD fan overload

• ID fan overload

• Fan trip

• Furnace low negative pressure

• Burner and door open

• Furnace overheat

• Misfire 2nd burner

• Emergency stop

2.14 - Page 25 of 28


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Issue: 1

Illustration 2.14.6a Garbage Management Plan I

Storing Garbage In Garbage Room

Sea Disposal

By Seaman

1.Under the supervision of C/O

2.Obtained permission from Bridge

3.All disposals to be recorded in the

garbage log

Disposal To Shore Facility

By Seaman

1.Under the supervision of C/O

2.All disposals to be recorded in the

garbage log

Collected By

Seaman

Under supervision

of C/O and taken

to incinerator

Incineration

Under supervision

of 2/E

Generated ash

brought to storage

area and kept in

yellow receptacle

for sea disposal by

Oiler

Red Receptacle

For incineration

Blue Receptacle

For sea disposal

>25 nm

outside special area

Yellow Receptacle

For sea disposal

>25 nm


Black Receptacle

For landing ashore

Green Receptacle

Food waste

for sea disposal

>25 nm


To Sea To land ashore

Examples

1.Plastic

2.Burnable dunnage

3.Paper, rags, etc

4.Oily rags

5.Solid oily waste

6.Waste oil

Examples

1.Paint

2.Chemicals

3.Oil soaked material

Examples

1.Floating dunnage

2.Lining

3.Packing materials

Examples

1.Paper, rags, glass, metal,

bottles, crockery & similar

refuse

2.Incinerator ash

Examples

1.Food waste

2.14 - Page 26 of 28


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Issue: 1

Illustration 2.14.6b Garbage Management Plan II

Garbage Management Plan

Cabin Garbage and Public RoomShip Operational Garbage

Deck

1.Plastic

2.Floating dunnage

3.Lining/packing materials

4.Paper, rage, 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, rage, glass, metal,

bottles, etc.

5.Oily rags

6.Solid oily waste

7.Waste oil

Separation

Generated garbage

separated at source into the

marked receptacles by the

occupants/users

Separation

Generated garbage



occupants/users

Location of

receptaclesCollected by

Bridge

Radio room

C.C.R.

Laundry

Deck stores

Seaman

Seaman

Seaman

Seaman

Seaman

Location of


Workshop

E.C.R.

Engine Store

E/R Decks

Oiler

Oiler

Oiler

Oiler

Location of


Cabin

Cleaning gear

Lkr on A&C-Dk

Conf. room

Off. smoking

room

Infirmary

2/Cook

2/Cook

2/Cook

2/Cook

2/Cook

Location of

receptacles

Collected

by

Cabin

Cleaning gear Lk.

on upp.&B-Dk

Crew smoking

room

Suez room

Gymnasium

Occupant

Seaman

Seaman

Seaman

Seaman

Separation

Generated garbage



occupants/users

Separation

Generated garbage



occupants/users

Storage

WATERTIGHT GARBAGE ROOM

LOCATED: ON UPPER DECK AFT

The collected garbage to be brought

every morning to the garbage room

as per designated duties for storage.

Officers

1.Plastic

2.Paper, rags, glass, bottles,

metal, etc.

Crew

1.Plastic

2.Paper, rags, glass, bottles,

metal, etc.

Galley and Messroom Garbage

Location of


Inside galley

Officers mess

Crew Mess

2/Cook

2/Cook

Seaman

Location of


Inside Store 2/Cook

Separation

Generated garbage



Chief Cook

Separation

Generated garbage



Chief Cook & 2/Cook

Chief cook will check with

the bridge if vessel is more

than 12 miles from nearest

land 12 miles

Storage

WATERTIGHT GARBAGE ROOM

LOCATED: ON UPPER DECK AFT

The collected garbage to be brought

every morning and evening to the garbage

room as per designated duties for

storage.

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.

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.

Yes

To Sea

No

2.14 - Page 27 of 28

2.15 Inert Gas System, Main and Top-Up 2.15.1 System Description

2.15.2 System Operation

2.15.3 Maintenance (Routine Maintenance in Operation Only)

Illustrations

2.15.1a Inert Gas System in the Engine Room

2.15.1b Inert Gas System on Deck

2.15.1c Main Inert Gas Minic Panel

2.15.1d Topping-Up Generator Mimic Panel


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Issue: 1 2.15 - Page 2 of 10

LS

MS

MS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

PI

CIPI

PS

TI

PS

PI

FIPI

LS

LS

LS

PS

SG

LS

TS

SG

LS

TI

TI

PS183

PI160

PY212

PY213

PI PY216

PI PY214

PI PY215

PI PI

TI PX

PI

TI

TI

PI TX TS

TI

TI

TAH

PI

PI

PI

LSSLSLS

S

S

S

S

S

S

S

No.3Blower50%

No.2Blower50%

No.1Blower50%

CombustionAir Blower

12V

PS

PI

CIPI

CI

SSS

S

IG47

IG46

IG45

IG49

IG48IG68

HC65HC67

Minimum

2500mm

Deck

Seal

Lower

Grating in

Pump Room

Steam

Supply

Steam

Return

TI

TI

TI

SS

Illustration 2.15.1a Inert Gas System in the Engine Room

Key

Inert Gas

Sea Water

Hydraulic Oil

Saturated Steam

Exhaust Gas

Condensate

Control Air

Instrumentation

51V

57V

52V

Bilge, Fire

and GS

Pumps


Exhaust Gas Uptake

From No.1 Auxiliary Boiler

FD Fan Duct

From

Control

Air Line

To Funnel

Top

From No.2 Auxiliary Boiler

FD Fan Duct

Outside

Engine Room

Outside

Engine Room

Oxygen

Analyser

Scrubber

Topping

Up


Exhaust Gas Uptake

From 7kg/cm2

Steam System

for Sootblowing

Light

Source

Receive

Unit

4V

3V

Light

Source

Receive

Unit

From

Marine Diesel Oil

Service Tank

Inert Gas Top Up Generator Marine Diesel Oil Pump

(50kg/h x25bar)

Scrubber

Cooling Sea

Water Pumps

(310m3/h x55mth) 53V55V

54V56V

No.1No.2

Inert Gas Deck Seal

Sea Water Pumps

(3m3/h x50mth)

Hydraulic Deck Stand(Front EngineControl Room)

Sea Water Connection Cross Main

Hand Pump


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Issue: 1

2.15 INERT GAS SYSTEM, MAIN AND TOP-UP

2.15.1 SYSTEM DESCRIPTIONGeneral

Maker: Hamworthy KSEType: Moss Flue Gas SystemCapacity: 20,700m3/h

The inert gas system (IGS) consists of a main inert gas plant, using boiler fl ue gas and an independent topping up inert gas plant generator, to provide a gas explosion protection system for the cargo oil tanks and slop tanks. This is achieved by maintaining a slight overpressure in the tanks at all times.

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 IG used on this vessel is produced either by a conventional fl ue gas plant, which cools and cleans exhaust gas from the boiler uptake, or by an independent topping up generator system, which burns marine diesel oil at a very low excess air setting. The resulting exhaust gas is cooled and cleaned before being fed into the cargo tanks.

The main system is designed to maintain a positive tank pressure of 400mm WG, with a tank O2 content of 5% maximum.

The system is used during: Cargo oil unloading

Hydrocarbon gas purging

Tank cleaning

2.15.2 SYSTEM OPERATION

The fl ue gas from the boiler uptakes is led into the plant, then cooled and cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks via a deck water seal and distribution piping. The system is used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with an inert gas, keeping the oxygen content below 4% by volume.

When the boilers are operating effi ciently, the composition of the IG by volume should be:

Carbon dioxide (CO2) 13.0%

Oxygen (O2) 5.0%

Sulphur dioxide (SO2) 50ppm (maximum)

Nitrogen (N2) Balance

However, during low boiler load operation, the oxygen content of the boiler exhaust gas will tend to rise, due to the higher excess air required for good combustion.

WARNINGWhen running with the boiler on a low load, the flue gas blower may draw air down the boiler funnel uptake resulting in an out of range O2 acceptability.

The system consists of the following components:

Scrubber

Maker: Hamworthy KSENo. of sets: 1Type: Moss Triplex

The scrubber is of the 3 stage tower type and consists of:

1st stage: Central tube with water injection2nd stage: Mesh wet fi lter3rd stage: Open water mist spray tower

Hot fl ue gas drawn from the boiler uptake, is sprayed with sea water in the central venturi tube, in this 1st stage in the scrubbing process the fl ue gas is pre-washed and cooled.

Effi cient cooling of the gases is achieved as a result of evaporation occuring to some of the supplied water when mixed with the hot combution gases.

At the lower end of the central tube the gases are defl ected by a defl ection screen giving a minimum of pressure loss and the best possible distributioin of the gases to the wet fi lter, thus avoiding gases channelling through the scrubber.

In the 2nd stage the combustion gases are further cooled and cleaned in a mesh type wet fi lter of the scrubber tower, which effectively prevents water droplets from being carried over with the outlet gas fl ow.

The extensive wire/surface volume ratio secures a high cooling/cleaning effect with a very low height of the pad. The fi lter is effectively self-cleaning, being fl ushed with water from the the open spray tower, which is the 3rd stage in the cooling/cleaning process.

The water mist from the sprays is very effi cient in removal of the sulphur content in the gases

The mesh demister situated at the top of the tower prevents water droplets from being carried over into the outlet gas fl ow.

An independent cooling sea water supply pump supplies the scrubber. Auxillary cooling water can be provided from a crossover with the bilge, fi re/GS pumps. The effl uent water from the scrubber tower is discharged directly overboard.

Inert Gas Blowers

Maker: Flebu TiconNo. of sets: 3Type: Centrifugal single stageCapacity 10,350m3/h

Three electrically driven IG fans are supplied. Two fans combined are capable of delivering 100% of the plant capacity and a single fan 50%. They draw the gas from the boiler uptakes, through the scrubber and deliver to the deck distribution system with suffi cient overpressure to form a high velocity gas jet at the inlet to the cargo tanks. The each blower casing is provided with water spray nozzles and a drain for cleaning the blower impeller when the blowers are shut down.

Deck Water Seal

Maker: HamworthyNo. of sets: 1Type: DisplacementSealing height: 2,500mm WG

The deck water seal is of the displacement type. The water inside the inner chamber is displaced into the outer chamber by the IG pressure during operation. In the event of a loss of gas pressure, the water immediately falls back and closes the seal, thereby preventing any back-fl ow of cargo gases.

Any back pressure from the cargo tank area will induce an overpressure in the reservoir chamber above the water level and force water into the centre tube. The water level in the centre tube will rise and thus prevent gas from leaking past the seal.

The deck water seal is equipped with a steam heating coil for use in cold weather conditions. An externally mounted gauge glass is provided, enabling the level in the water seal to be checked. A pressure switch, fi tted in the sea water supply line, initiates a low pressure alarm and shuts down the the IG plant in the event of of a water supply failure. A low level alarm fl oat switch is fi tted to the deck seal chamber. Over fi lling of the deck water seal is prevented by a weir and overboard discharge. The deck seal is constantly supplied with sea water from one of two supply pumps, the standby pump will be set to automatic cut-in should the running pump fail.

2.15 - Page 3 of 10


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Issue: 1

Illustration 2.15.1b Inert Gas System on Deck

IG47

IG46

IG45

IG49

IG48

IG42IG41 IG40

IG67

IG36 IG32

IG29

IG30

IG31 IG10 IG05 IG01

IG24

IG25

IG20

IG22 IG18

IG23 IG19

Spill Tank (Starboard)

Spill Tank (Port)

IG16

IG21 IG17

IG28 IG15

IG35

IG12IG07

IG14 IG04

IG13

IG11IG06

IG03

IG02

IG08

IG09

IG26

IG27

IG34

IG38

IG39

IG37 IG33

BA034

BA058

IG68

HC65HC67

Minimum

2500mm

Deck

Seal

Lower

Grating in

Pump Room

No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port)

No.2

Water Ballast Tank

(Port)

No.1

Water Ballast Tank (Port)

No.5 Water Ballast Tank (Starboard)

No.3 Cargo Oil

Tank (Centre)

No.2 Cargo Oil

Tank (Centre)

No.1 Cargo Oil

Tank (Centre)

No.4 Cargo Oil

Tank (Centre)PV

Breaker

Vent

Riser

No.5 Cargo Oil

Tank (Centre)

No.5 Cargo Oil

Tank (Port)

No.4 Cargo Oil

Tank (Port)

No.3 Cargo Oil

Tank (Port)

No.2 Cargo Oil

Tank (Port)

No.1 Cargo Oil

Tank (Port)

Slop Tank

(Port)

No.5 Cargo Oil

Tank (Starboard)

No.4 Cargo Oil

Tank (Starboard)

No.2 Cargo Oil

Tank (Starboard)

No.1 Cargo Oil

Tank (Starboard)

Void

Slop Tank

(Starboard)


No.2

Water Ballast Tank

(Starboard)

No.1

Water Ballast Tank (Starboard)

No.3 Water Ballast Tank (Port)


Upper Deck

To

Transmitter

Panel

Pump Room

Water Ballast Overboard Main Line

Deck Seal

Water

Supply

Steam

Supply

Steam

Return

Sampling

Engine Room

Bulkhead

IG44 IG43To Cargo Oil Main Line

Key

Inert Gas

Sea Water

Steam

Condensate

Purge Pipe Locations

2.15 - Page 4 of 10


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Issue: 1

When the plant is operating and IG is admitted to the deck distribution system, the pressure from the blowers will force the contents of the centre tube into the reservoir, letting the gas fl ow freely through the top part of the reservoir chamber.

Pressure/Vacuum Breakers

No. of sets 1Type Dual pipe- liquid fi lledOpening pressure: 1,890mm WGOpening vacuum: -630mm WGLiquid quantity: 950 litres fresh water/glycol mixtureCapacity: 20,700m3/h

A pressure/vacuum breaker is fi tted to a branch off the main IG line on deck, with the purpose of safeguarding against over or under pressurisation of the cargo tanks. Under normal conditions it is fi lled with a 50% fresh water to 50% ethylene glycol concentration.

Flue Gas Isolating Valves

As the fl ue gas isolating valves are subject to high temperature variations they are therefore non-tight in the shut position. Gas leakage into the system is prevented by the automatic provision of an air sealing from the boiler FD fan when the fl ue gas system is shut down and the boiler is operating.

A manually operated valve is mounted close to each boiler uptake duct. Soot cleaning nozzles are provided on the boiler side of each uptake valve, steam supply is from the 7kg/cm2 range. Double acting cylinders, controlled by solenoid valves, pneumatically operate the master steam soot cleaning valve. The fl ue gas isolating valves should be steam cleaned before fl ue gas is directed into the inert gas system.

Sealing Air Valve

To prevent boiler fl ue gas leaking past the boiler uptake valves when the plant is shut down, a sealing air supply line is fi tted. This runs from the discharge side of the boiler forced draught fans, to the pipe line between the boiler fl ue gas isolating valve and the down stream main valve. When the boiler uptake valves are open, the sealing air pneumatic piston operated valve is closed and vice versa.

Flow Control Valves

Butterfl y control valves operated by pneumatic actuators, will control the fl ow through the system. To protect the blower motors, the valves are held in the closed position during blower start-up period.

Blow Off Valve

A butterfl y valve is provided for gas venting. It is pneumatically operated and used to control the inert gas main pressure. When the plant is started with a blower running and the main deck line control valve closed, the blow off valve will open, relieving the gas from the blower outlet to atmosphere, thus preventing overheating of the running blower.

Inert Gas Main Control Valve

A main control valve, driven by a pneumatic double acting actuator, is provided on the main line. During start up and shut down the valve is held in the closed position. When the IG is within the minimum requirements this valve will open and direct IG onto the IG main. An air reservoir ensures closing of the valve in the event that instrument air pressure is lost. When the IG system is shut down a vent line valve between the main control valve and the deck seal will open and relieve the pressure, thus ensuring the deck seal is effectively sealed.

Oxygen Analyser

Maker: PanametricsModel: XM02

It is of the utmost importance that the oxygen content of the IG is kept below 5% by volume. A fi xed oxygen analyser is installed, which samples the inert gas after it has passed through the blowers.

Two OX82 portable oxygen analysers and two RIKEN, NP-237H portable hydrocarbon gas analysers are also supplied.

Recorder

Maker: FujiModel: PIR/AIR 217

A two pen strip chart recorder fi tted into the sub-control panel in the cargo control room continuously charts the O2 content and the deck IG main pressure. Deck pressure low and O2 content high alarm limits are preset at the two pen recorder.

Operation of the Main System

The fl ue gas system main control panel is situated in the engine control room (ECR). On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications and pushbuttons for starting/stopping the deck seal pumps, scrubber pump, IG blowers, selection of boiler uptake, mode selection, delivery to deck or recirculation, plus alarm stop and acknowledgement.

A sub-panel in the cargo control room contains pushbuttons, used for starting and stopping the supply of gas to the deck main line. The system is represented in the form of a mimic diagram with indicators and LEDs. The panel also contains a two pen recorder/indicator unit. A sub-panel on the bridge contains indication of the deck main inert gas pressure and an alarm indicator.

Procedure for Operating the Main Inert Gas System in Automatic Start-Up mode

Starting

The deck seal is constantly supplied with sea water by one of the supply pumps.

The vacuum condenser will have been put on line and the duty main boiler changed over from ECO-BACK UP to IGS TOP UP, excess steam being dumped to the vacuum condenser with the water injection system in use.

a) Set up the deck distribution system for the operation to be carried out.

b) At the main control panel in the ECR, ensure that the POWER ON LED is illuminated and no alarm conditions are indicated.

c) Ensure that the O2 analyser is correctly calibrated.

d) Ensure the scrubber pump inlet and outlet valves are open and that the pump is set for operation.

e) Check that the manual steam soot blowing isolating valves before the fl ue gas valves are open.

f) Select which boiler is to be duty, press the corresponding boiler uptake SELECT pushbutton.

g) Select which blowers are to be used, each blower can supply 50% of the maximum IG system demand. Press the corresponding blower selection pushbutton, either No.1, 2 or 3. When selection is made, on those blowers selected the inlet valves will open, the FLUE GAS READY indicator lamp will now illuminate.

h) Operate the PUSH TO CLEAN pushbutton for 15 seconds to clean the soot from the fl ue gas isolating valve.

i) The system is now ready running up. Press the FLUE GAS START pushbutton, the following sequence will take place:

2.15 - Page 5 of 10


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Issue: 1

Illustration 2.15.1c Main Inert Gas Mimic Panel

FUEL OIL

h 83

PAI185

PAH180

TAH191

PAI180

PAI184-G

PAI183

h/s 53

h/s 103-1

h/s 125-2

h/s 125-1

h/s 104-1

h/s 105-1

h/s 128

h 27

LAh193-G

IAI181-3

TAh188

PAI187

PAII182

PAh182

AAh/I204

LAI181-2

IAI181-2

LAI194

PAI189

IG-49

IG-45 IG-44

RUN

h 29

h 25

h 19

h 14

I-12V

h 4

h 10

h 1

149

h 126-2

h 126-1

h 11

h 12

h 105

SELECTBLOWER

SELECTBLOWER

SELECTBLOWER

SELECT

SELECT

PUSH TOCLEAN

START/STOP

START/STOP

START/STOP

h 104

h 103

h 300

h 6

h 9

h 8 h 2

h 7

h 24-2

PAI184-F

TAh192

LAh193-F

h 129

RUN

h 109

h 5-G

h 24-1

h 26h 260

BA 200

AIR

COMBUSTIONAIR

INSTRUMENTAIR

BOILER 1UPTAKE

BOILER 2UPTAKE

BOILER SOOTBLOWING

SEALING AIR

SEAWATERAUX. SUPPLY(NO.2 BILGE FIRE/G.S. PUMP)

SEAWATERSUPPLY

SEAWATER

SEAWATER

NO.2 I.G. DECK SEALS.W. P/P

NO.1 I.G. DECK SEALS.W. P/P

NO.1 BLOWER

NO.2 BLOWER

NO.3 BLOWER

SCRUBBER COOL.S.W. P/P

SCRUBBER

STEAM FOR VALVECLEANING

COMBUSTION AIRBLOWER

I.G. TOPP-UP GEN.D.O. P/P

P1-22C INERT GAS PRESSURE

h -LAMP/LEDs -PUSH BUTTONAAh/I -OXYGEN CONTENT HIGH/LOWTAh -TEMPERATURE ALARM HIGHLAh -LEVELALARM HIGHLAl -LEVELALARM LOWPAh -PRESSURE ALARM HIGHPAl -PRESSURE ALARM LOWPAll -PRESSURE ALARM VERY LOWlAl -BLOWER FAILUREBA -FLAME FAILURE

INDICATE

TI-188 I.G. TEMPERATURE P1-182 DECK MAIN PRESSURE

CAPACITY SETTING

2000mmWG

mmWG

mmWG°C

% O2

1000

0

A1-204 O2-CONTENT

TOPPING UPGENERATOR

GASFREEING

COMMON

CAPACITY SET POINT

MOSS FUELGAS SYSTEM

TOATMOSPHERE

DECK WATERSEAL

INERT GASSUPPLY MAIN

BUZZER

POWER ON24V AC POWER FAILURE

h/s 28

h/s 30

FLAME ON

RUN

h 320

h/s 313

h/s 311 s 214-1

h/s 305

h 321 h 322

h/s 310 s 309

s 306

s 304

h/s 315

s 307

s 214-2

h/s 319

SELECTT.U.G.MODE

LOCALT.U.G.AUTO

LOCALT.U.G.START

FUELGASREADY

FUELGASSTART

AIRVENTREADY

AIRVENTSTART

LAMPTEST

ALARMRESET

ALARMACCEPT

STOP

EMERG.STOP

2.15 - Page 6 of 10


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Issue: 1

• The sea water inlet valve to the scrubber tower and its overboard discharge valve will open. Additionally the vent to atmosphere will open.

• After a period of ten seconds the scrubber pump will start. The sea water delivery pressure must be established within 20 seconds otherwise the system will go into an alarm condition.

• After 22 seconds from initiation of start up the first blower will start running up, this will take approximately 30 seconds. When the first blower has reached running condition the second blower will start running up (if two blowers were selected).

At the same time the first blower starts the selected boiler flue gas isolating valve will open and the sealing air valve will close.

• Five seconds after each blower has reached its running condition its outlet capacity valve will open. Flue gas will now be directed to atmosphre.

When the plant is running correctly further operations are carried out from the cargo control room sub-control panel.

j) Check that the two pen recorder is functioning correctly and that there is suffi cient chart available.

k) Ensure that the CO2 (carbon dioxide) content of the fl ue gas from the boiler is in excess of 13% and that the O2 (oxygen) content is lower than 5%.

l) When the fl ue gas is within limits, press the SELECT CONS pushbutton.

m) Adjust the deck pressure controller, situated on the sub-control control panel, to the desired pressure (between the high/low alarm limits of 200/800 mmWG).

Stopping

a) On completion of inerting, operate the SELECT CONS pushbutton. Connect the water washing hoses to the IG blowers.

b) Operate the STOP pushbutton. The main IG to deck control valve will close and the vent to atmosphere control valve will open. Open the water washing drain valves then the water washing supply valves. The impeller will be washed during its run down period. At the same time the stop button is pressed the boiler uptake valve will close and the sealing air valve will open.

c) The scrubber pump will continue to run for a further 150 seconds before it is automatically shutdown.

d) Close the deck main isolator valve.

Deck Main Pressure Control

The pressure in the deck IG main is regulated by the deck pressure controller located on the sub-control panel. The controller compares the set pressure with the actual pressure obtained from a pressure transmitter located in the deck main and adjusts the gas regulating valve to maintain a fl ow through the system and prevent the fans overheating accordingly. The gas regulating valve is fi tted with manual emergency operation.

Gas Freeing

The plant is also used for purging the cargo tanks with fresh air during gas freeing operations as follows:

a) Any cargo tank that is not to be gas freed must fi rst be positively isolated with its spectacle blank swung into the closed position. Set up the deck distribution system for the operation to be carried out.

b) On the blower(s) to be used operate the SELECT BLOWER pushbutton. The selected blower inlet valve will now open.

c) Remove the blank from the air inlet goose neck, the AIR VENT READY lamp will illuminate on the main control panel in the ECR.

d) Press the START AIR VENT pushbutton, the selected blowers will now start up in a lead lag confi guration with the discharge being directed to atmosphere.

e) Adjust the capacity regulating valve set point with the pushbuttons on the sub-control panel in the cargo control room to approximately 700mm WG.

f) Operate the SELECT CONS pushbutton, this will now open the IG main to deck valve.

Fresh air will now be delivered to the deck supply line in the same manner as inert gas.

Inert Gas Topping Up Generator

Maker: Hamworthy KSECapacity: 500m3/hConsumption: 40kg/h at design capacity and 3.0% O2

The topping up generator forms a supplement to the fl ue gas system for repressurising the cargo tanks when fl ue gas is not available, such as during the loaded passage, when a drop in pressure is experienced due to leaking tank hatches or temperature variations.

Diesel oil is burned in the combustion chamber, with a low excess air setting and the resulting exhaust gas led into a scrubber unit. Here the gas is cleaned and cooled. The inert gas is then delivered to the IG main through its capacity regulating valve. Excess gas is vented to atmosphere depending on requirements. With large deck demands the atmosphere control valve will be shut and all the inert gas led to the deck IG main. Conversely all gas will be vented to atmosphere when the deck pressure has reached its set point value.

Procedure for the Operation of the Topping Up Generator (TUG)

Automatic starting of the TUG is done from the main control panel in the ECR. The control panel contains the programmable controller, which takes care of the start, stop and alarm functions and the running mode. On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications .

Starting - Automatic

a) Ensure the scrubber water supply pump suction and overboard discharge valves are opened in the engine room. If the scrubber water supply pump is unavailable, supply can be taken from the crossover onto the bilge fi re and GS main.

b) Check the calibration of the oxygen analyser.

c) Ensure that the deck main IG valve is opened.

d) Open the control air supply valve to the TUG control panel.

e) Open the sea water isolating valve into the TUG. Due to the relatively small capacity through the TUG, it may be necessary to direct some of the fl ow through the main scrubber unit.

f) Press the auto sequence START TUG AUTO pushbutton.

2.15 - Page 7 of 10


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Issue: 1

Illustration 2.15.1d Topping-Up Generator Mimic Panel

FUEL OIL

h 83

PAI

185

PAH

180

PAH

180

TAH

191

PAI

180

PAI

184-G

h 40

h/s 123

LAh

193-G

AAh/I

204

START/

STOP

h/s 108

START/

STOP

GLOW

ON

IGN

ON

MAIN

BURNER

ON

h/s 82

START/

STOP

h 6h 109

h 5-G

BA

200

h 200

INSTR. AIR

COMBUSTIONAIR

SEAWATERSUPPLY

h 129

SCRUBBER COOL. S.W. P/P

COMMON ALARM

INERT GAS FROM

FLUE GAS SYSTEM

h 300

POWER ON24V AC POWER FAIL

TOPPING UP

COMBUSTION

AIR BLOWER

I.G. TOPP-UP GEN.D.O. P/P

PI-220 INERT GAS PRESSURE

h -LAMP/LED

s -PUSH BUTTON

AAh/I -OXYGEN CONTENT HIGH/LOW

TAh -TEMPERATURE ALARM HIGH

LAh -LEVELALARM HIGH

PAh -PRESSURE ALARM HIGH

PAl -PRESSURE ALARM LOW

BA -FLAME FAILURE

INDICATE

mmWG

FLAME ON

h 319

s 307 s 309s 304

h/s 312 h/s 315

LOCALTUGSTART

ALARMACCEPT

SELECTMANUALSTART

STOPALARMRESET

s 306

LAMPTEST

EMERG

STOP

Topping Up IG Generator

2.15 - Page 8 of 10


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Issue: 1

g) Check that all air is evacuated from the cooling jacket outlet.

After 17 seconds the blower will start. After receiving a running signal from the blower, the IG capacity control valve will begin regulation. After 50 seconds the fuel oil pump will start and the ignition plug is activated. After activation of the main burner, the gas will purge through the vent valve for 50 seconds. The sequence will lead IG to the IG main automatically when it is within parameters.

h) The start sequence is indicated with lamps on the mimic diagram.

i) Adjust the combustion air until the desired oxygen content is reached.

j) Check the temperatures and pressures for normal running conditions.

k) Check the airfl ow through the oxygen analyser unit.

l) When the IG is within limitations press the SELECT CONS pushbutton on the sub-control panel in the cargo control room, IG will now be directed to deck.

Stopping - Automatic

The generator stops when activated by the high pressure signal from the inert gas main. The system will revert to the purge mode and shut down. The blower will continue to run for a cooling down period. After the cooldown period, the scrubber pump can be stopped.

Deck Main Pressure Control

The deck main pressure is set by the potentiometer on the sub-control panel. The signal from this unit automatically controls the vent and capacity control valves.

Control Systems

When the inert gas system is in use, the pneumatic control valve and the vent valve automatically control the pressure in the inert gas main. When the fan is stopped, the control valve, uptake valves, purge valve and fan outlet valves close automatically. All the valves utilise instrument air as the control medium.

The tank and inert gas main isolating valves are manually operated.

The manually operated valves in the system are fi tted with micro switches, to provide indication of open/closed position on the mimic panel on the console.

Alarms and Trips

The following conditions give indication in the alarm system, and cause complete shut down of the plant and closure of all automatic valves (except the effl uent valve), including the sea water system:

• Sea water pump stopped

• Low instrument air pressure

• High water level in scrubber (main)

• High water level in cooling tower (TUG)

• Power failure to control system

• Emergency stop

The following conditions give indication in the alarm system and cause the plant to stop operating, except for the sea water pump:

• Blower failure

• High combustion air pressure

• Low combustion air pressure

• High IG temperature

• High IG temperature in scrubber

• High sea water temperature TUG jacket cooler

• Flame failure on TUG

• Low fuel oil supply pressure to the burner

• Low sea water supply pressure in scrubber

• Low sea water supply pressure TUG jacket cooler

The following conditions give indication in the alarm system and action where noted:

• Low sea water pressure supply to the deck seal

• Low sea water level in the deck seal reservoir

• High gas pressure in deck main line (vent to atmosphere will open)

• Low inert gas pressure in the deck main line

• Low low inert gas pressure in deck main (cargo pumps will stop) <100mmWG

• High/low oxygen content (vent to atmosphere will open)

The wheelhouse sub-panel contains the following instrumentation:

• Inert gas deck main pressure indication

The inert gas generator has separate alarms and trips, which monitor the fuel oil supply and combustion process.

2.15.3 MAINTENANCE (ROUTINE MAINTENANCE IN OPERATION ONLY)

The use of the deck seal sea water supply pumps should be alternated on a regular basis.

Check the calibration of the oxygen analyser before use.

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 operation.

The blowers should be water washed at shut down to prevent a build up of solids on the impeller. Prior to the operation the drain valve is opened and the fl exible 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 fl exible hose disconnected.

2.15 - Page 9 of 10

3.1 Control System 3.1.1 Machinery Control and Alarm System Overview

3.1.2 Operator Stations

3.1.3 Screen Displays

3.1.4 Alarms, Trips and Monitoring Points

3.1.5 Trending

3.1.6 UMS - Manned Handover

Illustrations

3.1.1a Block Diagram of the ICMS System

3.1.1a Norcontrol Watch Bridge Unit and Watch Cabin Unit

3.1.2a Operator Control Panel

3.1.3a Screen Displays

3.1.5a Trending Display


NAT

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Second

Engineer's

Bedroom Gymnasium

Illustration 3.1.1a Block Diagram of the ICMS System

Engine Control

Room

Engine Room

To Voyage Data

Recorder

To HICHAS Cargo

System

Accommodation

Bridge

Watch

Bridge

Unit

To Administration Network

SSU-8810 Safety Unit RC-4 Remote Control Unit

Log

Printer

Alarm

Printer

No.2 Main

Computer

Unit

No1 Main

Computer

Unit

Operators

Panel No. 2

Operators

Panel No.1

Monitor Monitor

ONDUTY

2ND

ENG.

3RD

ENG.A

3RD

ENG.B

CALL

DUTY

ENG.

LAMP

TEST

JUNIOR

ENG.B

JUNIOR

ENG.C

JUNIOR

ENG.A

4TH

ENG.

ELEC.

ALARMS

M/ESHUT

DOWN

M/ESLOW

DOWN

VITAL

NON

VITAL

BILGE

DEAD

MAN

ALARM

REPEAT

ALARM

UNIT

FAIL SOUND

OFF

TAG

DETAILS

SELECT

SCREENMENU

BRIDGE

WATCH

ENGINE

WATCH

NORCONTROLWATCHBRIDGEUNIT

KONGSBERG

Terminals

Chief

Engineer's

BedroomChief

Engineer's

Office

Chief

Engineer's

Dayroom

Second

Engineer's

Bedroom

Senior Third

Engineer's

Cabin

Third

Engineer's

Cabin

Forth

Engineer's

CabinElectrician's

Cabin

Officers'

Smoking RoomDuty Mess

Room

Officers' Mess

Room

Hub

CHANGELOCK

CHANGELOCK

OPEN

OPEN

SHUTDOWNSHUTDOWN

LOOP

FAIL

LOOP

FAIL

OP.

CODE

OP.

CODE

0101

0202

OVERSPEEDOVERSPEED

LUBE.OIL TO MAIN ENGINE

PRESSURE LOW-LOW

---NONE CANCELLABLE---


PRESSURE LOW-LOW


EXH. VALVE SPRING AIR

PRESSURE LOW-LOW



PRESSURE LOW-LOW


THRUST PAD

TEMPERATURE HIGH HIGH


THRUST PAD



CANCELCANCEL

0303

CANCELCANCEL

0404

CANCELCANCEL

0505

CANCELCANCEL

0606

CANCELCANCEL

0707

3636

SLOWDOWNSLOWDOWN

CANCELCANCEL

LOOP

FAIL

LOOP

FAIL

OP.

CODE

OP.

CODE


INLET LOW PRESSURE

---CANCELLABLE---

JACKET COOLING WATER

INLET LOW PRESSURE

---CANCELLABLE---

EXH.GAS AFTER EACH

CYL. HIGH TEMPERATURE

---CANCELLABLE---

EXH.GAS AFTER EACH


---CANCELLABLE---

ME LO INLET

LOW PRESSURE

---CANCELLABLE---

ME LO INLET

LOW PRESSURE

---CANCELLABLE---

OIL MIST IN

CRANKCASE HIGH

---CANCELLABLE---

OIL MIST IN

CRANKCASE HIGH

---CANCELLABLE---

PISTON COOL OIL INLET DIFF

HIGH/NON FLOW

---CANCELLABLE---


HIGH/NON FLOW

---CANCELLABLE---

PISTON COOLANT OUTLET

HIGH TEMPERATURE

---CANCELLABLE---


HIGH TEMPERATURE

---CANCELLABLE---

J.C.W OUTLET HIGH

TEMP. AFTER EACH CYL

---CANCELLABLE---

J.C.W OUTLET HIGH


---CANCELLABLE---

CANCELCANCEL

0808

CANCELCANCEL

1010

CANCELCANCEL

1111

CANCELCANCEL

1212

CANCELCANCEL

1313

CANCELCANCEL

DOWNDOWN

1414

UPUP DOWNDOWN UPUP LOWERLOWER RAISERAISE ENTERENTER TESTTEST

SLOWDOWNSLOWDOWN ALARMALARM

RPM - LEVELSRPM - LEVELS

RPM - DETECTOR SYSTEMSRPM - DETECTOR SYSTEMS

COMMIS.COMMIS.RESETRESET

STATUSSTATUS WARNINGWARNING OP.CODEOP.CODE PARAMETERPARAMETER VALUEVALUE

CANCELCANCEL

LOOP

FAIL

LOOP

FAIL

OP.

CODE

OP.

CODE

1616

SCAVENGING AIR

HIGH TEMPERATURE (FIRE)

---CANCELLABLE---

SCAVENGING AIR


---CANCELLABLE---

EMERGENCY STOP SW.EMERGENCY STOP SW.

SHUT DOWNSHUT DOWN

SLOW DOWNSLOW DOWN

SHUT DOWN CANCELEDSHUT DOWN CANCELED

SLOW DOWN CANCELEDSLOW DOWN CANCELED

CRITICAL RPMCRITICAL RPM

RPM DETECTOR FAILRPM DETECTOR FAIL

LOOP FAIL.EMERG. STOP SW.LOOP FAIL.EMERG. STOP SW.

2222

2323

2424

2525

2626

2727

2828

2929

3030

ALARM BLOCKALARM BLOCK

RPM 1RPM 1

RPM 2RPM 2

RPM 3RPM 3

3131

3232

3333

3434

THRUST PAD

HIGH TEMPERATURE

---CANCELLABLE---

THRUST PAD

HIGH TEMPERATURE

---CANCELLABLE---

CYLINDER LUBRICATION

FAILURE

---CANCELLABLE---


FAILURE

---CANCELLABLE---

EXH. GAS AFTER TURBOCH.

HIGH TEMPERATURE

---CANCELLABLE---


HIGH TEMPERATURE

---CANCELLABLE---

AXIAL VIBRATION

HIGH

---CANCELLABLE---

AXIAL VIBRATION

HIGH

---CANCELLABLE---

CANCELCANCEL

1515

CANCELCANCEL

1717

CANCELCANCEL

1818

CANCELCANCEL

1919

SYSTEMNO.1

SYSTEMNO.1

FAIL 1FAIL 1

4141I.O

COMMISOPCODE

I.OCOMMISOPCODE

4040

SLOWDOWNSLOWDOWN

ALARMACKN.ALARMACKN.

SOUNDOFF

SOUNDOFF

EMERGENCY STOPVALVE ACTIVATEDEMERGENCY STOPVALVE ACTIVATED

393938383737

AUTOAUTO

4242

SYSTEMNO.2

SYSTEMNO.2

4343

FAIL 2FAIL 2

CANCELCANCEL

2020

CANCELCANCEL

2121

SYST. OPERATIONSYST. OPERATION

I/O SIMULATEI/O SIMULATE

RECEIVERECEIVE

TRANSMITTRANSMIT

INT. POWER FAIL.INT. POWER FAIL.

COMMUNICATIONCOMMUNICATION

MEMORYMEMORY

INPUT/OUTPUTINPUT/OUTPUT

FAILSAFEFAILSAFE

SAFETY SYSTEM UNITSAFETY SYSTEM UNIT

JACKET COOL.WATER INLET

LOW-LOW PRESSURE



LOW-LOW PRESSURE


CONTROLCONTROL

CROSSHEAD LO INLET

LOW PRESSURE

---CANCELLABLE---

CROSSHEAD LO INLET

LOW PRESSURE

---CANCELLABLE---

HA339719AHA339719A

CHANGELOCK

OPEN

SHUTDOWN

LOOP

FAIL

OP.

CODE

01

02

OVERSPEED


PRESSURE LOW-LOW



PRESSURE LOW-LOW


THRUST PAD



CANCEL

03

CANCEL

04

CANCEL

05

CANCEL

06

CANCEL

07

36

SLOWDOWN

CANCEL

LOOP

FAIL

OP.

CODE


INLET LOW PRESSURE

---CANCELLABLE---

EXH.GAS AFTER EACH


---CANCELLABLE---

ME LO INLET

LOW PRESSURE

---CANCELLABLE---

OIL MIST IN

CRANKCASE HIGH

---CANCELLABLE---


HIGH/NON FLOW

---CANCELLABLE---


HIGH TEMPERATURE

---CANCELLABLE---

J.C.W OUTLET HIGH


---CANCELLABLE---

CANCEL

08

CANCEL

10

CANCEL

11

CANCEL

12

CANCEL

13

CANCEL

DOWN

14


SLOWDOWN ALARM

RPM - LEVELS

RPM - DETECTOR SYSTEMS

COMMIS.RESET

STATUS WARNING OP.CODE PARAMETER VALUE

CANCEL

LOOP

FAIL

OP.

CODE

16

SCAVENGING AIR


---CANCELLABLE---

EMERGENCY STOP SW.

SHUT DOWN

SLOW DOWN

SHUT DOWN CANCELED

SLOW DOWN CANCELED

CRITICAL RPM

RPM DETECTOR FAIL

LOOP FAIL.EMERG. STOP SW.

22

23

24

25

26

27

28

29

30

ALARM BLOCK

RPM 1

RPM 2

RPM 3

31

32

33

34

THRUST PAD

HIGH TEMPERATURE

---CANCELLABLE---


FAILURE

---CANCELLABLE---


HIGH TEMPERATURE

---CANCELLABLE---

AXIAL VIBRATION

HIGH

---CANCELLABLE---

CANCEL

15

CANCEL

17

CANCEL

18

CANCEL

19

SYSTEMNO.1

FAIL 1

41I.O

COMMISOPCODE

40

SLOWDOWN

ALARMACKN.

SOUNDOFF

EMERGENCY STOPVALVE ACTIVATED

393837

AUTO

42

SYSTEMNO.2

43

FAIL 2

CANCEL

20

CANCEL

21

SYST. OPERATION

I/O SIMULATE

RECEIVE

TRANSMIT

INT. POWER FAIL.

COMMUNICATION

MEMORY

INPUT/OUTPUT

FAILSAFE

SAFETY SYSTEM UNIT


LOW-LOW PRESSURE


CONTROL

CROSSHEAD LO INLET

LOW PRESSURE

---CANCELLABLE---

FUNCTION ON/AUTOVIT + FQS AUTO

VEC AUTO

CHIEF RPM LIMITER

CRITICAL RPM SETP.

BRIDGE

CONTROL

ROOM

START

INTERLOCK

START

SETPOINT

VALVE ENGINE

RUNNING

RPM>

START

LEVEL

ENGINE

STOPPED

COMMAND ZERO FUELSTART

ROTATION

ASTERN

ROTATION

AHEADSTOP ORDER

TURNING GEAR

ENGAGED

COMMAND

SLOW TURNING

REVERSING

AHEAD

HEAVY

START

START

FAILURE

START

CUTOFF

VALVE

SPEED

SETPOINT

LIMITEDREVERSING

SERVOMOTOR

IN END POS.

CORRES-

PONDING

DIRECTION

COMMAND

AHEAD

COMMAND

ASTERN

REVERSING

ASTERN

RPM>

BRAKE LIMIT

NONCORRESP.

DIRECTION

2nd/3rd

START

SYSTEM

IN TEST

01

02

03

04

05

06

07

08

STATUS WARNING OP. CODE VALUEPARAMETER

SYST. OPERATION

I/O SIMULATE

RECEIVE

TRANSMIT

INT. POWER FAIL

COMMUNICATION

MEMORY

INPUT/OUTPUT

FAILSAFE

FUNCTION ON/AUTOVIT + FQS OFF

VEC OFF09

10

11

12

13

14

15

16

START INTERLOCKTURN. GEAR ENGAGED

START AIR PRESS LOW

RPM DETECTOR FAIL.

SAFETY SYSTEM STOP

SAFETY SYSTEM OFF

INTERNAL INTERLOCK

17

18

19

20

21

22

23

24

START FAILURE3 START ATTEMPTS

FAILED

START TIME LIMIT

BRAKE LIMIT

SLOW TURNING FAILURE

25

26

27

28

29

30

31

32

START FAILURESPEED PROG. CANCELED

CYL. COOL FAIL

START AIR PRESS. LOW

VEC FAILURE

ALL AUX. BL. FAIL

PASSIVE FAILURE

VIT + FQS FAILURE

EMERG. CYL. LUBR.

65

66

67

68

69

70

71

72

73

74

BRIDGE COMMAND RPM

CONTROL ROOM COMMAND RPM

RPM SETPOINT

ENGINE RPM

START AIR PRESSURE

CHARGE AIR PRESSURE

LOAD INDICATOR

VIT + FQS

VEC

SYSTEM

33

34

35

36

37

38

39

40

START FAILUREENGINE OVERLOAD

ENGINE CRIT. SPEED

TURNIBG GEAR ENG.

REMOTE CONTROL FAIL.

SPEED CONTROL FAIL.

41

42

43

44

45

46

47

48

DOWN

49SLOWTURN

ON/OFF

50CYLIND.

PRE/POSTLUB.


SYSTEM OP. CODES

AutoChief - 4REMOTE CONTROL SYSTEM

CHANGELOCK

51I/O

COMMIS.OP.CODE

52

SEAMODE

52

MANMODE

54VIT

LOWNOx

56

BRIDGECONTROL

57CONTROL

ROOMCONTROL

58

BACK-UPCONTROL

59

LOCALCONTROL

60

VECRESET

61

VIT +FQSRESET

58

BACK-UPCONTROL

63

ALARMACKN.

64

SOUNDOFF

55SPEEDPROG.

CANCEL

SLOWTURN

CLY.LUB.

OP.CODE MODES COMMAND POS. RESET

PROG.CANC

CUT OUT24x24R=1

OPEN

Dead Man Alarm

System Arming

Keyswitch on

ECR Console

Dead Man Alarm System

Arming Keyswitch in

Stairwell at

Changing Room Area

Dead Man Alarm

System Arming

Keyswitches

GSP1 GSP2KlaxonROT Light

Dead Man Alarm

RL

DPU Cabinet No.4DPU Cabinet No.3DPU Cabinet No.2DPU Cabinet No.1

DEAD MANALARM

OFF

ON

DEAD MANALARM

OFF

ON

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE

NORCONTROL WATCH CABIN UNIT

KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

ON DUTY

CHIEFENG.

2NDENG.

S/3RDENG.

3RDENG.

4THENG.

ELECT-RICIAN

ALARMS

M/ESHDWSLDW

CRITICAL

NON-CRITICAL

BILGESYSTEM

FIRESYSTEM

UNITFAIL

SCREEN MENU

CALLFROM

ENGINE

CALLFROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF


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3.1 CONTROL SYSTEM

3.1.1 MACHINERY CONTROL AND ALARM SYSTEM OVERVIEW

Maker: Kongsberg NorcontrolType: DataChief C20

Introduction

The DataChief C20 is an alarm monitoring, data acquisition and control system and is microprocessor based.

It is designed to provide the ship’s offi cers with all the basic alarm and status information they require to maintain a safe and effi cient operation of the machinery, especially when unmanned.

The Remote Operator Stations (ROS) feature full colour graphic displays and functional operator’s panels.

Description of System UnitsMain Computer Unit (MCU)

The main computer unit collects and processes data from the local process units, then distributes the presentation of the processed data to the Operator Control Panel (OCP) and the logging printer.

Remote Operator Station

The operator control panel, together with the colour graphic monitor, forms the operator station.

Signal Acquisition Unit (SAU)

The signal acquisition unit is a general purpose data acquisition unit. It has a front panel where the operator can locally inspect the status of monitored signals.

Full monitoring and alarm facilities are provided in the Engine Control Room (ECR).

Suffi cient facilities are also provided for a machinery watch on the bridge, with a watch-calling subsystem enabling engineers to be automatically called to the ECR when they are on watch-call duty in the accommodation. Both the machinery and the ECR may safely be left unmanned while the machinery watch is carried out on the bridge.

General Description of System Functions and Operation General Alarm Functions

The Signal Acquisition Units (SAU) monitor machinery status sensors.

Each SAU contains a microprocessor and is programmed to detect when the status of its monitored signals become unacceptable for the safe or effi cient operation of the ship’s machinery. It also inhibits unwanted alarms during, for example, start-up and shutdown of the machinery. The DC C20 Main Computer Unit (MCU) continuously monitors the status information via a common communication loop.

When an unacceptable condition is detected, the SAU and the DC C20 generate an alarm signal which identifi es the responsible machinery sensor and provides information about the condition.

The data received by the MCU is fi ltered and selectively distributed to the Engine Control Room Terminal (ECRT), Printer, Operator Control Panel (OCP) and to the engineers’ accommodation (cabin, mess, dayroom).

An alarm signal received by the MCU causes both visual and audible alarm indications. The MCU automatically sends an alarm signal to the machinery space and, if the watch calling system is enabled, to the engineers’ accommodation. This signal also generates both visual and audible alarm indications.

The alarm data available, which includes the general alarm signal, plus the normal status data and the system control facilities, are summarised below.

Available Data System Control Facilities

When an alarm occurs, the alarm signal is distributed as described above. The following text summarises the available data and the system control facilities provided at the various locations.

In the Machinery Space

Detailed information on the type of alarm and its source is available at the acquisition unit that originated the general alarm signal. In addition, detailed information about the normal status of the machinery monitored by the acquisition unit is always available at the unit.

If an acquisition unit is isolated from the rest of the system by a communication breakdown, or if the MCU develops a serious fault, all the necessary alarm and monitoring functions that are normally associated with the machinery monitored by the acquisition unit, are available locally at the acquisition unit.

An alarm is automatically generated if an acquisition unit becomes isolated. Options allow individual acquisition units to provide centralised visual and

audible alarm signals, to indicate normal alarms if they become isolated. The acquisition units can thus provide full back-up facilities.

In the Engine Control Room

As soon as an acquisition unit detects an alarm condition, the alarm is identifi ed by a fl ashing indicator on the OCP. The alarm is then displayed at the ECRT and a buzzer sounds; the alarm logging printer then automatically prints out the alarm details. By pressing the fl ashing indicator on the OCP, more detailed alarm information is displayed on the ECRT.

Detailed information related to any sensor connected to an acquisition unit, concerning alarm or normal status data, can also be shown on the ECRT, or written out on the logging printer, on demand. Any analogue sensor may be presented as a bar graph or a trend curve. Selected sensors may be logged automatically at a fi xed time interval on the printer. The system is able to display a number of the latest alarms or all currently active alarms.

The logging printer and ECRT record all status changes, such as alarm acknowledgement and alarm condition cleared and the system will return to normal when all alarm conditions have been cleared.

Alarm limits and delays are adjustable from the OCP.

A counter function is provided to keep track of running hours for engines, pumps and other related items. This function is also capable of accumulating fl ow. The counter values may be shown on the ECRT or printed at the logging printer.

Selection of engineers for watch-call duty is carried out at the OCP and all available engineers, whether on duty or not, may be called to the ECR in the case of an emergency.

Machinery watch responsibility may be changed from the ECR to the bridge and back to the ECR.

On the Bridge

Facilities are provided for indicating and accepting the transfer of machinery watch responsibility to or from the bridge.

When the bridge is on machinery watch, one or more engineers must be on on-call duty. The machinery monitoring general alarm signal, previously described, will call them to the ECR if an alarm condition arises. The visual alarm data on the bridge panel consists of single or group alarm indicators. When an alarm is acknowledged or cleared in the ECR, appropriate indications are given on the bridge panel.

(Note: The DC C20 system prevents the bridge from assuming watch responsibility if there are no engineers on watch-call duty.)

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ON DUTY

CHIEF

ENG.

2ND

ENG.

S/3RD

ENG.

3RD

ENG.

4TH

ENG.

ELECT-

RICIAN

ALARMS

M/E

SHDW

SLDW

CRITICAL

NON-

CRITICAL

BILGE

SYSTEM

FIRE

SYSTEM

UNIT

FAIL

SCREEN MENU

CALL

FROM

ENGINE

CALL

FROM

ENGINE


KONGSBERG

LAMP

TEST

TAG

DETAILS

SELECT

SOUND

OFF

Illustration 3.1.1b Norcontrol Watch Bridge Unit and Watch Cabin Unit

ON DUTY

CHIEF

ENG.

2ND

ENG.

CALL

DUTY

ENG.

LAMP

TEST

S/3RD

ENG.

3RD

ENG.

4TH

ENG.

ELECT-

RICIAN

ALARMS

M/E

SHDW

SLDW

CRITICAL

NON-

CRITICAL

BILGE

SYSTEM

FIRE

SYSTEM

REPEAT

ALARM

UNIT

FAILSOUND

OFF

TAG

DETAILS

SELECT

SCREEN MENU

BRIDGE

WATCH

ENGINE

WATCH

NORCONTROL WATCH BRIDGE UNIT

KONGSBERG

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The bridge personnel may call the engineers on duty from their accommodation at any time, for consultation etc and an indication of the acknowledgement of such calls is provided.

If the bridge personnel are not on machinery watch, alarm indications can still be provided, with indicators showing when an alarm has been acknowledged in the ECR.

In The Engineers’ Accommodation

The alarm indicator presentation is identical in the engineers’ accommodation and the bridge panel.

If an engineer has been assigned to on-call duty (from the ECR), the alarm signal will cause a buzzer to sound and an indicator lamp to light, both in his cabin and in the general accommodation. He would then normally go to the ECR to fi nd the cause of the alarm. If it is not acknowledged within a specifi ed time, the alarm signal is repeated in the engineers’ accommodation and on the bridge, until it is acknowledged.

Similar indications (buzzer and lamp) are provided to call an engineer to the bridge or the ECR when no alarm conditions exist.

Extended Alarm and Watch Calling System

The extended alarm and watch call system comprise machinery alarm indicators and communication between the ECR, engineers’ accommodation and the bridge.

The following alarms are provided for both the bridge panel (WBU) and the engineers’ accommodation panel (WCU). The alarm group indicators are optional and have the same function for both bridge and engineer accommodation panels.

Critical Alarm Indicators

These indicators are labelled to request navigators to perform a correcting action such as slowdown or shutdown of the propulsion engines.

Non-Critical Alarm Indicators

These indicators are normally labelled, as for general alarm(s). These alarms do not affect the normal operation of the ship and no action from the bridge will affect them.

Extended Alarm and Watch Calling System Summary

The purpose of this system is to transfer the responsibility from the ECR to the bridge, the duty engineer’s cabin and the mess room, when the unmanned machinery period starts.

The transfer of the responsibility is requested by the operator in the engine control room and accepted by the operator on the bridge.

One of the engineers must be selected as duty engineer.

When the alarm system is in the bridge mode, the bridge panel, duty engineer cabin unit and mess room units will be active and all alarms will be transferred to these units.

‘Call Duty Engineer’ is included in the watch calling system and has two functions.

• Call duty engineers from the bridge

• Call all engineers from the ECR

The functions are independent of watch mode and may be used both in the engine mode and the bridge mode.

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Illustration 3.1.2a Operator Control Panel

M/E

CONTROL

&SAFTEY

M/E LO

&SHAFT

SYSTEM

M/ECOOL.WSYSTEM

M/ECHARAIR&EXHGASSYS

BRIDGEWATCH

ENG.WATCH

CHIEFENG.

ONDUTY

CALLALLENG.

M/EEXH.GASTEMP

E/RBILGESYSTEM

C.S.WSYSTEM

M/E

OVERVIEW

LOSERVICESYSTEM

M/E&G/EFOSERV.SYSTEM

BLR&INCI. FOSERV.SYS

C.F.W

SYSTEM

COMP.AIR

SYSTEM

BOILER

FEEDW.

SYSTEM

M/EFO

SYSTEM

GEN.

COMMON

ELECSYS

NO.1G/E&GENSYSTEM

NO.2G/E&GENSYSTEM

2NDENG.

ONDUTY

ELEC.ENG.TONDUTY

4THENG.

ONDUTY

CALLDUTYENG

SENIOR3RDENG.ONDUTY

3RD.ENG.

ONDUTY

NO.3G/E&GENSYSTEM

AUXBOILERSYSTEM

BILGESYSTEM

S. GEAR

CONTROL

SYSTEM

FIRESYSTEM

MISC.SYSTEM

PUMPSFAILURE

CARGOTK

DISPLAY

(SAAB)

M/E EXHGASDEVCONFIG.

COUNTERDISPLAY(RUN-HR)

AUTOLOG

CONFIG.

MISC.LOG

INHIBITPOINTS

SETDATE&TIME

SELECTEDTRENDDISPLAY

SYSTEMFAILURE

WATCHCALLCONFIG

SELECTEDPOINTSDISPLAY

SELECTEDBARGR.DISPLAY

SOUNDOFF

ALARMSUMMARY

ALARMHISTORY

ALARMACK.

SYSTEMINFORDISPLAY

TAGDETAILS

GROUPDISPLAY

GROUP

ALARM

ALARMTEST

MONITOROCP

DISPLAY

LAMPTEST

1

1

0

0

.

2 3

4 5 6

7 8 9

+*/

CONTROL

OPERATOR CONTROL PANEL

POWER

ALARM SYSTEM FUNCTION MIMICS

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3.1.2 OPERATOR STATIONS

Introduction

The remote operator station consists of four units:-

• A main computer unit

• An operator control panel

• A graphical display

• A printer

The station serves three different tasks in an alarm monitoring and control system:

• Receiving and sending data from local acquisition units and process control units on a serial instrument network

• Presentation and monitoring of alarm information with acknowledge functions

• Extension of the alarms to the bridge and to the engineer on watch, while in unmanned condition

Operator Control Panel (OCP)

To enable the user to operate the system, different functions are provided. The interface between the operator and the remote operator station consists of graphical displays and a control panel.

The operator control panel is a dedicated functional keyboard, with illuminated pushbuttons for direct activation of functions. One push will normally activate one function together with one display.

The OCP buttons are grouped into the following sections:

• Alarm system

• Alarm functions and displays

• Watch calling system

• Input keypad

• Standard functions

• Log functions

• Special functions

Alarm System (Red Buttons)

The total number of alarms included in the system is divided into a number of alarm groups. Each group is represented on the OCP for alarm presentation. Alarms are divided into various groups. A button in the alarm section represents each group.

When an alarm occurs, the corresponding button starts fl ashing and the alarm buzzer is activated. To display an actual alarm group, press the corresponding button. The indicator stops fl ashing when all alarms in the group are acknowledged, but remains illuminated until all the alarm conditions are returned to normal.

Some of the alarms are conditional and have to be inhibited when a specifi ed condition is present. When the button is pressed, the VDU displays the inhibited points alarm list.

Alarm Functions and Displays (White Buttons, Yellow Light)

When an alarm occurs, the alarm buzzer is activated.

By pressing the button, the buzzer will be deactivated.

Alarm Summary

All active alarms, in all groups, are displayed on the VDU, twenty alarms being displayed on each page.

An alarm is displayed only once. If the number of alarms fi ll more than one page, turn the pages by activating the NEXT PAGE button.

Alarm History

Displays up to 200 alarms, with time and date, 21 alarms are displayed on each page. The latest activated alarm is always added to the top of the list. Previous alarms are deleted. To turn the pages, activate the NEXT PAGE button. The unacknowledged active alarms are marked with an asterisk.

Alarm Acknowledge

When the button is pressed, new alarm status conditions in the above mentioned displays will change to ACK. If more than 21 new alarms have occurred, the next page will be automatically displayed.

Watch Calling (Green Buttons)Bridge Watch

Initiates bridge watch. This means that the engine room is unattended.

Engine Watch

When the engine watch is illuminated, the engine room is attended.

Call All Engineers

When pressed, the button starts fl ashing and the indicators and horn on all watch call panels in the engineers’ accommodation are activated. To deactivate this function, press the button again.

Engineers On Duty

When one of the ENGINEERS ON DUTY buttons is illuminated, the engineer on duty is in charge of the watch when the engine room is unattended. The corresponding ON DUTY indicators in the accommodation are on.

Input Keypad

Numeric Keys:

Ten buttons for numeric input:

Delete: Delete numeric input during an input sequence

Space: Used for passive settings for alarm limit, etc.

Enter: Ends a sequence of numeric input / activate editing

Previous: Displays the previous page of the selected page group

Next Page: Displays the next page of the selected page group

Arrow Keys: Moves the cursor or the highlighted fi eld

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Standard Functions

System Confi guration: System parameters and functions

Set Date and Time: Adjustment of date and time

Clear Screen: Clear screen when not in use

Selected Trend Confi g: Menu for selecting measuring points to be logged for trend display

Selected Trend Display: Display trends

Selected Points Confi g: Menu for selecting measuring points to displayed or logged in selected points display

Selected Points Display: Display selected trends

Selected Bar Graph Confi g: Menu for selecting measuring points to be displayed as bar graphs

Selected Bar Graph Display: Display selected bar graphs

Tag Details: Menu for input and display of alarm measuring point parameter values

Group Display: Display a group of measuring points

Group/Alarm: Toggle between all measuring points and the points currently in alarm in a group

Log Functions

Group Log: Prints a group of measuring points

Inhibit Points Log: Prints all inhibit source signals

Auto Log: Menu for enabling and adjusting time for printout of auto log

Selected Points Log: Printing of selected points

Test Functions

Alarm test on: Press the button

Alarm test off: Press the button again

Lamp Test: When the button is pressed, all active light pushbuttons on the operator control panel will light.

Procedure for the Operation of the Operator Control Panel

Action ResultAlarm Summary Display Alarm summary is displayed Press ALARM SUMMARY

Group Display The prompt SELECT GROUP is Push GROUP DISPLAY displayed in the lower left of the

screen

Select group, then ENTER or The group is displayed with the tag push the desired group button at the top highlighted

Group/Alarm Toggle DisplaySelect Group Display See Autolog

Press GROUP/ALARM Each press toggles the display between all tags and those in alarm state

Alarm History Display The alarm history is displayedPress ALARM HISTORY

Change from Attended to Unattended Engine Room

Action ResultPush the button for the engineers The pushbuttons lights up on the

OCP responsible for the watch

The indicator ON DUTY lights up at the cabin

The indicator ENG ON DUTY lights up on the bridge panel

Push BRIDGE WATCHbutton at the OCP The pushbutton lights and the buzzer

in the engine room is activated Indication on the cabin unit The pushbutton BRIDGE WATCH lights up on the bridge unit and the

buzzer is activated

Push the BRIDGE WATCH button on The buzzers on the OCP and bridgethe bridge unit unit are deactivated

Acknowledgement of Alarms when Engine Room is Unattended

Action ResultPush SOUND OFF on the cabin unit The buzzer is deactivated

Push SOUND OFF on the bridge unit The buzzer is deactivated

Push SOUND OFF and ALARM ACK. The buzzer is deactivated andon the OCP in the engine room the alarm is acknowledged

If the engineer does not acknowledge the alarm within 3 minutes, the repeat alarm is activated on the bridge.

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Call Duty Engineer from Bridge

Action ResultPush CALL DUTY ENGINEER The indicator CALL DUTY

ENGINEER lights up

The buzzer and CALL FROM BRIDGE indicator will fl ash in the duty engineer’s cabin

Push SOUND OFF in cabin The buzzer is deactivated

Call all Engineers

Action ResultPush CALL ALL ENGINEERS On the indicator CALL ALL the OCP panel ENGINEERS lights up on the OCP

The CALL FROM ENGINE indicator will fl ash in all cabins and mess/day rooms and the buzzer is activated.

The CALL FROM ENGINE indicator will fl ash in the accommodation and cabins. Push SOUND OFF The buzzer is deactivated

Change from Unattended to Attended Engine Room

Action ResultPush ENGINE WATCH at the OCP The pushbutton lights up and the

buzzer will be activated

Indication on the cabin unit

The pushbutton ENGINE WATCH will fl ash on the bridge unit and the buzzer is activated.

Push the ENGINE WATCH button The buzzer on the OCP and bridge unit

on the bridge unit is deactivated

Push 1ST ENG. button on the OCP The pushbutton light is turned offin the engine room on the OCP in the engine room, the

cabin unit and the bridge panel unit. Indication on the cabin unit

Indication on the bridge unit

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COOLING SEA WATER SYSTEM 04.08.02

09:08:48BOILER FEED WATER SYSTEM 04.08.02

09:08:48

Illustration 3.1.3a Screen Displays

Boiler Feed Water System Screen Image Cooling Sea Water System Screen Image

AIR EJECTOR

CONDENSER

C.O.P.T

CONDENSER

ATMOSPHERIC

CONDENSER

NO.2

CENTRAL

F.W

COOLER

NO.1

CENTRAL

F.W

COOLER

3.03

kg/cm2MAIN C.S.W P/P

COPT C.S.W P/P

SCRUBBER PUMP

I/G DECK SEAL S.W P/P

TO I/G

DK SEAL

TO I/G

SCRUBBER

1

224.9°C

3

4

1

2

1

2

EM'CY

BILGE

SUCT.

SEACHEST

(LOW)

NO.1 F.W GEN.

EJECTOR P/P

NO.1 F.W GEN.

NO.2 F.W GEN.

250.5°C

ABNORMAL

EXH GAS: 97.4°C EXH GAS: 114.1°C

EXH GAS ECONOMISER

NO.2 AUX.BOILER

BOILER MODE

6K D.O USE16K

2

BOILER W. CIRC. P/P

ATMOS CONDENSER

FEED FILTER

TANK

INSPECT.

TANK

FROM COPT

COND. PUMP

BOILER FEED W. P/P

TO BILGE HOLD'G TK

ECONO.FEED W. CIRC. P/P

FROM C.O

STRIP'G

PUMP

FROM

18k,10k

STEAM

SYSTEM

1

1 1223

3.80 kg/cm2

TRIP

RUN

LAH LAL

NO.1 AUX.BOILER

TO 18k, 10k STEAM SYSTEM

8.27 kg/cm2

TRIP

ABNORMALABNORMAL

RUN

LAH LAL

NO.2 F.W GEN.

EJECTOR P/P

FROM BILGE, FIRE

& G/S P/P DISCH.

SEACHEST

(HIGH)

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3.1.3 SCREEN DISPLAYS

Alarm and Monitoring Displays

There are several display pages for presenting the alarms and monitored values.

The alarm pages comprise:

• Alarm group display page activated from group alarm pushbutton

• Alarm summary page, containing a list of all active alarms

• Alarm history page, containing a consecutive list of time-stamped alarms

The monitoring pages comprise:

• Group display which contain a list of all measuring points within an alarm group

• Selected point display and log

• Tag details giving detailed information about each measuring point in the system

Alarm Group

All alarms and monitored values are divided into alarm groups.

Each alarm can only be represented in one group.

Each group is dedicated to one button at the operator control panel (OCP).

A fl ashing (unacknowledged) or steady (acknowledged) light in the button will indicate active alarms.

AlarmsAlarm for Analogue Signals

The following functions are included:

• Instrument failure alarms

• Low-low process alarms with action (shutdown)

• Low process alarms

• High process alarms

• High-high process alarms with action (shutdown)

• Return to normal detection with dead-band to avoid alarm fl uctuations

• Adjustable fi lter factors to fi lter fl uctuations in the incoming signals

• Time delay of alarm triggering and return to normal messages

Alarm Detection for On/Off (Two State) Signals


• High process alarms (open or closed)

• Return to normal detection


Alarm Detection for On/Off Signals with Line Check


• High process alarms (open or closed)

• Line broken alarm

• Line short alarm

• Return to normal detection


Alarm Indication

Any alarms detected by the system will be indicated in the lower right corner of the VDU. The alarm tag, description and state will be displayed.

The following states are used by the system.

Alarm States

To visually distinguish between the alarm states, different colours have been used. The meaning of the different colours is listed below:

Alarm States Colour CodesNormal state: Green

Alarm state, not acknowledged: Red

State changed from not acknowledged alarm to normal: Red

Alarm state, acknowledged: Yellow

Alarm state, inhibited: Blue

System Information Display

Activate Logs: Printouts are activated from this menu.

Log Functions

The following log functions are available on the OCP:

Selected Points Log

This function will print the information confi gured in a selected points confi guration.

Auto Log

This function will print all tags confi gured as auto log. The tag details function shows whether a tag is confi gured for inclusion in the auto log printout. It will print the tags according to a user confi gurable timetable.

Inhibit Points Log

This function will print all inhibit points (alarm blocking signals).

Group Log

This function will print a selected group.

Complete Log

The complete log will print all measuring points in the system.

Alarm Summary Log

The alarm summary log prints all currently active alarms.

Selected Points Configuration

To inspect tags from different groups simultaneously, use selected points confi guration. (Confi gure a text display with items from different groups.) A maximum of fi ve different displays (logs) with 20 measuring points each may be confi gured. This display is called a log.

Selected Points Display

This function will display the tags confi gured in the selected points confi guration.

Mimic Diagrams

Not used on this vessel.

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-120.0 -110.0 -100.0

sample rate: 40 sec

Selected Trends 3Display

MC003

MC004

MC006

GA001

M/E CONTROL AIR INLET PRESS

M/E STARTING AIR INLET PRESS

M/E EXHAUST V/V SPRING AIR PRESS

NO.1 G/E L.O INLET PRESS

04.08.02

09:08:48

6.96 kg/c

24.90 kg/c

6.72 kg/c

4.93 kg/c

MC001

MC005

MC004

BC001

NO.3 G/E L.O INLET PRESS

M/E CHARGE AIR INLET PRESS

M/E F.O INLET PRESS

NO.1 BOILER 16K STEAM PRESS

0.99 kg/c

0.02 kg/c

8.21 kg/c

5.58 kg/c

-90.0 -80.0 -70.0 -60.0 -50.0 -40.0 -30.0 -20.0 -10.0 0.0

0

10

20

30

40

50

60

70

80

90

100

0

0

0

0

16

40

16

10

0

0

0

0

CONFIGSTOPGRIDTIME

10

3.200

16

25

Illustration 3.1.5a Trending Display

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Selected Trend Configuration

This function will confi gure the selected tags for display as curves. A maximum of 5 displays (trends) with up to 4 tags each are available.

Each tag’s trend curve and data will have different colours.

Selected Trend Display

This function will display the tags confi gured in the selected trend confi guration.

Selected Bar Graphs Configuration

This function will display the tag values as bar graphs. A maximum of 5 displays with up to 6 tags each are available.

Selected Bar Graphs Display

This function will display the tags confi gured in the selected bar graph confi guration.

Group Display

This function is for inspecting one or several channels in a group. Values and alarm limits are displayed.

Group/Alarm

This function enables toggling the display between the group display (all channels in the group as in the fi gure above) and the channels, which are currently in alarm status within this group.

Special FunctionsDeviation Parameter Configuration

This function enables the setting of a low limit for alarm blocking. When a cylinder temperature is below the low limit there will be no deviation alarms. The high mean temperature and deviation both low and high may be set.

Profi le correction is a function for correcting each cylinder temperature. As long as the average temperature is used as reference for the deviations, it is necessary to correct each cylinder to get the same temperature in all cylinders. This correction is done during full speed on the engine and all temperatures are stable. The correction can be carried out automatically, with the computer calculating the value, or it can be done manually.

3.1.4 ALARMS AND TRIPS

The alarm and monitoring points are contained in the following groups and their condition can be accessed via the operator station. Some alarms, such as SITUATION ABNORMAL, give a general warning and require the operator to check the local panel for precise information.

To access the alarm groups, press GROUP DISPLAY, then select from the groups displayed on the left hand side of the operator panel (red buttons).

1. MC group: Covers the main engine control and safety system

2. ML group: Covers the main engine LO and shaft system

3. MW group: Covers the main engine cooling water system

4. MA group: Covers the main engine scavenge air and exhaust gas system

5. MF group: Covers the main engine fuel oil system

6. GG group: Covers the generator engine common and electrical power system

7. GA group: Covers No.1 generator engine and generator system

8. GB group: Covers No.2 generator engine and generator system

9. GC group: Covers No.3 generator engine and generator system

10. BC group: Covers the auxiliary boiler system

11. BG group: Covers the bilge system

12. SG group: Covers the steering gear control system

13. FA group: Covers the fi re system

14. MS group: Covers the miscellaneous systems

15. PF group: Covers pump failures

16. TK group: Covers cargo tank displays, SAAB data

28. SYS group: Covers alarm and communication system failure

3.1 - Page 13 of 14

3.2 Engine Control Room, Console and Panels

Illustrations

3.2a Engine Control Room Layout

3.2b Engine Control Room Console


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Illustration 3.2.1a Engine Control Room Layout

15 16

24

3

4

3

12

4

18 25 14

11 1111

13

1

2

6 2228 27 21 7

17

26

20

20

20

10 19

31

9 99

9

No.2 Group Starter Panel No.1 Group Starter PanelSynchronisingPanel

Bus TiePanel

No.2 440V

FeederPanel

No.2 440V

FeederPanel

No.1440V

FeederPanel

No.1440V

FeederPanel

No.3Main

Generator Panel

No.2Main

GeneratorPanel

No.1Main

GeneratorPanel

0 0 0 0 2 5 0 0 0 0 0 2 5 0

0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0

0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0

0 2 5 0

Vent

TrunkElevator Trunk

23 1515

1 Main Switchboard2 Engine Room Control Console3 Unit Cooler4 Unit Cooler Cover and Life Jacket Box5 Digital Servo Unit6 Fire Alarm Repeater Panel7 Inert Gas Control Panel8 Fire Extinguisher9 Common Armchair10 File Cabinet (2 Drawers)11 Window12 Clinometer13 Speaker14 Foam Alarm Bell

Key

8 5

15 Smoke Detector16 Thermal Detector17 White Board18 Refrigerator Box19 Book Rack20 Foam Discharge Nozzle21 Main Unit for Engine Room Announcing System22 ICCP Remote Controller23 PC Table24 220V Feed Panel25 Sink W/Cupboard26 Tank Sounding Board27 Local Fire Fighting Panel28 Fire Alarm Panel for Local Fire Fighting


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3.2 ENGINE CONTROL ROOM, CONSOLE AND PANELS

Engine Control Room

The engine control room (ECR) is situated in the engine room, where all the necessary equipment and controls are located, which 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.

Engine Control Console

The engine control console contains the following equipment:

Main Engine

Remote control of the main engine which includes:

• Main engine control unit with mimic diagrams showing the control position of the main engine control

• Telegraph receiver with the sub-telegraph

• Main engine safety panel

• Digital governor unit

• Main engine manoeuvring handle

• Propeller shaft rpm indicator

• Propeller shaft rpm counter

• Main engine turbocharger rpm indicators

• Main engine fuel pump mark indicator

• Harbour speed table

• Main engine back-up control and emergency cylinder lubrication

• Main engine viscosity controller

• Main engine HFO and DO changeover indication

• Rudder angle indicator

Gauges for Pressure, Temperature and Levels

• Main engine starting air pressure

• Main engine scavenge air pressure

• Main engine control air pressure

• Main engine camshaft LO inlet pressure

• Main engine LO inlet pressure

• Main engine jacket cooling water inlet pressure and temperature

• Main engine FO inlet pressure and temperature

• Main engine crosshead LO inlet pressure

• COPT, cargo oil tank cleaning pump and WBPT, steam chest, exhaust, suction, discharge pressure and rpm indicator

• Level gauges for the HFO bunker, service and settling tanks and the level gauges for the DO storage and service tanks

Auxiliary Machinery

• Steering gear motors running indication lamps

• Generator engine HFO and DO changeover indication and changeover selection switch

• Generator engine FO viscosity controller

• Lamp/buzzer test switch

• Alarm acceptance pushbuttons

• Auxiliary machinery run indicators

• Cargo and ballast pump run indicator panel

Communication Systems

• Signal light column

• Clock

• Sound power telephone

• Automatic telephone

• Patrol call system

• General alarm

• Fire alarm

• Data logging printer and alarm printer for machinery

• Alarm/monitoring system

• Screen display monitors with keyboard for alarm and monitoring system to monitor and provide alarms for the engine room machinery systems and to change watchkeeping positions

• Telephone directory

• PA microphone for the engine room spaces

Separate PanelsInert Gas Panel

The ECR contains the main inert gas control panel and mimic diagram, where the system is initially set up controlled before passing control to the sub-control panel in the CCR.

Boiler Panel

There is a panel for each boiler, containing all the controls needed to operate the boiler remotely. The panel also contains a screen display showing the various control functions. The operator can use this screen display to alter the parameters. A mimic on the panel displays the progress of the fi ring process and the boiler operating modes.

Main Switchboard

The main switchboard is situated in the ECR where direct control of the main machinery takes place. Each starter panel has auto/run/stop functions where required. The switchboard also contains the operating controls and indication for the diesel generators.

Engine Room Hypermist Local Fire Fighting System Control

The hypermist local fi re fi ghting control panel allows activation of the hypermist system in either automatic or manual mode, with the fi re alarm monitoring control panel located close by.

Ship’s Fire Alarm System Repeater Panel

Located on the inboard bulkhead is a fully functional ship’s fi re alarm control panel.

ICCP main Control Panel

On the inboard bulkhead is the ICCP remote control panel and unit selection switch

3.2 - Page 3 of 4


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0 0 0 0 2 5 0 0 0 0 0 2 5 0

0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0

0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0 0 2 5 0

0 2 5 0

Illustration 3.2b Engine Control Room Console

1 - Heavy Fuel Oil Settling Tank

2 - Low Sulphur Heavy Fuel Oil Settling Tank

3 - Heavy Fuel Oil Service Tank

4 - Marine Diesel Oil Service Tank

5 - Low Sulphur Heavy Fuel Oil Service Tank

6 - Low Sulphur Heavy Fuel Oil Bunker Tank (Port)

7 - Low Sulphur Heavy Fuel Oil Bunker Tank (Stb'd)

8 - No.2 Heavy Fuel Oil Bunker Tank (Stb'd)

9 - No.2 Heavy Fuel Oil Bunker Tank (Port)

10 - Marine Diesel Oil Storage Tank (Stb'd)

11 - Marine Diesel Oil Storage Tank (Port)

12 - No.1 CRT

13 - No.2 CRT

14 - Electric Clock

15 - Second Adjust Switch

16 - Main Engine Governor Control Panel

17 - Rudder Angle Indicator

18 - Main Engine RPM Indicator

19 - Main Engine Running Hour Meter

20 - Main Engine Revolution Counter

21 - Main Engine Load Indicator

22 - Main Engine No.1 Turbocharger RPM Indicator

23 - Main Engine No.2 Turbocharger RPM Indicator

24 - Main Engine LO Crosshead Inlet Pressure

25 - Main Engine LO Inlet Pressure

26 - Main Engine Starting Air Inlet Pressure

27 - Main Engine Control Air Pressure

28 - Main Engine Charge Air Pressure

29 - Main Engine Fuel Oil Inlet Pressure

30 - Main Engine Jacket Cooling Fresh Water Inlet Pressure

31 - Main Engine Fuel Oil Inlet Temperature

32 - Main Engine Jacket Cooling Fresh Water Inlet Temperature

33 - Water Ballast Pump Turbine Tachometer

34 - Water Ballast Pump Turbine Steam Chest Pressure

35 - Water Ballast Pump Turbine Exhaust Steam Pressure

36 - No.1 Cargo Oil Pump Turbine Tachometer



39 - Tank Cleaning Pump Turbine Tachometer

40 - No.1 Cargo Oil Pump Turbine Steam Chest Pressure



43 - Tank Cleaning Pump Turbine Steam Chest Pressure

44 - No.1 Cargo Oil Pump Turbine Exhaust Steam Pressure



47 - Tank Cleaning Pump Turbine Exhaust Steam Pressure

48 - No.1 Cargo Oil Pump Turbine Suction Steam Pressure



51 - Tank Cleaning Pump Turbine Suction Steam Pressure

52 - No.1 Cargo Oil Pump Turbine Discharge Steam Pressure



55 - Tank Cleaning Pump Turbine Discharge Steam Pressure

56 - Main Engine Viscosity Controller

57 - Generator Engine Viscosity Controller

58 - Boiler Control Panel

59 - Log Printer

60 - Alarm Printer

61 - No.1 Operation Control Panel

62 - No.2 Operation Control Panel

63 - System Failure Reset

64 - No.1 Auto Telephone

65 - Main Engine Control Safety Panel

66 - Main Engine Control Panel

67 - Main Engine Telegraph Receiver Panel

68 - Telephone Directory

69 - Water Ballast Pump Turbine

70 - No.1 Cargo Oil Pump Turbine



73 - Tank Cleaning Pump Turbine

74 - Manoeuvring Table

75 - Main Engine Back-Up Control Panel

76 - Telephone Directory 2

77 - No.2 Auto Telephone

78 - Sound Power Telephone

79 - Generator Engine Heavy Fuel Oil

/Diesel Oil Changeover

80 - IS Telephone

81 - Patrol Man Call

82 - Test

83 - Buzzer Stop

84 - Console Power On Lamp

85 - Steering Gear Run Lamp

86 - Dead Man Alarm System

87 - Flicker Stop

88 - Sootblower Control Panel

89 - Fire Alarm

90 - Generator Emergency Alarm

91 - Signal Light Column

92 - Talkback System

93 - Log Table

94 - Water Ballast Pump (Electric)

95 - HFO/DO Changeover Selector

Key

5758

91

1246810

1312

1417182125

26

27

24

29

31

32

28

33

16

34

35

30

22

23

1920 15

92

93

56 36

37

3889

39

9087

85 84 94 69 70 71 72 73

7476

75

81 86 79

82

95

88 83

77 78 80

6

40

41

42

43

44

45

46

47

48

49

50

51

52

53

54

55

BoilerControl Panel

LogTable

357911

5961 62

63

64

65

66

67 68

60

3.2 - Page 4 of 4

4.1 Fire Hydrants System

4.2 CO2 Fire Extinguishing System

4.3 Quick-Closing and Remote Closing Valve System

4.4 Foam Fire Fighting System

4.5 Local Fire Fighting System

Illustrations

4.1a Fire Hydrants

4.2a CO2 Fire Extingishing System

4.3a Quick-Closing and Remote Valve Closing System

4.4a Foam Fire Fighting System

4.4b Foam System Control Panel

4.5a Local Fire Fighting System

4.5b Local Fire Fighting Control and Alarm Panel


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Illustration 4.1a Fire Hydrant System

BF43

FromEmergency Fire

Pump

Fire Main

Swimming Pool

BF45

BF44

BF1A

BF1A

Paint StoreSprinkler System

BF40

BF40

BF56 BF30

BF39

BF55

BF70

BF35

BF54

BF75

BF52

Floor

3rd Deck

2nd Deck

BF50

BF32

BF73

BF49

BF51

BF53

BF38

BF36 BF33

BF34BF37

BF56BF57

BF58BF59

BF60BF61

BF62BF63

BF64

Foam Room Pipeline Layout

To DeckFoam

To Deck Fire Wash

High ExpansionFoam System

BF65

BF68BF69

BF47 BF48

SeaChest

Emergency Fire Pump(270m3/h x90mth)

Key

Fire and Wash Water

Sea Water

BF70

BF34

To Engine Room/Pump RoomHigh ExpansionFoam System

To DeckFoam System

ToAccommodation

FromEmergencyFire PumpDrive for

Pump RoomBilge Eductor

To DeckFire/Wash Main

BF74

CI

PI

CI

PI

Engine RoomBallast Suction

Discharge to Overboard,Engine Room BallastTanks and Sea Water

Service Line

Engine RoomBallast Suction

Engine RoomBilge Suction

Sea WaterCrossover

Direct BilgeSuction

4V5V 72V71V

No.1 No.2

3V1V 2V

15V17V

16V18V

Bilge, Fire andGS Pumps(350/290m3/hx30/110mth)

BF35

FromEngine Room

BF36BF37BF33

BF75

BF40

Poolol

4.1 - Page 1 of 2


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4.1 FIRE HYDRANT SYSTEM

Introduction

The fi re hydrant and wash deck system can supply sea water to:

• The fi re hydrants in the engine room

• The fi re hydrants on deck

• The fi re hydrants in the accommodation block

• Hawse pipes

• The hot foam system (for engine room)

• The forward void space eductor

• The pump room bilge eductor

• The bosun’s store

• The deck foam system

• Paint store sprinker system

The following pumps can supply the fi re and wash deck system:

Bilge, Fire and GS Pump

Maker: Naniwa Pump Manufacturing Co. Ltd.No. of sets: 2Type: Vertical centrifugal Model: FB2V-250-3Capacity: 350/290m3/h at 30/110 mth

Emergency Fire Pump

Maker: Naniwa Pump Manufacturing Co. Ltd.Type: Electric motor driven vertical centrifugal with

vacuum pump type self-primingNo. of sets: 1Capacity: 270m3/h at 90 mth

Both bilge, fi re and GS pumps are normally kept ready on the fi re main because, in addition to the emergency fi re pump, the pumps can be started from the local position, fi re/foam control station and from the bridge. The bilge, fi re and GS pump suction valves from the sea suction main and the discharge valves to the fi re main outlet are normally open. These pumps are also used for servicing the engine room ballast tanks in addition to supplying the IG scrubber tower in an emergency. The pumps take suction from the sea, engine room ballast tanks and engine room bilges.

The sea suction is from the main sea water crossover line in the engine room. This crossover line has connections to the high sea chest on the port side and low sea chest on the starboard side.

The emergency fi re pump supplies the fi re main only. It is an electrically driven self-priming vertical centrifugal pump. It is situated in the emergency fi re pump recess, located within the steering gear room, its power supply is taken from the emergency switchboard. The emergency fi re pump has its own sea suction chest.

Preparation for the Operation of the Fire Hydrant System

a) All intermediate isolating valves along the fi re main on the main deck must be open.

b) All hydrant outlet valves must be closed.

c) Set up the valves as shown in the table below:

It is assumed that the SW main suction valves at the SW valve chest(s) are open to provide SW suction, also the fi re main supply connections feeding the various areas in the foam/CO2 fi re control station are open, and that the emergency fi re pump line valves are open.

The Bilge, Fire and GS Pumps and Emergency Fire Pump


Open No.1 bilge, fi re and GS pump SW main suction B1V

Open No.1 bilge, fi re and GS pump fi re main discharge B17V

Closed No.1 bilge, fi re and GS pump bilge main suction B3V

Closed No.1 bilge, fi re and GS pump direct bilge suction B5V

Closed No.1 bilge, fi re and GS pump ballast main suction B71V

Closed No.1 bilge, fi re and GS pump bilge/service discharge B15V

Open No.2 bilge, fi re and GS pump SW main suction B2V

Open No.2 bilge, fi re and GS pump fi re main discharge B18V

Closed No.2 bilge, fi re and GS pump bilge main suction B4V

Closed No.2 bilge, fi re and GS pump ballast main suction B72V

Closed No.2 bilge, fi re and GS pump bilge/service discharge B16V

Open Emergency fi re pump sea suction BF48V

Closed Emergency fi re pump discharge line drain BF75V

d) Start the bilge, fi re and GS pump and supply water to the fi re main, or start the emergency fi re pump.

e) Open the desired hydrant valves on the fi re main after connecting the fi re hose.

(Note: In order to avoid cavitation and overheating at least one outlet on the system should be opened to allow some fl ow through the pump. This would usually be an anchor wash hawse pipe.)

Emergency Fire Pump

If the emergency fi re pump is to be used this can be started remotely from the bridge, CCR and the foam/CO2 fi re control station. The suction valve BF48V and the discharge valve to the fi re main BF44V from this pump are always kept open so the pump can be started and can supply water to the fi re main immediately. The valves should, however, be operated periodically in order to ensure that they are free to be closed should the need arise.

The Fire Main

The fi re main has outlets in the engine room, at the accommodation block and on the deck forward and aft. At each hydrant outlet is positioned a hose box containing a fi re hose and nozzle unit. Hydrant outlet valves should be operated at frequent intervals in order to ensure that they will open satisfactorily should that be necessary in the event of an emergency.

Intermediate valves in the fi re main along the deck should be kept open at all times in order to ensure that water will be available at all deck hydrants whenever required.

In addition to supplying water to fi re hydrants the fi re main system also supplies water to the hot foam system (high expansion foam system) for the engine room and the foam system for the deck.

The bilge eductors in the pump room and the forward void space are operated by means of water supplied from the fi re main.

The fi re main must be maintained in an operational condition at all times and so all hydrant valves must be closed so that pressure is available at the hydrants as required. The foam systems are an essential part of the ship’s fi re fi ghting capability and the valves to these units must be free and easily operated.

4.1 - Page 2 of 2


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No.2

No.1

No.2

No.1


No.2

No.1

No.1No.2No.3

No.2

No.3

No.2

Main Engine FO HeaterNo.1,2 Generator Engine

FO Heater

No.1,2 BoilerFuel Oil Heater

BoilerFuel Oil Pump

To Open Air

30-40 SecondsTime Delay

Release CabinetDoor Alarm and TripContactors


Pilot CylindersPilot Cylinders

Release Cabinet Release Cabinet

10 CO2 Cylinders

CO2 Extinguishing Lines

Shore AirConnection

PressureGauge


Heavy Fuel Oil PurifierMain LO Purifiers



GeneratorEngineFO BoostPump

MDO AirDriven Pump

MDO FlushingPump

GeneratorEngine FO

HeaterPurifier Room

Supply DamperOperation Wire Pulls


Start/Stop Buttons




Viscorator

Viscorator

Main EngineFuel OilSupply Pump

Heavy Fuel OilPurifier Supply

OperationWater Tank

Illustration 4.2 CO2 Fire Extinguisher System

Foam, CO2 and Fire Control Room

Purifier Room Entrance

Key

Machinery 3rd Deck

CO2 Pilot Operation Lines

4.2 - Page 1 of 4


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4.2 CO2 FIRE EXTINGUISHING SYSTEM

Maker: UnitorType: High pressureCapacity: 10 cylinders each containing 45kg Spaces protected: Purifi er room

INTRODUCTION

Dependent upon the application, CO2 is normally employed at levels of between 35% and 50% by volume to produce an oxygen defi ciency and thus extinguish a fi re. This level of oxygen reduction is also capable of causing asphyxiation. Fixed systems are therefore designed to include safeguards which prevent the automatic release of the CO2 whilst the protected area is occupied. The use of portable extinguishers should ensure that there is suffi cient air to breathe normally. CO2 is not generally regarded as having a high intrinsic toxicity and is not normally considered to produce decomposition products in a fi re situation.

The CO2 cylinders are fi tted with safety devices to relieve excess pressure caused by high temperatures. To avoid these operating, it is recommended that cylinders be located in areas where the ambient temperature will not exceed 46°C. Cylinders must not be stored in direct sunlight.

Certain gaseous extinguishing agents may cause low temperature burns when in contact with the skin. In such cases the affected area should be thoroughly irrigated with clean water and afterwards dressed by a trained person.

WARNING DANGER OF ASPHYXIATION

Re-entry to a CO2 fl ooded area should not be made until the area has been thoroughly ventilated.

System Description Areas Protected

The CO2 system installed in the ship protects the purifi er room.

Central Bank CO2 System

The central bank CO2 system consists of ten cylinders each containing 45kg of CO2 located in the foam, CO2 and fi re control station room, which is situated on the upper deck in the starboard side of the accommodation block.

These cylinders are connected to discharge nozzles within the purifi er room via cylinder manifolds and distribution pipework.

A pressure gauge is fi tted to the main CO2 manifold. The system is designed to discharge all the cylinders into the purifi er room at the same time.

(Note: The safety release pins on each cylinder activation arm must be in the OUT position to make the system ready for operation.)

Control Box Positions

Discharge of the CO2 is manually accomplished from a control box. There are two control boxes connected to the central bank system. These are located in the foam, CO2 and fi re control room and at the purifi er room entrance. Operation of the release system opens the cylinder release valves and the main line discharge valve to the purifi er room.

Alarms and Trips

The control box door is fi tted with three electrical contacts, one normally open and two normally closed. These act to sound alarms, trip the purifi er room exhaust fan and dedicated pumps when the door is opened.

The alarms are fi tted to the engine room alarm light columns and display visually and audibly.

Release Cabinet

The system is operated by a supply of CO2 separate from the main fi re extinguishing CO2. It is stored in small pilot cylinders installed within the release cabinets. The pilot cylinders are connected to the main pilot system pipework via two isolation valves installed within the cabinet.

One isolation valve is connected via small bore pilot gas pipework to the cylinder bank to open the cylinders, the other is connected via a separate pilot gas line to open the line valve to the purifi er room. The isolation valves are positioned so that the release cabinet door cannot be closed with the valves in the open position. It is also arranged so that the release cabinet door will operate the switches when in the open position, to initiate audible and visual alarms and shut down the purifi er room ventilation and operate the dedicated pump trips.

A time delay unit is located in the pilot CO2 pipeline to the main storage bottles. This unit allows for a time delay of 30 to 40 seconds between actuation of the main cylinder release isolating valve and the actual operation of the cylinder release valves. This delay offers time for personnel in the machinery spaces to evacuate the engine room after the CO2 release alarm has sounded.

Operating Instructions

a) On discovering a fi re, raise the alarm and shut down the oil supply and ventilating systems to the purifi er room. Close all doors, ventilators, including the engine room supply fan damper, the wire operated damper is located next to the local CO2 control box outside the purifi er room and other openings having fi rst ensured that all personnel have been evacuated.

b) Go to the extinguishing system control box in the fi re control room or the one located outside the purifi er room.

c) Open the control box door. This will cause the alarms to sound in the engine room and the CO2 trips to operate.

d) Conduct a muster of all personnel ensuring that everyone is accounted for. The gas must not be released until any missing persons are accounted for and are known to not be in the purifi er room.

e) Open both isolation valves by pulling the valve handles down.

f) Release one pilot CO2 cylinder by opening the pilot cylinder hand wheel valve.

g) Extinguishing CO2 gas will be released from the main cylinder bank. The line valve to the purifi er room will be opened and CO2 will be discharged from the purifi er room nozzles. Check that the pilot pressure is above 35kg/cm2, if not open the other pilot cylinder valve.

h) As soon as the pilot cylinder valve is open the time delay unit will begin operating, with a 30 to 40 second delay.

i) When release of the gas is complete, confi rmation of the operation of all cylinders must be confi rmed by inspecting the main cylinder bank to check the operating levers on the gas cylinders have all been operated.

j) If the cylinders have not been released they must be released manually as explained below.

4.2 - Page 2 of 4


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No.1No.1No.2No.1

No.2

No.1

No.2

No.1


No.2

No.1

No.1No.2No.3

No.2

No.3

No.2

Main Engine FO HeaterNo.1,2 Generator Engine

FO Heater

No.1,2 BoilerFuel Oil Heater

BoilerFuel Oil Pump

To Open Air

30-40 SecondsTime Delay



Pilot CylindersPilot Cylinders

Release Cabinet Release Cabinet

10 CO2 Cylinders

CO2 Extinguishing Lines

Shore AirConnection

PressureGauge


Heavy Fuel Oil PurifierMain LO Purifiers



GeneratorEngineFO BoostPump

MDO AirDriven Pump

MDO FlushingPump

GeneratorEngine FO

HeaterPurifier Room

Supply DamperOperation Wire Pulls


Start/Stop Buttons




Viscorator

Viscorator

Main EngineFuel OilSupply Pump

Heavy Fuel OilPurifier Supply

OperationWater Tank

Illustration 4.2 CO2 Fire Extinguisher System

Foam, CO2 and Fire Control Room

Purifier Room Entrance

Key

Machinery 3rd Deck

CO2 Pilot Operation Lines

4.2 - Page 3 of 4


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After Release of CO2

Following release of CO2 the following procedure must be followed.

a) Allow enough time for the CO2 to extinguish the fi re.

b) Do not open the space until it is evident that the fi re is completely extinguished. The purifi er room must be completely ventilated before the doors to the room are opened.

c) Entry into the purifi er room must only be made by personnel wearing breathing apparatus and with fi re extinguishing equipment. Entry to personnel not wearing breathing apparatus must be prohibited until a test confi rms that the atmosphere in the purifi er room contains 21% oxygen.

(Note: Allow time for structural cooling before opening the purifi er room and ventilating CO2 gas.)

WARNINGDo not enter CO2 fl ooded space without using breathing apparatus. Danger of asphxiation.

Procedure to Release CO2 Manually

In the unlikely event of pilot gas initiation failure:

a) Open the control box door so that the alarms and ventilation shut down will still take place. Close the engine room supply damper to the purifi er room.

b) In the foam, CO2 and fi re control station room manually open the main line valve.

c) Open the CO2 cylinder valves by pulling the levers down on the cylinder valves using the four manual handles.

CO2 Release Cabinet Activation Trips

P-GS1-4 No.1 main engine FO booster pumpP-GS1-5 No.1 main engine FO feed pumpP-GS1-16 No.1 generator engine FO booster pumpP-GS1-12 No.1 generator engine FO feed pump

P-GS2-4 No.2 main engine FO booster pumpP-GS2-5 No.2 main engine FO feed pumpP-GS2-17 No.2 generator engine FO booster pumpP-GS2-18 No.2 generator engine FO feed pump

P-LS5-1 No.1 HFO purifi erP-LS5-2 No.1 HFO purifi er supply pumpP-LS5-3 No.1 main LO purifi erP-LS5-4 No.1 main LO purifi er supply pumpP-LS5-5 Purifi er room exhaust fan

P-LS6-1 No.2 HFO purifi erP-LS6-2 No.2 HFO purifi er supply pumpP-LS6-3 No.2 main LO purifi erP-LS6-4 No.2 main LO purifi er supply pumpP-LS6-5 No.3 HFO purifi erP-LS6-6 No.3 HFO purifi er supply pump

CO² ReleasePurifi er Room

4.2 - Page 4 of 4


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PALMC

PXPS

Illustration 4.3a Quick-Closing and Remote Closing Valve System

Air Bottle For

Emergency

Shut Off Valve

From General

Service Air System

Foam/CO2 Fire Control Station

No.2

Heavy Fuel Oil

Bunker Tank

(Port)

No.2

Heavy Fuel Oil

Bunker Tank

(Port)

No.2

Heavy Fuel Oil

Bunker Tank

(Starboard)

No.1

Heavy Fuel Oil

Bunker Tank

(Starboard)

Heavy Fuel Oil

Settling

Tank

Cylinder Oil

Storage

Tank

Incinerator

Waste Oil

Settling Tank

Incinerator

Waste Oil

Service Tank

Incinerator

Marine

Diesel Oil Tank

Boiler Ignition

Marine

Diesel Oil Tank

Cylinder Oil

Measuring

Tank

Main

Lubricating Oil

Settling Tank

Main

Lubricating Oil

Storage Tank

Turbine

Lubricating Oil

Storage Tank

Generator

Engine

Lubricating Oil

Storage Tank

Generator

Engine

Lubricating Oil

Settling Tank

Heavy Fuel Oil

Service

Tank

LS

Heavy Fuel Oil

Settling Tank

LS

Heavy Fuel Oil

Service Tank

Marine

Diesel Oil

Service Tank

Key

Air

Heavy Fuel Oil

Diesel Oil

Lubricating Oil

Sludge/Waste O

F274V F293V F292V F291V

L116VL118VL4VL3VL10VL17VL79V

F103V F106V F109V F110V F62V F105V F102V F101V F104V F32V

F1VF16VF2VF4V

F31VF108VF33V F61V

4.3 - Page 1 of 2


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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 fl ow to feed a fi re, are equipped with air operated quick-closing valves, which are controlled from the fi re control station. They are supplied from an air reservoir situated in the quick-closing valve box located on the forward starboard side of the fi re control station room. The reservoir is supplied, at a pressure of 8.0kg/cm2, from the service air system.

The quick-closing valve air reservoir is fi tted with a low pressure alarm transmitter. The tanks are grouped into two systems, with one three-way cock operating each system. In normal operation the supply line to each group of tank valves is vented to atmosphere, but when the cock is turned, air is supplied to pistons, which collapse the bridge of each valve in that group, thus causing the valve to close.

The valves are reset by venting the air supply and operating the valve handwheel in a closed direction to reset the bridge mechanism and then opening the valve in the normal way.

The emergency generator diesel oil tank quick-closing valve is operated by a directly connected wire from outside the emergency generator room.

The main sea suction valves are operated remotely by hydraulic systems from handwheels located outside of the engine control room.

Oil Tank Quick-Closing Valves

CAUTIONSome tanks such as lubricating oil tanks do not have quick-closing apparatus fi tted. This is because they are normally closed and only opened for short periods when required. It is important to ensure that these are always closed when not in use.

Tank Valve Description Valve

Main Engine and other Valve Group

No.2 HFO bunker tank (P) Suction F4V

Low sulphur HFO bunker tank (P) Suction F2V

No.1 HFO bunker tank (S) Suction F1V

No.2 HFO bunker tank (S) Suction F16V

HFO settling tank Suction to purifi er F32V

Tank Valve Description Valve

HFO settling tank Suction to boiler F104V

HFO service tank Suction to purifi er F31V

HFO service tank Suction to boiler F102V

Low sulphur HFO service tank Suction to purifi er F61V

Low sulphur HFO service tank Suction to main engine F108V

Low sulphur HFO service tank Suction to boiler F109V

Low sulphur HFO settling tank Suction to boiler F110V

Low sulphur HFO settling tank Suction to purifi er F62V

HFO service tank Suction to main engine F101V

MDO service tank Suction to purifi er F33V

Incinerator waste oil settling tank Suction F291V

Incinerator waste oil service tank Suction F292V

Incinerator MDO tank Suction F293V

Boiler ignition MDO tank Suction F294V

Cylinder oil storage tank Suction L116V

Cylinder oil measuring tank Suction L117V

Main engine LO storage tank Suction L3V

Main engine LO settling tank Suction L4V

Turbine LO storage tank Suction L10V

Generator Engine Group

HFO service tank Suction to generator engine F105V

Low sulphur HFO service tank Suction to generator engine F106V

MDO service tank Suction to main engine, generator engine, boiler and TUG F103V

Generator engine LO storage tank Suction L17V

Generator engine LO settling tank Suction L79V

Fire Dampers

Fire dampers operate to close ventilation openings in the event of a fi re in the engine room spaces. The dampers are closed by means of pull wires the handles of which are located in the control box situated on the starboard side of the funnel casing at C deck level. The handles of the operating wires are held in the open position by means of a lug. When the handle is removed from the lug the damper is closed by means of the counterweight. In order to close a damper

the operator must remove the wire handle from the lug and allow gravity to act on the damper counterweight in order to close the damper. In order to open the damper again the operator must pull the handle of the wire downwards and engage it on its open lug.

The box contains wires for operating the following dampers:

• Exhaust fan ventilation damper for purifi er room

• Funnel ventilation damper No.1




Mushroom type engine room ventilators and engine room vent fan dampers are manually opened and closed by means of manually operated levers. These are situated at the ventilators.

Engine Room Fire Damper Operation Wire Pulls

4.3 - Page 2 of 2


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PI

C

A

E

G

H

I

D

PS

PS PSPIPI PS

LI

Key

Fire and Wash Water

Foam and Water Mixture

Foam

HF

HF

S

S

S

S

S

S

Illustration 4.4a Engine Room Hot Foam System

Purifier

Room

Foam Tank

(4.4m3)

Protected Space

Pump Room (Port)

Pump Room (Starboard)

Engine Room Workshop (Starboard)

Engine Room (Port)

Engine Room

(Port)

Engine Room

(Port)To Deck

Foam System

To Fire/Wash

Deck Main

To

Accommodation

Motor

Starter Cabinet

Main

Control

Cabinet

Power

Supply

Main and

Emergency

Power Supply

440V and 220V

Filling

Line

Open

Open

Closed

Open

Open

Test Valve

Test Valve

From Engine Room

Fire Pumps

BF35

BF36

BF37 BF33BF70

BF34

From Emergency

Fire Pump

4.4 - Page 1 of 4


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4.4 FOAM FIRE FIGHTING SYSTEM

Hot Foam Fire Fighting System for Engine Room and Pump RoomFoam System

Maker: UnitorNo. of sets: 1Tank capacity: 4.4m3

Foam Pump

No. of sets: 2Type: Vertical centrifugal Model: DPVF 4-100 Capacity: 1.7 litres/second

INTRODUCTION

The Unitor hot foam fi re fi ghting system is a high expansion foam system which provides the fi re extinguishing capability for the engine room, engine control room, purifi er room, engine room store, engine room workshop and the pump room.

The foam system supplies foam to outlets at various points in the machinery spaces, there being four main supply lines each with its own remotely operated supply butterfl y valve. Foam generators are fi tted at designated points in the foam supply lines and these produce the foam and direct it into the protected spaces.

Foam is made by mixing sea water, supplied by the bilge, fi re and GS pump or the emergency fi re pump, with foam making chemical. Foam is generated by mixing the foam making chemical with sea water at a rate of 2% chemical solution to 98% sea water. The liquid foam making chemical is stored in a 4.4m3 foam tank located in the foam, CO2 and fi re control station room. Liquid foam making chemical is supplied to the foam proportioner by one of the two foam liquid pumps. In the foam proportioner the liquid foam chemical mixes with sea water and the combined sea water and liquid foam passes to the protected spaces through supply lines. There are two foam proportioners, one feeding the starboard side and other feeding the port side.

Each protected space is provided with a number of foam generators designed to produce the required quantity of foam to meet the fi re extinguishing requirements of that space. Two different types of foam generators are used, the HG-25 which has a foam production capability of 60m3/min and the HG-15 which can produce 30m3/min of foam.

Space Volume HG-25 HG-15

Engine room 21,371m3 Engine room casing 1,670m3 2Engine room 2nd deck 10,515m3 25 1Engine room 3rd deck 4,896m3 4 Engine room lower fl oor 4,290m3

Engine room workshop 2 1Engine store room 2 1Engine control room 3 Purifi er room 603.2m3 6

Pump room 5,100m3 9

The engine room port side, engine control room, purifi er room and pump room port side are supplied by one proportioner and the engine room starboard side, engine store, engine room workshop and pump room starboard side are supplied by the other proportioner.

Only the foam making chemical supplied by the system manufacturer should be used.

Procedure for Making the Foam System Operational

a) Ensure that there is suffi cient foam chemical in the foam tank, the level is indicated by a gauge on top of the tank.

b) Check that the fi re main valves are all open. These valves are normally left open.

c) If the weather is cold the pump and system heaters must be left on.

(Note: Before any action is taken to activate the foam system the fi re alarm must be activated.)

Procedure for Operating the Foam System from the Fire Control Station Room

a) Ensure that the main power is switched on, select either pump No.1 or No.2.

b) Check that the sea water supply valve to the foam system, valve BF36V in the foam room is open and that the system bypass fl ushing valve is closed. Other system valves are normally left open.

c) Open the hot foam system main control cabinet release door.

d) Press the appropriate pushbutton for total fl ooding of the engine room or the pump room. There are two such pushbuttons and only the one for the space in which the fi re exists should be pressed. The foam alarm will sound in the selected space and ventilation will be shut off. The emergency fi re pump will be started and the remotely operated sea water supply valve 'D' to the foam system will be opened.

e) Ensure that all personnel are evacuated from the space into which foam is to be injected and close all openings to that space.

f) Press the ON button for total fl ooding of the engine room or pump room as required. There are two such buttons, one marked for the Engine Room and the other for the Pump Room.

g) The system will now commence operation but the injection of foam is delayed for 120 seconds and only water is injected during that period of time.

h) When the time delay has expired foam will be injected until the predetermined amount of foam has been released.

i) When desired amount of foam has been injected the foam system must be manually switched off by pressing the OFF pushbutton on the control panel.

j) When the fi re has been extinguished and the space has cooled down the foam must be cleared from the room before personnel may enter. Precautions must be observed regarding breathable atmosphere and the risk of a further fi re outbreak if the seat of the fi re has not cooled down completely.

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TOTAL FLOODING

ENGINE ROOM

ALARM

ON

OFF

POWER

WATER SUPPLY

FOAM SUPPLY

RUN PUMP FOAM LINE

FAIL PUMP FOAM LINE

L.P. SUPPLY LINE PS

L.P. SUPPLY LINE STB

TOTAL FLOODING

PUMP ROOM

ALARM

ON

OFF

UNITORControl Systems

Drammenveen 211

N-0212, Oslo, Norway

Tel: + 47 22 13 14 15

Fax: + 47 22 13 45 00

LAMP TEST

ON

MODE

TEST OP.

ALARM ON OFF

EM. POWER, EM. FIRE PUMP &

WATER VALVE ON OFF

INTERLOCK VENTILATION ON OFF

WATER VALVE LINE ON OFF

FOAM TANK OUTLET VALVE ON OFF

FOAM LIQUID PUMP ON OFF

VALVE ENGINE ROOM PS,

ECR, PURIFIER ROOM ON OFF

VALVE ENGINE ROOM STB,

STORE, WORK SHOP ON OFF

VALVE PUMP ROOM PS ON OFF

VALVE PUMP ROOM STB ON OFF

Illustration 4.4b Foam System Control Panel

Hot Foam Discharge

4.4 - Page 3 of 4


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Procedure for Emergency Operation of the Foam System

In the event of failure of the control system rendering operation from the control panel impossible the foam system may be operated manually.

a) Start the emergency fi re pump manually; alternatively the fi re main may be pressurised by starting one of the bilge, fi re and GS pumps.

b) Ensure that all personnel are evacuated from the engine room or the pump room, whichever location is subject to the fi re.

c) Stop ventilation and close all openings in the engine room or pump room, whichever location is subject to the fi re.

d) Open the system sea water supply valve D; this valve is normally remotely operated by the control system but because of system failure has to be manually opened.

e) Open the distribution valve(s), either valve E to the port side of the engine room, H to the starboard side of the engine room, G to the pump room port side or I to the pump room starboard side. These valve have to be manually opened.

f) Open the foam suction from the foam tank, valve A.

g) Start one of the foam pumps.

h) The system is now operating with foam being discharged to the engine room or pump room as required. When the required amount of foam has been injected into the room stop the foam pump and close all valves.

i) Observe the precautions given in the previous procedure about checking that the fi re has been extinguished before clearing the foam and entering the room.

Procedure for Cleaning and Preparing the Foam System

a) After fi nishing with the hot foam system shut down the emergency fi re pump or other sea water supply pump and the foam pump.

b) Close valve A, the foam tank outlet valve, in order to ensure that sea water does not enter the foam tank.

c) Open the fl ushing bypass valve.

d) Attach hoses to the test connection hydrant valve outlets with the other end of the hoses directed overboard. Open the test connection hydrant valves and fl ush through the foam system.

e) Start the emergency fi re pump (or one of the bilge, fi re and GS pumps) and the foam pumps.

f) Stop the emergency fi re pump (or the bilge, fi re and GS pump if that has been started) and the foam pumps.

g) Revert all valves to their standby positions.

h) Refi ll the foam tank as soon as possible.

Engine Room Foam System Activation Trips (FT-1)

P-1M-11 No.1 main engine auxiliary blowerP-1M-15 No.1 auxiliary boiler FD fanP-1M-12 No.1 IGS gas fanP-1M-25 No.1 boiler control panelP-1M-18 No.1 ECR unit cooler

P-2M-10 No.2 main engine auxiliary blowerP-2M-15 No.2 auxiliary boiler FD fanP-2M-11 No.2 IGS gas fanP-2M-12 No.3 IGS gas fanP-2M-26 No.2 boiler control panelP-2M-19 No.2 ECR unit coolerP-2M-22 IGS TUG gas blowerP-2M-25 FO oil pump to IGS TUG

P-GS1-14 No.1 engine room ventilation fanP-GS1-15 No.2 engine room ventilation fan

P-GS2-16 No.3 engine room ventilation fan

LS7-11 ID fan for incineratorLS7-2 Incinerator

LS4-7 Sewage treatment plant

P-EM-12 No.4 engine room ventilation fan

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Illustration 4.5a Local Fire Fighting System

Key

Fresh Water

Smoke Detector Head

Flame Detector Head

No.2 Generator

Engine

Fire Alarm Panel

ECR

Main Control Panel

No.3 Generator

Engine

No.1 Generator

Engine

To Boiler

Area

To Incinerator

To Purifier

Room

To Main Engine

Area

Hypermist Pump

(200 litres/m

at 80 bar )

S

LCG

LS

No.2

Fresh Water

Tank

(295.8m3)

(Starboard)

S

S

S

S

S

S

S

FIRE ALARM SYSTEM NSAC-1

FIRE FAULT

DETECTOR

MUTE

RESET

ZONE

MULTIPLE ALARMS

SPRINKLER OUTPUT

FIRE OUTPUT

2 MIN DELAY OFF

ALARM DELAY ON/OFF

NOT IN USE

POWER

DISCONNECT

ZONE/DETECTOR

SYSTEM FAULT

TEST

1 2 3

4 5 6

7 8 9

? 0

ENTER

SYSTEMN K

4.5 - Page 1 of 4


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4.5 LOCAL FIRE FIGHTING SYSTEM

Hypermist Pump

Maker: Kashiwa Co. Ltd.No. of sets: 1Model CP200/80Capacity: 200 litres/minute at 80 bar

INTRODUCTION

CAUTIONThis system is to be used for fi re fi ghting purposes only. Introducing water to the machinery spaces through this system may result in water damage to machinery and an electric shock hazard to any nearby personnel.

General Description

The hypermist local fi re extinguishing system is a high pressure fresh water based localised fi re fi ghting system which can be used to tackle localised fi res before they have a chance to spread beyond the immediate area of their initial ignition.

By using high pressure fresh water, the system reduces the volume of water necessary to extinguish fi res and the physical size of the equipment needed to deliver the water. Also, by using low volumes of fresh water, it is hoped that the damage caused by water application will be reduced in comparison to standard sea water based systems.

The main control panel for the system is located in the engine control room. This panel has manual start pushbuttons for each individual system, a stop pushbutton, status indication lamps, a mode selection switch, an alarm test button and the alarms associated with the system. The individual system start buttons are protected behind a breakglass to prevent accidental activation.

The system is supplied by a high pressure water pump which is located on the 2nd deck, aft of the economiser. The pump has a safety valve, the outlet from which is led back to the suction fresh water tank. Adjacent to the high pressure pump are the seven section valves which direct the pump discharge to the appropriate area. These valves are fully automatic and have open/closed indication in both lettering and directional arrows built into the valve body.

The system draws fresh water from No.2 fresh water tank via an automatic suction valve which then, using the high pressure water pump, delivers the water to the appropriate coverage area through the automatic section valves. The system is designed to run for at least twenty minutes once activated. Audible and visual alarms are fi tted in the local areas of coverage to warn personnel in the event of an activation of the system.

No.2 fresh water tank is fi tted with a low level alarm which is located on the main control panel for the hypermist system. This will activate should the water level in the tank fall below the level necessary to keep the pump running for twenty minutes.

The system is further fi tted with line drain valves and a test line which can be used to test run the pump. Additionally, an air test connection is provided to allow testing of the section lines in order to prove that they are clear.

This system covers seven different areas within the machinery spaces. Each space is protected by a predetermined number of hypermist nozzles designed to extinguish any fi re that may occur in that area. These spaces are as follows:

• Main engine

• No.1 generator engine



• Purifi er room

• Auxiliary boilers

• Incinerator

Delivery to Multiple Areas of Coverage

Normally, the system would only be used to fi ght a fi re in one area at a time. However, more than one area can be covered simultaneously as long as the rated capacity for the pump (200 litres per minute) is not exceeded. Please refer to the table below before opening more than one area of coverage.

Area of Coverage No. of Nozzles Total fl ow(litres/min)

Main engine 15 180

No.1 generator engine 3 60



Purifi er room 3 60

Auxiliary boilers 2 40

Incinerator 2 40

Each nozzle has a 20 litres per minute capacity apart from those covering the main engine area which are rated at 12 litres per minute.

CAUTIONIt is imperative that the maximum rated capacity (maximum total delivery = 200 litres/minute) of the high pressure pump is not exceeded or the system will fail to operate correctly

Should it prove necessary to use more than one area of coverage, it should be noted that the performance of the system should be monitored closely if the maximum delivery rate of the pump is approached. Any drop off in performance is indicative of an overload on the high pressure pump and this should be rectifi ed by closing off a section valve immediately.

Operating Modes

The system has two operating modes which are selected by use of the mode selector switch on the main control panel. The two modes are as follows;

Manual Mode

This is the normal operational mode when the engine room is manned during watchkeeping or day work. In this mode, the system can only be operated by manual pushbuttons. There are two sets of manual pushbuttons per area of coverage. There is a local control station positioned within the area of coverage and also the remote manual set of pushbuttons positioned in the main control cabinet in the engine control room. Each local manual station has start and stop buttons and a system status indication light.

Automatic and Manual Mode

This is the mode when the engine room is in UMS condition. In this mode, the pushbuttons operate as before. Additionally, the system will operate fully automatically in the event of a simultaneous fi re detection by two separate fi re detectors in a single area of coverage. To achieve this, the system is linked to the engine room fi re detection system. Each area is covered by at least three detectors, (two smoke and one fl ame). Automatic operation will only occur when one fl ame and one smoke detector in a single area of coverage go into simultaneous alarm. Two smoke detectors in simultaneous alarm will not activate the automatic system.

The high pressure pump can also be stopped/started at a local control panel. This position is used to test the pump and also has a local/remote selector switch to facilitate the testing sequence.

4.5 - Page 2 of 4


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Illustration 4.5b Local Fire Fighting Control and Alarm Panel

Local Fire Fighting Alarm Panel in the ECR

Local Fire Fighting Control in the ECR

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

In an

Emergency

Break Glass

& Push

Button

No.1,3,4 E/R FAN TRIP

MAIN ENGINE

SYSTEM START MIST DISCHARGE

No.3 E/R FAN TRIP

No.1 DIESEL GENERATOR

SYSTEM STARTMIST DISCHARGE

HYPER MIST LOCAL

FIRE EXTINGUISHING SYSTEM

MIST DISCHARGE MIST DISCHARGE

No.4 E/R FAN TRIP


SYSTEM START

No.2 E/R FAN TRIP

PURIFIER SYSTEM

START

SYSTEM STOP SYSTEM START

SELECTPUMP SUCTION VALVE PUMP FRESH WATER TANK

AUTO &

MANUALMANUAL OPEN RUN LOW

MAIN SOURCE EM'CY SOURCE

BUZZER STOP LAMPAND BZ TEST

MIST DISCHARGE AUX BOILER

SYSTEM STARTMIST DISCHARGE MIST DISCHARGE

No.1 E/R FAN TRIP

INCINERATOR

SYSTEM START

No.4 E/R FAN TRIP


SYSTEM START

FIRE ALARM SYSTEM NSAC-1

FIRE FAULT

DETECTOR

MUTE

RESET

ZONE

MULTIPLE ALARMS

SPRINKLER OUTPUT

FIRE OUTPUT

2 MIN DELAY OFF

ALARM DELAY ON/OFF

NOT IN USE

POWER

DISCONNECT

ZONE/DETECTOR

SYSTEM FAULT

TEST

1 2 3

4 5 6

7 8 9

? 0

ENTER

SYSTEMN K

4.5 - Page 3 of 4


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Procedure for the Manual Operation of the Hypermist System

It is assumed that power is available to the system and that the fresh water tank has suffi cient water available.

a) A fi re/potential fi re situation is located in one of the areas of coverage.

b) Raise the alarm.

c) Proceed immediately to the nearest available manual pushbutton station, either locally or at the main control panel in the engine control room.

d) Press the appropriate system start button. Audible and visual alarms will activate in the area of coverage.

e) The automatic pump suction valve and appropriate section valves will open and the high pressure pump will start.

f) Ensure that water is being delivered to the appropriate area and that a satisfactory mist is being created.

g) Locate the source of the fi re and isolate, if necessary.

h) Once the fi re has been extinguished and any risk of ignition/re-ignition has passed, stop the pump at the manual pushbutton station(s).

Locations for local control starting and stopping the system are:

• Main engine area: outside the ECR next to LGSP7

• Boiler area: deck level 2, aft of No.2 boiler on the aft bulkhead

• Incinerator: at the incinerator area on the forward bulkhead, above No.39 fi re hydrant

• Purifi er space: outside the purifi er room, by the forward access door

• No.2 and 3 generator engines: at the foot of the stairway from the 2nd deck level to the generator engine fl at, port side

• No.1 generator engine: outboard of No.1 generator engine, next to the control panel for the generator engines

Procedure for the Automatic Operation of the Hypermist System

It is assumed that power is available to the system and that the fresh water tank has suffi cient water available. It is further assumed that the mode selector switch is in the AUTOMATIC AND MANUAL position.

a) A smoke detector in one of the areas of coverage goes into alarm. The fi re detection system will go into alarm as normal. An alarm will also sound on the hypermist control panel indicating that the alarm is positioned in an area of coverage. The hypermist system will not activate.

b) Alarms can be cancelled as normal.

c) A fl ame detector in the same area of coverage goes into alarm at the same time a smoke detector is active in that area. At this point, the system will activate automatically. If the system does not start automatically, follow the steps as previously described in steps from d) to h) as outlined in the manual operation.

It should be noted that multiple smoke alarms do not necessarily indicate a fi re, hence the requirement of a simultaneous fl ame detection in the same area before the system will activate automatically.

The system will open more than one area of coverage automatically should the appropriate alarms be detected. Also consideration could be given to manually opening further areas of coverage to assist in the fi re fi ghting effort. However it must again be stressed that the pump cannot cover all areas of coverage simultaneously and that the guidelines outlined previously for multiple area delivery must be adhered to.

Trips when System is Activated

• Main engine: No.1, 2, 3 engine room fans

• No.1 generator engine: No.3 engine room fan



• Purifi er room: No.2 engine room fan

• Incinerator: No.1 engine room fan

Hypermist Discharge Manifold



To Main Engine Area

4.5 - Page 4 of 4

5.1 Flooding in the Engine Room

5.2 Emergency Operation of the Main Engine

5.3 Emergency Steering

5.4 Emergency Fire Pump Operation

5.5 Fire in the Engine Room

5.6 Emergency Power Failure

5.7 Self Contained Breathing Apparatus

5.8 Emergency Operation of the Hydraulic Valve Remote Control System

5.9 Emergency Operation of the Diesel Generators

5.10 Main Engine Control Changeover from Bridge Control

Illustrations

5.2a Emergency Operation of the Main Engine

5.5a Foam/CO2 Fire Control Station

5.7 CABA Donning Procedure


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Issue: 1

5.1 FLOODING IN THE ENGINE ROOM

Flooding in the engine room may occur due to a defect in the hull structure, possibly due to grounding, berthing or collision damage, or, more likely, due to a defect in the sea water pipeline system.

The following steps can prevent or alleviate fl ooding problems:

Maintain pipelines externally, tighten slack supports and replace broken ‘U’ bolts on pipe brackets to minimise fretting in way of supports. Each month check for signs of corrosion, particularly on pipes which are not obviously visible during daily inspections.

Operate all ship’s side valves regularly, so that they can be operated easily when required. Valves such as fi re pump suction valves, which are normally open, should be closed regularly to prevent a build up of marine growth. Ensure that remote valve actuation systems function correctly. Check valve packing and ensure that there is no leakage.

Before opening sea water fi lters for cleaning, make sure the shut-off valves are shut tight by opening the vent in the fi lter box cover. In any case, break the cover joint before removing all cover bolts. The same applies when opening coolers and pipelines anywhere in the system. If a valve is not fully closed there will be appreciable leakage and because the bolts/nuts are still in place it is possible to retighten the cover.

Personnel should be familiar with the position of bilge suctions and the pumps that can be utilised for bilge pumping duties. They should also be familiar with the position of main sea suction and overboard discharge valves and know which main suction is currently in use.

The emergency bilge suction valve should be operated on a regular basis. Double bottom sounding pipe cocks and caps should be secured after use.

Pumps Available for Bilge Pumping Duties

No.1 Bilge, Fire and General Service PumpCan take suction from the bilge main and has its own direct suction in the port forward bilge well. Capacity 350m3/h on bilge pumping duty.

No.2 Bilge Fire and General Service PumpTakes suction from the bilge main. Capacity 350m3/h on bilge pumping duty.

No.1 Main Cooling Sea Water PumpTakes suction from its own emergency bilge suction, which is operated by an extended spindle from fl oor plate level. Capacity 920m3/h.

Engine Room Oily Bilge PumpTakes suction from the bilge main and the bilge holding tank.Capacity 10m3/h.

Oily Water SeparatorTakes suction only from the bilge holding tank. Capacity 10m3/h.

High and low sea suction valves for the auxiliary cooling SW circulating pumps are hydraulic valves operated from deck stands located outside of the ECR.

5.1 - Page 1 of 1


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Issue: 1

0

1

2

3

4

5

6

7

8

9

10

STOP

RUN

REMOTE CONTROL

START

START

RUN

RUN

REMOTE

CONTROL

ASTERN

AHEAD

Detail of Plate

AHEAD

CONTRO LL OCATION

TELEGRAPH STATUS

AUX BLOWERS

SAFETY SYSTEM

No 1 No 2 No 3

SUBTELEGRAPH MODE

SYSTEM

ETUEMERGENCY

TELEGRAPH

Engine Telegraph Unit CONTROLNOR

FULL

FULL

HALF

HALF

SLOW

SLOW

STOPEMER BRIDGECONTROLROOM

WRONGWAY

RCSNOTREADYCOMMAND

NEW

GENCY

AT

SEA

STAND

BYFWE

LAMPTEST

SOUNDOFF

INTERNALFAILURE

DEADSLOW

DEADSLOWA

STERN

STOP STOP

RUNNING

PRE

SELECT

PRE

SELECT

SHUTDOWNCANCEL

SHUTDOWNCANCEL-LED

OVERSPEED

SHUTDOWNACTIVE

EMERGSTOP

EMERGSTOP

ACTIVE

SLOWDOWNACTIVE

LAMPTEST

REMOTECONTROL

REMOTECONTROL

RESETSAFETYSYSTEM

RUNNING

CONTROLNOR

DECREASE INCREASE

MANUAL

FEED

CONTROL

LOCAL CONTROLSPEED TABLE

DEAD SLOW

SLOW

HALF

FULLMAX.

22

30

44

5173

1.2

2.5

4.8

5.99.5

SPEED SET DIALRPM

01

23

56

89

10

7

4

Load Indicator

Connecting Rod

Fuel Control

Lever

Fuel Rack

Regulating Rod

(3.12)

Manoeuvring Control

Lever (5.03)

Stop / Run

Lever (5.07)

Illustration 5.2a Emergency Operation of the Main Engine

CP2

515591

REVOLUTION COUNTER

MANUFACTURER'S MANOEUVERING INSTRUCTION PLATE

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5.2 EMERGENCY OPERATION OF THE MAIN ENGINE

EMERGENCY CONTROL FROM THE ENGINE SIDE

In the event of the breakdown of the normal pneumatic manoeuvring system, the governor or its electronics, or if, for other reasons, direct index-control is required, the engine can be operated from the local/emergency manoeuvring stand which is located at the engine side. A telegraph relay indicator is provided at this location together with start facilities for the auxiliary blowers, alarm information and governor speed setting control if the governor still functions.

(Note: The local control lever designation numbers 3.12, 5.03 and 5.07 referred to in this section are the item numbers used in the engine builder’s manual.)

Local Control with the Governor Operational

As soon as the manoeuvring lever 5.03 on the local manoeuvring stand is moved from the remote control position the engine local control is activated. It can be moved to the run ahead or run astern position. The gauge panel behind the emergency manoeuvring stand indicates the current values of the important engine services and the engine speed.

a) Ensure that the jacket temperature, fuel oil temperature and lubrication pressures are correct for normal running and that the turning gear is disengaged.

b) Preselect the auxiliary blowers.

c) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN ASTERN position and set the stop lever 5.07 to the RUN position.

d) Set the local control speed setting to the START position with a pneumatic pressure of about 2.0kg/cm2. This is done by means of the dial on the local control panel located to the right of the emergency control stand.

e) Move the manoeuvring lever 5.03 to the START position, AHEAD or ASTERN until the engine is observed to fi re on fuel and speed is seen to increase. When fi ring is achieved, move the manoeuvring lever back to the RUN position.

f) Slowly increase the speed setting pressure until the engine runs at the required speed.

Stopping

a) Reduce the local control speed setting.

b) Move the stop lever 5.07 to the STOP position.

c) If manoeuvring has fi nished, switch off the auxiliary blowers by moving the manoeuvring lever 5.03 to the REMOTE CONTROL position.

ReversingThe same procedure as for starting is adopted except that the manoeuvring lever 5.03 is moved in the opposite direction, AHEAD or ASTERN.

Changing Over from Remote Control to Local Control with the Engine Running

a) Adjust the local control speed setting pressure at the local control panel which is on the right of the emergency control stand, to the same level as for remote control.

b) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN ASTERN position; the same direction as the engine is already running. The engine is now on local control.

Changing Over from Local Control to Remote Control with the Engine Running

a) Move the manoeuvring lever 5.03 to the REMOTE CONTROL position.

b) Push the REMOTE CONTROL button at the local control panel.

c) In the control room the defi nitive take-over must be called for by pressing the corresponding button, i.e. CONTROL ROOM. The engine control room remote control station now has control if the engine.

Emergency Control with the Governor Not Operational

This system is for emergency operation only and should be used for a limited time only. The operation of the overspeed monitoring system must be verifi ed. The operator must not leave the local control station and must keep a constant watch on the engine tachometer and be prepared to make fuel adjustments in order to keep the engine speed within specifi ed limits; this is particularly important when in ballast during rough weather.

a) The fuel lever 3.12 must be disengaged from the position REMOTE CONTROL and engaged into the fuel pump regulating linkage. This is achieved by moving the lever until the button at the base engages with the hole in the regulating linkage; the locking screw must then be tightened.

b) Ensure that temperatures and pressures are correct as for local control and preselect the auxiliary blowers.

c) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN ASTERN position.

d) Move the fuel lever 3.12 to position 3 or 4.

e) Move the manoeuvring lever 5.03 to the START position AHEAD or ASTERN, until the engine is observed to fi re on fuel.

f) Slowly increase the fuel control lever until the engine runs at the required speed.

Stopping

a) Move the fuel lever 3.12 to position 0.

b) If manoeuvring has fi nished, switch off the auxiliary blowers by moving the manoeuvring lever 5.03 to the REMOTE CONTROL position.

c) If another movement is required in the same direction the manoeuvring lever may stay in the RUN position for that direction until the start is requested and then it is moved to the START position until the engine fi res on fuel as described above.

ReversingThe same procedure as for starting except that the manoeuvring lever 5.03 is moved to the position for running in the opposite direction.

Changing from Remote Control to Emergency Local Control with the Engine Running

a) Quickly bring the fuel lever 3.12 into the same position as the fuel linkage and link them together.

b) Move the manoeuvring lever 5.03 to the corresponding position, RUN AHEAD or RUN ASTERN.

c) Check the engine speed.

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5.3 EMERGENCY STEERING

GENERAL DESCRIPTION

The steering gear consists of a tiller turned by a 4 cylinder hydraulic system; hydraulic power is produced by two electric motor driven variable delivery pumps. In accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate as two isolated systems (see section 2.11).

The steering gear is fi tted with an automatic safety system. This system is used to isolate the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks or other part of the hydraulic system.

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 a power failure from the main switchboard both pumps can be supplied from the emergency switchboard.

Operation of the Steering Gear on Loss of Bridge Control

a) On loss of steering gear control from the bridge, establish communication between the bridge and the steering gear compartment via the telephone system. A telephone is located in the steering gear compartment for this purpose. There is also a rudder angle indicator and compass repeater in the steering gear compartment.

b) At the local stand in the steering gear compartment, lift up the locking plate on the main bridge/emergency control switch. Turn the switch to EMERGENCY then operate the two pushbuttons accordingly to move the rudder to the correct position as requested by the emergency steering team on the bridge.

In the event that these buttons do not work:

a) On the port steering gear servo motor junction box, lift up the locking plate on the selector switch and turn from the REMOTE to the LOCAL position. Operate the NFU control pushbuttons and operate the steering gear accordingly as requested by the emergency steering team on the bridge.

A third mode of emergency steering is available.

a) Stop one of the steering gear motors.

b) Disconnect the mechanical linkage on the torque motor.

c) Operate the steering gear by moving the mechanical lever connected to the running pump in the required direction in order

Steering Gear

to put a stroke on the pump. This operates the hydraulic ram system to turn the rudder. After the mechanical lever has been moved to the desired position to give the required rudder angle, the operator should remove their hands from the lever until the next rudder movement is required.

d) The rudder movement should not be made above 15° to either port or starboard under any of these emergency steering operating conditions.

CAUTIONWhen operating under local control the rudder angle limiter does not function and so the rudder must not be worked over its maximum angle of 35º.

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5.4 EMERGENCY FIRE PUMP OPERATION

Emergency Fire Pump

Maker: Naniwa Pump Manufacturing Co. Ltd.Type: Electric motor driven vertical centrifugal with

vacuum pump type self-priming unitNo. of sets: 1Capacity: 270m3/h at 90 mth

The emergency fi re pump is located in a recess in the steering gear room.

The pump is fed from the emergency switchboard 440V feeder panel located in the emergency generator room.

Starting and stopping the pump can take place from fi ve locations:

• Locally in the steering gear compartment by the entrance doorway into the engine room

• Locally at the pump itself

• In the foam, CO2 and fi re control station room

• In the CCR on the starboard bulkhead next to the IGS sub-control panel

• The bridge, on the starboard side of the central control console

The emergency fi re pump draws from an independent sea water chest and discharges into the fi re main.

The suction valve BF48V and the discharge valve to the fi re main BF44V from this pump are always kept open so the pump can be started and can supply water to the fi re main immediately. The pump and suction valves should be operated and lubricated weekly in order to ensure that they are free to be closed should the need arise.

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Illustration 5.5a Foam, CO2 Fire Control Station

Foam, CO2 Fire Control Station

Key

1 - Hot Foam Tank

2 - Hot Foam Pumps

3 - Hot Foam Discharge Pipes

4 - Deck Foam Tank

5 - Main Control Cabinet

6 - Hot Foam Pump Starter Panel

7 - Pump

8 - Foam Pump Starter

9 - Quick Closing Valve Box

10 - Fireman's Locker (Fire suits)

11 - Emergency Pump Room Fan No.1 and 2

12 - Lifeboat Davit Starter

13 - Emergency Stops

14 - Fire Alarm Panel

15 - CO2 Alarm system

16 - Fire Pump Stop/Start Button

17 - Pump Room Escape Trunk Fan Starter

18 - Automatic Telephone

19 - General Alarm Push Button

20 - Foam Room Fan Starter

21 - Fire Alarm Bell

22 - Fire Water Manifold

23 - CO2 Release

24 - 10 CO2 Cylinders

1 4

7

8 9

10

11

12

13

14

15

16

17

18

192122232420

5

6

2

3

3

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5.5 FIRE IN THE ENGINE ROOM

If a fi re should occur in the engine room:

WARNINGUnder no circumstances should anybody attempt to tackle the fi re alone. It is essential that the fi re alarm be raised as soon as an outbreak of fi re is detected.

(Note: Fire plans are housed in red cylindrical containers at the port and starboard accommodation entrances on the upper deck. These are there to assist outside parties to deal with a fi re on board and should in no circumstances be removed.)

General

a) Immediately sound the fi re alarm and muster the crew.

b) If personnel are missing, consider the possibility of searching in the fi re area.

c) Determine the location of the fi re, what is burning, the direction of spread and the possibility of controlling the fi re.

d) If there is the least doubt whether the fi re can be controlled by ship’s crew, warn of the situation on the distress frequencies.

e) If the fi re fi ghting capacity is limited, give priority to fi re limitation until the situation is clarifi ed.

f) If substances which are on fi re, or close to a fi re, may emit poisonous gases or explode, direct the crew to a safe position before actions are organised.

g) Establish the vessel’s position and update the communication centre.

h) If any person is seriously injured, request assistance from the nearest rescue centre.

In Port

i) Activate the emergency shutdown system in agreement with the terminal duty personnel.

j) Conduct a crew check.

k) Organise the crew for fi ghting the fi re.

l) Inform the local fi re brigade even though the fi re appears to be under control.

m) If personnel are missing, consider the possibility of searching in the fi re area.

n) Close all accessible openings and hatches to prevent the fi re spreading.

o) Prepare to disconnect the cargo hoses, if required.

p) Prepare to vacate the berth, if required, and inform the authorities immediately if there might be problems in vacating the berth.

q) If there is a danger of the release of poisonous gases or of explosion, consider part or total ship abandonment. Ship drawings, cargo plans etc. should be taken ashore. A crew check is to be carried out.

r) Consider using the fi xed extinguishing systems, depending on the extent of the fi re. The CO2 system applies to the purifi er room only but the hot foam system covers the entire engine room.

s) On the arrival of the fi re brigade, inform the Chief Fire Offi cer of:

• Any personnel missing

• Assumed location of fi re

• What is assumed to be burning

• Any conditions that may constitute a hazard

t) Assist the Chief Fire Offi cer with information and orientation, by means of drawings and plans.

If the fi xed fi re extinguishing system is to be used, take the following action:

Battening Down of the Engine Room

a) Stop the main engines 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.

e) Trip the quick-closing valves and the engine room auxiliary machinery from the fi re control centre.

f) Count all personnel and ensure that none are in the engine room.

g) Close all fi re fl aps and funnel doors.

h) Close all doors to the inert gas plant and the engine room.

i) Start the emergency fi re pump and pressurise the fi re main.

j) Operate the CO2 system if the fi re is in the purifi er room or the hot foam system if it is in the engine room generally.

The Hot Foam System

The hot foam system covers the engine room, purifi er room and pump room. The system is activated from the fi re control station room and must be operated as described in section 4.4. All personnel must be evacuated from the space into which foam is to be injected before injection takes place.

Hypermist System

The hypermist system covers seven independent areas in the engine room where the outbreak of fi re from a fuel or LO leakage may occur. The hypermist local fi re fi ghting system operation and application is covered in detail in section 4.5.

CO2 Fire Fighting System

The CO2 fi xed fi re fi ghting system only covers the purifi er room. The operation and application is covered in detail in section 4.2.

Engine Room Fire Prevention

The best way of dealing with an engine room fi re is to prevent one. Oil spills must be cleaned as soon as they occur and oily waste or rags must not be left lying around the engine room. Any leakage from oil pipes must be rectifi ed as soon as possible. Rags, oily waste and similar combustible material must not be stored in the engine room and plastic containers must not be used for storing such material or used as drip trays. Lagging must be correctly fi tted to exhaust manifolds and the dripping of oil onto a hot manifold, even when lagged, must be prevented.

Fire detection equipment must be checked frequently and fi re extinguishing appliances must be in an operable state at all times.

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5.6 EMERGENCY POWER FAILURE

Introduction

The diesel generators are fi tted with many alarms and safety features, such as preferential trips and automatic load sharing (see section 2.13), which are designed to reduce the possibility of a loss of the power supply. However, it is simply not possible to allow for all eventualities and a complete power failure remains a possibility.

The ship is fi tted with a recovery system which will automatically restore power to the vessel in the event of a power failure. This system comprises several separate elements which act together to restore power to the switchboard and then the ancillary equipment.

Personal Safety During a Power Failure

Power failures are usually sudden in nature and can occur without warning. For short periods, it is possible that blackout conditions may exist in the engine room. During any blackout, it is important that personnel do not place themselves at unnecessary risk. Accidents can be avoided by following a few simple rules.

• Should there be a total lighting failure, stop whatever you are doing and remain still. Do not panic.

• On restoration of emergency lighting, or should a torch be available, move slowly and carefully towards the engine control room or emergency exit.

• If the blackout is prolonged for any reason, it is recommended that no attempt to move is made until some form of lighting is available. If, however, it is clear that to remain stationary is in itself placing the individual at risk, any attempt to move should be made on hands and knees, both very carefully and very slowly.

• During normal working, it is important to leave the engine room tidy to avoid obstructions during emergency situations. Any lifted fl oor plates must be cordoned off in a safe manner at all times.

Description of Automatic Power Restoration Sequence

This description assumes that all elements referred to have been left in their normal operating positions, i.e. automatic standby. One generator is supplying the full ship’s load, with the remaining two generators on automatic standby.

• The running generator trips from the main switchboard. With both main and emergency switchboards dead, the only available power is from the battery supply board (see section 2.13.8). Emergency lighting is normally continuously available. The main/emergency board tie breaker will drop out. All engine room services, including the main engine, will stop.

• Immediately on power failure, the air driven generator DO supply pump will activate and start to supply DO to the generators.

• The fi rst standby generator will receive a start signal and will be run up to speed within fi fteen seconds.

• The emergency generator will receive a start signal after fi ve seconds. It will start and remain at idle/standby for thirty seconds.

• After fi fteen seconds, the standby generator will attempt to supply power to the main switchboard. If it succeeds, the emergency switchboard tie breaker will automatically close and full power will be restored. If it fails, a start signal will be sent to the second standby generator.

• After a further eight seconds, the second standby generator will attempt to supply power to the main switchboard. If it succeeds, the emergency switchboard tie breaker will automatically close and full power will be restored.

• Should the second standby generator also fail, the emergency generator breaker will close after 30 seconds and supply power to the emergency switchboard.

Actions After the Restoration of Partial Power

Following the restoration of power to the emergency switchboard, the cause of the failure of the main generators should be established and corrected as quickly as possible. Without main power, the main engine will continue to turn due to the momentum of the ship being transferred back to the engine through the propeller. Consideration must be given to stopping the main engine as quickly as possible to prevent damage due to lack of lubricating oil. Furthermore, the vessel will eventually stop moving and then be subject to the motions of the sea. This may make any repairs more diffi cult.

On the restoration of main power, the emergency generator breaker will trip automatically and the main/emergency switchboard tie breaker will close three seconds later. The emergency genereator will then stop automatically.

Actions After the Restoration of Full Power

On the restoration of full power, the sequential restart system will activate (see section 2.13.7). This will automatically supply power to most engine room services.

If the cause of the power failure is apparent and has been corrected (if necessary), any remaining services can be restarted. If not, efforts should be directed to identify the problem and correct it before concentrating on the restoration of remaining services. The main engine should be restarted when the Chief Engineer is satisfi ed that it is safe to do so.

It is possible that the power failure may cause problems with controllers/equipment which is not immediately apparent, therefore all engine room functions should be closely monitored for a signifi cant period following any power failure.

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5.7 SELF-CONTAINED BREATHING APPARATUS

The vessel is supplied with four sets of positive pressure SCABA (Unitor Unipack 216); two are kept in the fi re suit lockers in the foam/CO2 fi re control station and in the gymnasium room on upper deck. The following is kept beside each set ready for use:

Spare air cylinders: 2 (plus one on set)

Safety lamp: 1

Fire axe: 1

Fireman suit: 1

Rigid helmet: 1

Boots: 1

Gloves: 1

Safety lifeline (45m): 1

The apparatus has an estimated working duration of 30 minutes with a 6 litre cylinder charged to 200 bar, including approximately 6-10 minutes duration once the whistle is activated, depending on the consumption rate. It consists of a high-pressure air cylinder mounted on a lightweight plastic antistatic frame. The padded synthetic harness, developed from the Bergen rucksack principle, is fully adjustable to fi t all sizes of wearer. A lifeline can be connected to the harness to give the wearer added security when entering enclosed spaces.

The air cylinder pressure is reduced in two stages, the fi rst stage reduces the pressure to approximately 7 bar. The air leaves the cylinder and passes through the pressure regulator (balanced piston type) then via a reinforced PTFE supply hose to the positive pressure demand valve (second stage reduction), where it is reduced to a breathable pressure. The two stage reduction achieves the lowest possible breathing resistance even at the highest capacities.

The demand valve is operated using the red pushbutton located in the end of the demand valve unit. This pushbutton is used to set the operating condition of the demand valve. The demand valve can be set to standby, operating and fl ushing modes using this pushbutton. During usage, the demand valve maintains a slight positive pressure inside the facemask. Any leakage of air from the face mask, due to poor sealing, will be forced out to the atmosphere. A pressure gauge is attached, via a fi re resistant reinforced tube, which indicates cylinder pressure, and a whistle unit warns the user when approximately 6-10 minutes of air remains (depending on the current consumption rate).

The face mask is moulded in black non-dermatitic neoprene with a wide edge seal which is held against the face slightly by the positive pressure in the mask. When not in use, a neck strap enables the mask to be carried on the chest. A fully adjustable fi ve-point head harness holds the face mask securely to the face.

Pre-Use Checklist• Ensure the demand valve is reset in the standby position (the

red button is pressed in fully).

• Check the cylinder is full.

• Open the cylinder valve slowly and check the gauge against the pressure stated on the cylinder.

Check the Actual Cylinder Pressure

Turn the cylinder valve fully ON and check the reading on the pressure gauge.

Leak Test of Apparatus

Follow the above pre-use checklist. Then, open the cylinder valve slowly and allow the pressure to rise to its full amount. Then close it again and the gauge reading should not fall by more than 10 bar per minute.

Check the Whistle Setting

Once the apparatus has passed the leak test, gradually reduce the pressure in the system by either placing the facemask over the face and starting to breath slowly, or by pressing the demand valve red button in slightly and allowing the air to vent slowly. Watch the pressure gauge as the pressure falls and the whistle should activate at approximately 55 bar.

Donning the Apparatus

With the shoulder straps and waistbelt slackened, put on the apparatus and adjust the shoulder straps until the cylinder is held snugly on the back. Fit the waistbelt and adjust as required. Hang the face mask strap around the neck. Secure a lifeline to the apparatus, if required.. Check the demand valve is in the STANDBY position (red button pressed in), then turn on the cylinder air valve slowly. With the thumbs inside the head harness straps, put the chin into the mask fi rst and then pull the straps over the head. Position the mask so that the chin fi ts snugly into the chin cup and then gently tighten the head harness, the lower straps fi rst, both together. Do not over-tighten.

Check for Positive Pressure

With the cylinder valve open, inhale deeply to open the demand valve. The red button on the demand valve will pop out fully, to its OPERATING position. Now, breath normally. Gently lift the mask seal off the cheek to ensure that air fl ows out of the mask, proving that the air pressure in the mask is positive. Allow the mask to re-seal then hold breath. There should be no leakage from the exhale valve, as denoted by the sound of a constant fl ow of air from the demand valve.

Check for Face Mask Leakage

Close the cylinder valve and continue to breathe normally, until air in the apparatus is exhausted, then the face mask will be pulled gently onto the face. When the pressure gauge shows zero, hold breath for 10 seconds, any leakage will either be heard or shown by the mask moving away from the face. If a leak is detected, turn on the cylinder valve, readjust the mask and head harness, then re-test.

Check the Supplementary Air Supply (Flushing)

To put the demand valve into fl ushing mode, the apparatus must fi rst be in normal OPERATING mode, i.e. the apparatus is in use. The wearer should then press the red pushbutton in slightly until a constant increased fl ow of air is released into the mask. This mode can be used to fl ush the mask and quickly replace the breathable air available to the wearer.

CAUTIONIn toxic atmospheres where the contamination has exceeded certain levels, reference should be made to BS 4275 for guidance.

In the event of the wearer using spectacles, or having facial hair, it is likely that the face seal fi t will be impaired. It is strongly recommended that such impediments are removed prior to use of these sets.

At very high work rates the pressure in the face mask of positive pressure breathing apparatus may become negative at peak inhalations.

After Use

a) Place the positive pressure demand valve in STANDBY mode (push the red button in fully).

b) Slacken off the head harness and remove the face mask.

c) Turn off the cylinder valve.

d) Slacken off the shoulder straps and undo the waistbelt harness.

e) Take off the apparatus. Release any air trapped in the system by breathing the remaining available air out of the face mask. Ensure that the demand valve is returned to the standby position when complete (pressed in fully).

f) Remove the cylinder from the apparatus and mark it MT (empty) for refi lling.

g) Place a fully charged cylinder in the apparatus so that it is ready for instant use.

h) Fully slacken off the head harness straps.


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i) Clean the face mask, by removing the demand valve and washing the mask in soapy water (do not use detergent). After drying, lightly dust the face mask with French chalk. The interior of the visor may be wiped with a demisting agent and a clean lint free cloth.

Maintenance

Monthly

The apparatus should be subjected to the test as stated in the pre-use and positive pressure checks.

Annually

The demand valve diaphragm and all seals should be replaced annually, or more frequently as a result of the monthly inspection. This is work which should only be undertaken by a competent person who has completed the manufacturers maintenance course and should be completed as part of the annual safety checks carried out by an independent specialist.

Illustration 5.7a CABA Donning Procedure

Don the apparatus with the cylinder valve

facing downwards. Grip the free ends of

the shoulder straps and pull down until the

back plate fits comfortably.

1)

Open the cylinder valve completely, an

audible warning will sound until the

pressure reaches a level over the

predetermined setting of the whistle.

Put on the face mask by first pulling the

chin into the chin support and then pull the

head harness over the forehead and

backwards. Tightening the lower buck

less. Tighten the forehead buckles last.

Inhale by taking a short fast breath to

automatically switch on the positive

pressure. Check the positive pressure by

holding your breath and inserting two

fingers between the sealing edge and the

face. A strong flow should be heard.

Remove the fingers. If no air flow can be

heard, the mask is tight. The apparatus is

now ready for use.

4)

Push in the red button on the breather

valve to ensure that the positive pressure

is off.

3)Close and adjust the waist belt.2)

6)5)

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5.8 OPERATION OF THE CABA AIR COMPRESSOR

Manufacturer: BauerType: Junior IIModel: J3EHUCapacity: 100 litres/minuteOperating pressure: 200/300 bar

Introduction

The CABA air compressor which is feed from the emergency switchboard is located in the emergency generaotr room.

There are two discharge pressure hoses, the pressure line (with associated pressure gauge) with the red locking nut is used for 300 bar cylinders, which on this ship is not used. The hose with the black locking nut is used to refi ll the CABA fi re fi ghting cylinders with clean breathable air at a pressure of 200 bar, this line is also used to refi ll the air cylinders located in each lifeboat and emergency escape breathing devices, both of which have a working pressure of 200 bar.

Procedutre for Operating the CABA Air Compressor

WARNINGOn no account must an attempt be made to recharge a 200 bar cylinder from the 300 bar charging line, as failure of the cylinder will occur.

a) Check the compressor sump level and top up if required with Bauer mineral oil VDL150.

b) Open the purifi er/fi lter condensate drain valves and blow through.

c) Open the water separator condensate drain valve and blow through.

d) Connect the 200 bar charging hose (black locking nut) to the cylinder. Hand tight is suffi cient.

The charging air line at the pressure gauge head has a three-way valve, which:

• Allows the charge air line to be vented when removing the line

• Directs the compressed air into the cylinder

• Vents off the cylinder head when removing the cylinder with the cylinder valve shut

e) Screw in the charging gauge head valve approximately three quarters of the way.

f) Open the cylinder valve fully.

g) Start the compressor motor.

h) Depending upon the relative humidity, the condensate drain valves should be operated every 15 to 30 minutes.

The compressor will automatically shut down when the cylinder is charged to 200 bar.

i) Shut the cylinder stop valve. Screw out the pressure head gauge valve until the vent opens, this is the pressure being relieved from above the cylinder stop valve. The cylinder can now be replaced with another cylinder to be recharged.

j) If no further recharging is required (with the last cylinder still connected but with its stop valve shut), screw in the pressure head gauge valve until the vent opens relieving the charging hose. When the pressure gauge has dropped to zero, screw out the pressure head gauge valve to vent above the cylinder stop valve. The cylinder can now be removed.

When all the cylinders have been recharged, shut down the compressor and log the running hours. The purifi er/fi lter should be changed according to the manufacturer’s operating instructions.

CABA Air Compressor

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Introduction

Hydraulically actuated valves require a pressurised oil supply from the power pack unit in order to operate. If the control system is not operational, the individual valves can be operated by pressing the corresponding OPEN or CLOSE solenoid button on the side of control valve which are situated in the valve rack either in the hydraulic pump unit room on upper deck, or in the Bosun’s store forward. In the event of failure of the power pack unit the valves may be operated locally by means of the portable pump units provided. There are three hand pump units, one is located in the pump room on the fl oor plate level, one in the hydraulic pump unit room and one in the deck stores on deck.

Bayonet type connection pipes from the portable pump unit are connected to the valve solenoid block and the portable pump is operated in order to open or close the valve as required.

Procedure for the Operation of the Emergency Hydraulic Hand Pump

a) Close the pressure valve for the solenoid valve rack/box.

b) Shut the return valve for the solenoid valve rack/box.

WARNINGFailure to close the above valves could result in oil fl owing into the hand pump reservoir and overpressurising it, resulting in possible injury to the operator.

c) Remove the covers from the couplings.

d) Open the hand pump vent to avoid overpressurising the reservoir.

e) Connect the hydraulic hoses from the hand pump. To open the valve, connect the hoses B and A to the emergency control block mounted on the actuator.

f) Turn the pilot valve lever on the hand pump to the OPEN or CLOSE position as desired, pump continuously until the valve/actuator is in the open/closed position.

g) Turn the pilot valve to the CENTRE position. The valve is prevented from closing when the pilot valve is placed in the centre position.

(Note: The solenoid valves can be operated manually from the solenoid racks by pushing the buttons protruding through the solenoid coils.)

5.9 EMERGENCY OPERATION OF THE HYDRAULIC VALVE REMOTE CONTROL SYSTEM

Emergency Hydraulic Handpump Solenoid Valve Block

WARNINGUse protective clothing and goggles when operating the portable hydraulic hand pumps.

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5.10 EMERGENCY OPERATION OF THE DIESEL GENERATORS

IntroductionThe diesel generators are normally controlled by the power management system which provides for automatic control of the fuel system for load change as well as remote starting and stopping of the generator engines as necessary.

It is possible to start and stop the generator engines locally at the engine should that be necessary for checking an engine or in the event of failure of the remote system.

Procedure to Prepare a Diesel Generator for Starting

a) Set the engine to LOCAL control.

b) Set up the fuel oil service system as described in section 2.6.2.

c) Set up the central cooling water system as in section 2.5.2. and check that water is fl owing in the high and low temperature circuits.

d) Check the level of oil in the sump and top up as necessary with the correct grade of oil.

e) Switch the generator engine prelubrication oil pump to AUTOMATIC operation and check that the lubricating oil pressure builds up. The engine should be prelubricated at least 2 minutes prior to start.

f) Check the pressure before and after the fi lters.

g) Check the turbocharger and governor oil levels.

h) Check that the starting air pressure is correct and drain water from the air starting system. Ensure that the starting air valve to the engine is open.

i) Turn the engine at least one complete revolution using the turning bar with the cylinder indicator cocks open, or purge the cylinders by inducing a start procedure. Close the cylinder indicator cocks. Prior to turning the engine on air a check must be made to ensure that the fuel lever is in the STOP position.

j) Check the alarm panel and ensure that it is functioning correctly.

k) Vent the jacket cooling water space.

If any part of the engine has been drained for overhaul or maintenance, check the level in the central fresh water cooling expansion tank and refi ll with fresh water if necessary.

l) Open the vent on the cooling water outlet line on the generator air cooler, and close it again when all air has been expelled.

If maintenance work has been carried out on the engine, start the engine as below prior to switching the engine to automatic operation.

m) Check that all fuel pump indexes are at index ‘0’, when the stop lever (and hence the regulating shaft) is in the STOP position.

n) Check that all fuel pumps can be pressed by hand to full index and return to ‘0’ when the hand is removed.

o) Check that the spring loaded pull rod operates correctly.

p) Check that the stop cylinder for the regulating shaft operates correctly when shutting down normally and at overspeed and shut down. Testing is done by simulating these situations.

q) The engine is now ready for starting.

Procedure to Locally Start a Diesel Generator Engine

a) Ensure that the prestart procedures have been carried out as above and then turn the selector switch on the local control panel to the MANUAL position.

b) Move the stop lever to the working position.

c) At the local control panel start the engine by pressing the START pushbutton for 2-3 seconds and allow it to run up to normal speed.

d) Make a thorough check of the engine for leaks and other defects.

e) When the engine has been checked and found to be operating correctly and has warmed up it may be connected to the electrical switchboard. (see section 2.13.2.)

Procedure to Stop a Diesel Generator Engine

a) Before stopping, run the engine off load for a few minutes for cooling down purposes.

b) Stop the engine by moving the stop lever into the STOP position.

(Note: If the remote monitoring equipment for the generator engine is defective then the engine must be monitored locally for temperatures, pressures, etc.)

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5.11 MAIN ENGINE CONTROL CHANGEOVER FROM BRIDGE CONTROL

Introduction

The main engine is normally manoeuvred from the bridge but in certain circumstances it is necessary to change from bridge control to engine control room control and from engine control room control to control at the local/emergency engine stand. Changeover between control stations may be made when the engine is running or stopped as necessary.

Procedure for Changing the Control Location From the ECR Control Room to Bridge

a) At the sub-telegraph mode panel press the STANDBY pushbutton.

b) Set the telegraph handle to match the engine rpm.

c) Press the command pushbutton BRIDGE control on the AC4 panel in the control room. The lamp fl ashes and buzzer sounds on the bridge.

d) The command position CONTROL ROOM lamp continues with a steady light.

e) At the bridge AC4 panel press the command position BRIDGE control pushbutton (fl ashing green), the pushbutton illumination will change to a steady light and the buzzer will be turned off.

f) The engine can now be controlled from the bridge using the telegraph handle.

From Bridge to Control Room

a) At the bridge sub-telegraph mode panel press the STANDBY pushbutton.

b) Press the command pushbutton CONTROL ROOM on the AC4 panel on the bridge; the lamp fl ashes and the buzzer sounds.

c) The command position BRIDGE control lamp continues with a steady light.

d) When acknowledged from the engine room the CONTROL ROOM lamp turns to a steady light and the BRIDGE control lamp is extinguished.

e) The engine can now be controlled from the engine control room using the telegraph handle.

From the ECR Control Room to Engine Room Local Stand

a) Move one of the fuel handles at the local control stand out of the remote position.

b) The engine can now be controlled from the local control stand.

From Local Control Stand to ECR Control Room

a) Move all three local control stand fuel levers to the REMOTE position.

b) At the local control stand sub-telegraph unit press the command location REMOTE CONTROL pushbutton.

c) Press the command pushbutton CONTROL ROOM on the AC4 panel in the engine control room.

d) The engine can now be controlled from the engine control room using the telegraph handle.

Main Engine Back-Up Controls

The control room is provided with a back-up control system to allow control of the engine from the control room should the main remote control system become inoperative.

The engine may be started and stopped and its speed regulated from this location. In order to allow for control from the back-up panel the switch must be turned from the NORMAL to the BACK-UP position.

Emergency cylinder lubrication and variable exhaust control may also be activated from the back-up panel.

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6.1 Telephone Systems

6.2 Public Address System


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6.1 TELEPHONE SYSTEMS

Sound Powered Telephones

Maker: Marine Radio Company Ltd.Type: LC-800

The LC-800 emergency sound powered telephone system is installed on board to fulfi l the demands of emergency communication between vital positions on the vessel during times of power failure or failure of the primary telecommunication system.

The telephones are powered by the manual cranking of the generator handle on the handset.

The system has units at the following positions:

• Wheelhouse

• Engine control room

• Emergency generator room

• Steering gear room

• Main engine local control station

• Chief Engineer’s offi ce, day room and bedroom

• Captain’s offi ce, day room and bedroom

• Socket for portable unit on forward mooring deck

• Socket for portable unit on after mooring deck

The telephones positioned in noisy areas are of the headset type with a noise cancelling microphone.

Operating ProcedureCalling

a) Lift the handset of the telephone unit and listen to ensure that the line is free.

b) Use the selection switch to select the required extension.

c) Rotate the generator handle quickly, approximately ten times. This causes the bell to ring and lamp to light at the required extension.

d) When the called party lifts their handset proceed with communications.

e) On completion of communications replace the handset in the cradle.

Receiving a Call

a) Lift the handset of the telephone unit when the telephone bell rings and the lamp lights. Proceed with commuications.

b) On completion of communications replace the handset in the cradle.

Automatic Telephone System

Maker: Marine Radio Company Ltd.Type: MCX-2072

Overview

The MCX-2072 automatic telephone system allows internal ship telecommunications. The exchange will be powered from a back-up battery supply in the case of a power failure. The system offers the following features:

• Automatic dialling to other extensions

• Paging facility

• External via Inmarsat or shore telephone connection

• Call transfer

• Conference call facility

• Automatic ring back (Camp on)

• Priority call

• Wake-up call

• Group call

Automatic Dialling

a) Lift the handset and check for a dial tone.

b) Dial the extension number required.

c) When a ringing tone is heard wait for the called party to answer.

d) On completion of the call replace the handset.

Paging Call


b) Dial ‘0’.

c) Listen for ‘Ding-Dong’ on the public address system.

d) Make the required announcement via the telephone handset.

e) When the announcement is complete replace the handset.

Priority Interruption

a) If the called extension is busy press the * button.

b) If a tune is heard your interruption has been successful.

c) Speak to the called party.

d) Replace the handset when the call is complete.

(Note: A higher priority extension can interrupt the call of a lower priority extension.)

External Telephone Call


b) Dial 12, 13, 14 or 15 (CO line)

c) Listen for the dial tone from the shore telephone system.

d) Dial the required telephone number.

e) When the ringing tone is heard wait for the called party to answer.

f) On completion of call replace handset.

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Call Transfer

(Used to transfer an incoming or outgoing external call to a third party.)

a) Press the ‘fl ash’ button. Then dial the required extension number within 1 second.

b) When the called party answers, inform them they have a call and transfer the call by replacing the handset.

Conference Call


b) Dial 16 and listen for the dial tone.

c) Dial the extension number required.

d) When the called party answers ask them to wait and press the ‘fl ash’ button and dial the next extension number.

e) When that called party answers the conference call is in progress.

f) Extra parties can be added to the conference call by pressing the ‘fl ash’ button followed by the extension number.

g) When the conference call is complete replace the handsets.

Ring Back

a) If the extension dialled is busy press the ‘#’ button and replace the handset.

b) When the called party replaces their handset the phone will ring.

c) When they lift the handset the system will automatically call the fi rst extension.

d) When your phone rings lift the handset and speak to the called party.

Wake-Up Call


b) Dial 17 or 18 and listen for dial tone.

c) Dial in the wake-up time, e.g., ‘0’ ‘7’ ‘0’ ‘0’ for 7am.

d) Replace the handset and the wake-up call is stored.

e) To cancel a wake-up call dial 17 or 18 followed by the 8 or ‘#’ button and a tune will be heard confi rming that the wake-up call is cancelled.

f) The phone will ring for up to 30 seconds with a wake-up call. If it is not answered it will ring again in 5 minutes.

(Note: ‘17’ is for a one-off wake-up call and ‘18’ is for a regular wake-up call.)

Group Call

(Six groups can be assigned with up to fi fteen extension numbers per group.)


b) Press the ‘*’ button followed by the group number (1 - 6).

c) All the extensions in the group will ring simultaneously.

d) When an extension is answered the ring call will stop.

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6.2 PUBLIC ADDRESS AND TALKBACK SYSTEM

Maker Marine Radio Company Ltd.Type MPA-7600DA

Overview

The MPA-7600DA Public Address (PA) and talkback system has been produced for the marine industry. Installed on the navigation bridge the system allows for the broadcast of emergency as well as general announcements to be made. The system also has a talkback facility. The PA is also connected to the fi re alarm panel. In the event of a fi re alarm being detected by the fi re detection system but not acknowledged by an operator within a specifi ed time, the PA will automatically generate an alarm.

Main System

The main system is situated on the navigation bridge and consists of the following components:

• Power amplifi er

• Main control unit

• Microphone control unit

• Speaker control unit

• Alarm control unit

• Power amplifi er power supply unit

• Alarm generator

• Radio and cassette unit

• Monitor panel

Power Amplifier

This unit ‘drives’ the system and is powered from the 220V AC ship’s mains and is backed up by an emergency 24V DC power supply. The power is supplied through the power amplifi er power supply unit. In the event of a mains power failure the system will still operate from the emergency supply.

Main Control Unit

Located at the rear of the wheelhouse, this unit has a microphone and microphone volume control and speaker selection buttons. The operator can select the area to which they want to make a broadcast and then using the microphone make the announcement. The volume of the announcement can be controlled from this panel.

Alarm Control Unit

The alarm control unit indicates the state of the power supply to the unit and sounds a buzzer if the power fails. LEDs also indicate if the system is running on main or emergency supply.

Alarm Generator

The alarm generator allows the operator to start the fi re alarm signal or the general alarm signal (automatically or manually) through the ship’s PA system.

Radio and Cassette Unit

This allows the operator to play pre-recorded audio tapes or live radio over the PA system.

Speakers

Speakers are placed throughout the ship in the accommodation, working and machinery spaces, as selected from the speaker control unit.

Talkback System

The talkback facility is available from the following locations:

• Port and starboard lifeboats

• Port and starboard bridge wings

• Steering stand on bridge

• Cargo control centre

• Main engine room port and starboard

• Forward and after mooring decks

Paging

A paging facility through the telephone system is also available. Announcements can be made from any automatic phone on the ship.

Auxiliary Control Unit

The auxilary unit MPC-7051A is located on the main bridge console and like the main control unit has a microphone, volume control and speaker selection buttons. From this unit, as with the main unit the following areas can be selected for announcements:

• Talkback

• Engine room

• Cabin/passageways

• Emergency

Selecting the emergency mode allows the operator to relay messages to all parts of the vessel.

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