LNGC - Inigo Tapias - Machinery Systems Manual PDF

F T N AV I E R A
F. TAPIAS GAS-III Inigo Tapias Machinery Systems Operating Manual

MACHINERY SYSTEMS OPERATING MANUAL 2.3 Sea Water Systems 2.12 Electrical Power Distribution
2.3.1 Main and Auxiliary Sea Water Circulating System 2.12.1 Electrical Equipment
LIST OF CONTENTS: 2.3.2 Central Sea Water Cooling System 2.12.2 Main Switchboard and Generator Operation
ISSUE AND UPDATE CONTROL 2.3.3 Fresh Water Generator Sea Water Service System 2.12.3 Electrical Distribution
MACHINERY SYMBOLS AND COLOUR SCHEME 2.12.4 Shore Power
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.12.5 Main Alternators
2.4 Central Fresh Water Cooling System
PRINCIPAL MACHINERY PARTICULARS 2.12.6 Emergency Alternator
2.4.1 Central Fresh Water Cooling System 2.12.7 Preferential Tripping and Sequential Restart
INTRODUCTION 2.4.2 Cargo Machinery Fresh Water Cooling System 2.12.8 24 Volt Battery System and Uninterruptible Power Supply
2.12.9 Cathodic Protection System
Part 1: Machinery Operational Overview 2.5 Boiler Water Sampling and Treatment System
2.13 Accommodation Systems
1.0 Location Plans
1.1 To Bring Vessel into Live Condition 2.6 Fuel Oil and Fuel Gas Service Systems 2.13.1 Domestic Refrigeration System
1.2 To Prepare Main Plant for Operation (Raising Steam) 2.13.2 Accommodation Air Conditioning Plant
2.6.1 Fuel Oil Bunkering and Transfer Systems 2.13.3 Engine Control Room Air Conditioning Unit
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
2.6.2 Diesel Oil Purifier and Generator Engine Diesel Oil 2.13.4 Wheelhouse Air Conditioning Unit
1.4 To Change Main Plant from Manoeuvring to Full Away
Service System 2.13.5 Incinerator and Garbage Disposal
1.5 To Change Main Plant from Full Away to Manoeuvring
2.6.3 Boiler Fuel Oil and Fuel Gas Service System
1.6 To Secure Plant at Finished with Engines (FWE)
2.6.4 Incinerator Fuel Oil Service System
1.7 To Secure Main Plant for Dry Dock 2.14 Sanitary and Fresh Water Systems
2.7 Lubricating Oil Systems 2 14.1 Domestic Water System
Illustrations 2.14.2 Sewage Treatment Plant
2.7.1 Main Turbine Lubricating Oil System
1.0a Engine Room Arrangement - Tank Top Plan
2.7.2 Stern Tube Lubricating Oil System
1.0b Engine Room Arrangement - 1st Flat Plan Illustrations
2.7.3 Lubricating Oil Purifier and Transfer System
1.0c Engine Room Arrangement - 2nd Flat Plan
2.7.4 Lubricating Oil Filling and Transfer System 2.1.1a Main and Desuperheated Steam Systems
1.0d Engine Room Arrangement - 21800mm Deck Plan
1.0e Engine Room Arrangement - 25400mm Deck Plan 2.1.2a Desuperheated Steam Systems
1.0f Engine Room Arrangement - Engine Casing Deck Plan 2.8 Bilge System 2.1.3a 16kg/cm2 and 9kg/cm2 Steam System
1.0g Engine Room Arrangement - Elevation Plan 2.1.4a Low Temperature 9kg/cm2 Steam System
2.8.1 Engine Room Bilge System and Bilge Separator 2.1.5a Medium and Low Pressure Exhaust Steam Systems
2.8.2 Forward Bilge System 2.1.6a Gland Steam System
Part 2: Ship’s Systems 2.1.7a Waste Steam System
2.9 Compressed Air Systems 2.2.1a Main and Auxiliary Condensate System
2.1 Steam Systems 2.2.2a Boiler Feed Water System
2.9.1 Control Air System
2.2.2b Main Feed Pump
2.1.1 Superheated Steam System 2.9.2 General Service Air System
2.2.2c Main Feed Pump Trip System
2.1.2 Desuperheated Steam System 2.9.3 Starting Air System
2.2.3a Clean Drains System
2.1.3 16kg/cm2 Steam System 2.2.4a Contaminated Drains System
2.1.4 9kg/cm2 and Low Temperature 9kg/cm2 Steam Systems 2.10 Steering Gear 2.3.1a Main and Auxiliary Sea Water Circulating System
2.1.5 Medium and Low Pressure Exhaust Steam Systems 2.3.2a Central Sea Water Cooling System
2.1.6 Gland Steam System 2.3.3a Fresh Water Generator Sea Water Service System
2.1.7 Waste Steam System 2.11 Electrical Power Generators 2.4.1a Central Fresh Water Cooling System
2.11.1 Turbine Generators 2.4.2a Cargo Machinery Fresh Water Cooling System
2.2 Condensate and Feed Water Systems 2.11.2 Diesel Generator 2.5a Boiler Water Sampling and Treatment System
2.11.3 Emergency Diesel Generator 2.6.1a Fuel Oil Temperature-Viscosity Graph
2.2.1 Main and Auxiliary Condensate System 2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room
2.2.2 Boiler Feed Water System 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
2.2.3 Clean Drains System
2.2.4 Contaminated Drains System
Issue: Draft 2 Heading - Page x of x

F T N AV I E R A
2.6.2a Diesel Oil Purifier and Generator Engine Diesel Oil 3.2 Integrated Automation System (IAS) Part 4: Emergency Procedures
Service System 3.2.1 IAS Overview
2.6.2b Gas Oil Transfer System 3.2.2 IAS Operator Station Operations 4.1 Flooding in the Engine Room
2.6.3a Boiler Fuel Oil Service System 3.2.3 Screen Displays
2.6.3b Boiler Fuel Gas Service System 3.2.4 Watch Call System 4.2 Steaming on One Boiler
2.6.4a Incinerator Fuel Oil Service System
2.7.1a Main Turbine Lubricating Oil System 4.3 Emergency Operation of the Main Turbine (Solo Running of
2.7.1b Main Turbine Lubricating Oil Distribution System 3.3 Main Boilers HP Turbine/LP Turbine)
2.7.2a Stern Tube Lubricating Oil System 3.3.1 Main Boilers Description
2.7.3a Lubricating Oil Purifier and Transfer System 3.3.2 Automatic Boiler Control System 4.4 To Operate Both Boilers on One FD Fan (Port and Starboard)
2.7.4a Lubricating Oil Filling and Transfer System 3.3.3 Boiler Operating Procedures
2.8.1a Engine Room Bilge System 3.3.4 Sootblowers Control System 4.5 Emergency Steering
2.8.2a Forward Bilge System 3.3.5 Excess Steam Dump Control System
2.9.1a Control Air System 4.6 Fire in the Engine Room
3.3.6 Low Duty Compressor Control
2.9.2a General Service Air System
2.9.3a Starting Air System
2.10a Steering Gear Fluid Flow 3.4 Main Turbines Illustrations
2.10b Steering Gear Control Panel 3.4.1 Main Turbines and Ancillary Systems 4.1a Flooding in the Engine Room
2.11.2a Diesel Generator - Schematic 3.4.2 Main Turbines Control System 4.3a Emergency Operation of the Main Turbine
2.12.1a Main Electrical Network 4.4a Both Boilers on One FD Fan (Port and Starboard)
2.12.2a Switchboard Generator Control Panels
3.5 Bow Thruster
2.12.2b Generator Control/Power Management System
2.12.2c IAS Power Management System Mimic Part 5: Fire Fighting Systems
3.6 Hydraulic Remote Valve Operating System
2.12.3a Main 440V Distribution
2.12.3b Engine Room Switchboard 440V Distribution 5.1 Introduction
2.12.3c Deck Switchboard 440V Distribution Illustrations
2.12.3d Main 220V Distribution 5.2 Fire Detection System
2.12.3e Emergency 440V and 220V Distribution 3.1.1a Engine Control Room Layout
2.12.4a Shore Power 3.1.1b Engine Control Room Consoles 5.3 Engine Room Systems
2.12.5a Main Alternator 3.2.1a IAS Overview
5.3.1 Engine Room Fire Main System
2.12.6a Emergency Alternator 3.2.2a Operator Station Panel
5.3.2 CO2 System
2.12.7a Preferential Tripping 3.2.2b Operation: Symbols and Views
5.3.3 Hot Foam System
2.12.8a Emergency Battery Charging and 24V Distribution 3.2.3a Screen Displays
5.3.4 Water Fog System
2.12.9a Cathodic Protection System 3.2.4a Watch Call Panels
5.3.5 Engine Room Fire Fighting Equipment
2.13.1a Domestic Refrigeration System 3.3.1a Main Boiler
2.13.2a Accommodation Air Conditioning Plant 3.3.2a Automatic Boiler Control System
2.13.2b Unisab II Control Panel 3.3.3a Boiler Feed Water System 5.4 Deck and Accommodation Fire Main Systems
2.13.5a Garbage Management Plan 3.3.3b Boiler Pressure Raising Graph
5.4.1 Deck and Accommodation Fire Main System
2.14.1a Fresh Water Generating System 3.3.4a Sootblowers Operating Sequence Flowchart
5.4.2 Deck Water Spray System
2.4.1b Fresh Water Service System 3.3.5a Excess Steam Dump Control System
5.4.3 Emergency Fire Pump System
2.14.2a Sewage Treatment System 3.3.6a Low Duty Compressor Control
3.4.1a Main Turbines
3.4.2a Main Turbines Control System 5.5 Quick-Closing Valves and Fire Dampers Equipment
Part 3: Main Machinery and Control 3.5a Bow Thruster Control System
3.5b Bow Thruster Control Panel 5.6 Engine Room Lifesaving Equipment
3.1 Control Room 3.6a Hydraulic Remote Valve Operating System
3.1.1 Engine Control Room Overview

F T N AV I E R A
Illustrations
5.1a Emergency Stop List
5.2a Fire detection Panel
5.2b Fire Detection Equipment and Alarms on Bridge Deck and
E Deck
5.2c Fire Detection Equipment and Alarms on C and D Decks
5.2d Fire Detection Equipment and Alarms on A and B Decks
5.2e Fire Detection Equipment and Alarms on Main Deck and
Cargo Machinery Room
5.2f Fire Detection Equipment and Alarms on 21800mm Deck
and Bow Thruster Room
5.2g Fire Detection Equipment and Alarms on Engine Room
2nd Flat
5.2h Fire Detection Equipment and Alarms on Engine Room 1st
Flat
5.2i Fire Detection Equipment and Alarms on Engine Room
Floor and Turbine Mezzanine Deck
5.2j Fire Detection Equipment and Alarms on 29600mm,
35200mm and 40100mm Decks
5.3.1a Engine Room Fire Main System
5.3.2a CO2 System in Engine Room
5.3.3a Engine Room Hot Foam Fire Extinguishing System
5.3.4a Water Fog System
5.3.5a Fire Fighting Equipment on Engine Room 21800mm Deck
5.3.5b Fire Fighting Equipment on Engine Room 2nd Flat
5.3.5c Fire Fighting Equipment on Engine Room 1st Flat
5.3.5d Fire Fighting Equipment on Engine Room Floor
5.3.5e Fire Fighting Equipment on Engine Room 29600mm Deck
5.4.1a Deck Fire Main System
5.4.1b Accommodation Fire Main System
5.4.2a Deck Water Spray System
5.5a Quick-Closing Valves and Fire Dampers System
5.6a Lifesaving Equipment and Escape Routes - Main Deck,
Bosun’s Store and Bow Thruster Room
5.6b Lifesaving Equipment and Escape Routes - Engine Room
21800mm Deck
5.6c Lifesaving Equipment and Escape Routes - Engine Room
2nd Flat
5.6d Lifesaving Equipment and Escape Routes - Engine Room
1st Flat
5.6e Lifesaving Equipment and Escape Routes - Engine Room
Floor and Turbine Mezzanine Deck
5.6f Lifesaving Equipment and Escape Routes - 29600mm
Deck

F T N AV I E R A
Issue and Update Control This manual was produced by:
This manual is provided with a system of issue and update control.

WORLDWIDE MARINE TECHNOLOGY LTD.
Controlling documents ensures that:
For any new issue or update contact:
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WMT Technical Office
• Amendments are carried out by relevant personnel;
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Hawarden
issue;
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• Updates are issued to all registered holders of documents;
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Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
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The information and guidance contained herein is produced for the assistance of
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conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to Naviera F Tapias Technical Operations Office.

F T N AV I E R A
Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
List of Contents Text
Machinery Symbols and Colour Scheme 2.7
Electrical and Instrumentation Symbols 2.7.1
Principal Machinery Particulars 2.7.2
Heat Balance and Flow Diagrams 2.7.3
Introduction 2.7.4
Location Plans 2.8
2.8.1
Text 2.8.2
1.1 2.9
1.2 2.9.1
1.3 2.9.2
1.4 2.9.3
1.5 2.10
1.6 2.11
1.7 2.11.1
2.1 2.11.2
2.1.1 2.11.3
2.1.2 2.12
2.1.3 2.12.1
2.1.4 2.12.2
2.1.5 2.12.3
2.1.6 2.12.4
2.1.7 2.12.5
2.2 2.12.6
2.2.1 2.12.7
2.2.2 2.12.8
2.2.3 2.12.9
2.2.4 2.13
2.3 2.13.1
2.3.1 2.13.2
2.3.2 2.13.3
2.3.3 2.13.4
2.4 2.13.5
2.4.1 2.14
2.4.2 2.14.1
2.5 2.14.2
2.6
2.6.1 Illustrations
2.6.2 1.0a
2.6.3 1.0b
2.6.4 1.0c
2.6.5 1.0d

F T N AV I E R A
1.0e 2.9.2a
1.0f 2.9.3a
1.0g 2.10a
2.1.1a 2.10b
2.1.2a 2.11.1a
2.1.3a 2.11.1b
2.1.4a 2.11.2a
2.1.5a 2.12.1a
2.1.6a 2.12.2a
2.1.6b 2.12.2b
2.1.7a 2.12.2c
2.2.1a 2.12.3a
2.2.2a 2.12.3b
2.2.2b 2.12.3c
2.2.2c 2.12.3d
2.2.3a 2.12.3e
2.2.4a 2.12.4a
2.2.4b 2.12.5a
2.3.1a 2.12.6a
2.3.2a 2.12.7a
2.3.3a 2.12.7b
2.3.4a 2.12.8a
2.4.1a 2.12.9a
2.4.1b 2.13.1a
2.4.2a 2.13.2a
2.5a 2.13.5a
2.6.1a 2.14.1a
2.6.1b 2.14.2a
2.6.1c 3.1
2.6.2a 3.1.1
2.6.2b 3.2
2.6.3a 3.2.1
2.6.3b 3.2.2
2.6.3c 3.2.3
2.6.4a 3.2.4
2.7.1a 3.3
2.7.2a 3.3.1
2.7.3a 3.3.2
2.7.4a 3.3.3
2.8.1a 3.3.4
2.8.2a 3.3.5
2.9.1a 3.3.6

F T N AV I E R A
Text 5.3.1
3.4 5.3.2
3.4.1 5.3.3
3.4.2 5.3.4
3.5 5.3.5
3.6 5.4
5.4.1
Illustrations 5.4.2
3.1.1a 5.4.3
3.1.1b 5.5
3.2.1a 5.6
3.2.2a
3.2.2b Illustrations
3.2.3a 5.1a
3.2.4a 5.2a
3.3.1a 5.2b
3.3.2a 5.2c
3.3.3a 5.2d
3.3.3b 5.2e
3.3.3c 5.2f
3.3.3d 5.2g
3.3.4a 5.2h
3.3.5a 5.2i
3.3.6a 5.2j
3.4.1a 5.3.1a
3.4.1b 5.3.2a
3.4.2a 5.3.3a
3.5a 5.3.4a
3.5b 5.3.5a
3.6a 5.3.5b
5.3.5c
Text 5.3.5d
4.1 5.3.5e
4.2 5.4.1a
4.3 5.4.1b
4.4 5.4.2a
4.5 5.5a
4.6 5.6a
5.6b
Illustrations 5.6c
4.1a 5.6d
4.3a 5.6e
4.4a 5.6f
Text
5.1
5.2
5.3

F T N AV I E R A
Machinery Symbols and Colour Scheme
Colour Scheme
P1 P2
Stop Valve Pressure Reducing Valve Rose Box FB Foam Box
LNG Liquid
Angle Stop Valve Two-Way Cock Mud Box HB Fire Hose Box LNG Vapour
3-Way Valve Three-Way Cock (L-Type) Flexible Hose Joint Air Horn Inert Gas
Gate Valve Three-Way Cock (T-Type) Flow Meter Reciprocating Pump Spray Line
By-Pass Valve Foot Valve Flow Indicator Centrifugal Pump Superheated Steam
H Hydraulic Valve Observation Glass Positive Displacement

Butterfly Valve Desuperheated Steam
Pump
Screw Down Non-Return H Rotary (Gear, Screw, Mono) Exhaust Steam

Hydraulic Valve with Throttle Discharge/Drain
Valve Type Pump
Condensate
Lift Check Non-Return H
Hydraulic Quick Closing Valve Hopper Without Cover Hand Pump
Valve
Distilled Water
Swing Check Valve S Solenoid Valve Suction Bellmouth Eductor (Ejector) Fresh Water
P Sounding Head With Not Connected

Flap Check Valve Pneumatic Valve Filling Cap Fresh Water (Jacket Cooling Water)
Crossing Pipe
Sea Water
A Air Motor Valve Air Vent Pipe
Ball Valve Connected Crossing Pipe Gycol
Nitrogen
Ball Valve with E Float Type Air Vent
Electric Motor Valve (With Flame Screen) Branch Pipe
Hose Connection Heavy Fuel Oil
Diaphragm Operated Sounding Head With Sounding Mouth

Hose Valve
Control Valve Self - Closing Sampling Cock Marine Diesel Oil
Diaphragm Operated Spectacle Flange

Angle Hose Valve ( Open Shut)
Control Valve (Three-Way) Air
Hydraulic Oil
Safety / Relief Valve Flow Control Valve Blind (Blank) Flange
Lubricating Oil
Angle Safety / Relief Valve Electronic Expansion Valve Orifice
Bilges
Self-Closing Valve Conical Strainer Spool Piece

Fire Main/CO2
Emergency Shut-off Valve Y-Type Strainer Tank Penetration Foam System
Steam Trap With Strainer Refrigerant Gas

Regulating Valve Glass Level Gauge
and Drain Cock
Filter Regulating Valve Refrigerant Liquid

Needle Valve / 'V' Port Valve Deck Stand (Manual)
With Strainer
Electrical Signal
Needle Valve / 'V' Port Valve Simplex Strainer Deck Stand (Hydraulic)
Instrumentation

F T N AV I E R A
Electrical and Instrumentation Symbols
CP Capacitance RI RPM Indicator
I Current to pressure Pushbutton CI Compound Indication RCO RPM Counter
P converter Solenoid valve (start/stop/running) CO2 CO2 Meter RX Revolution Transmitter
O2 O2 Meter RC Revolution Controller
I Pressure to current M Pushbutton switch DP Differential Pressure SAH Salinity Alarm (High)
P converter Motor operated valve DPAH Differential Pressure Alarm (High) SI Salinity Indication
(alternative)
DPS Differential Pressure Switch SX Salinity Transmitter
DPX Differential Pressure Transmitter SM Smoke Indication
C Pushbutton switch
Control panel J NWT joint box (alternative) DPI Differential Pressure Indicator SMX Smoke Transmitter
P
DTAH Differential Temperature Alarm (High) TR Temperature Recorder
EM Electromagnetic Flow Meter TOC Temperature Control
Uninterruptible Power WT joint box
UPS
Supply
J ( J ) 2 glands (4 glands)
Pushbutton (start/stop) FAL Flow Alarm (Low/Non) TI Temperature Indication
FOC Flow Controller TIAH Temperature Alarm/Indicator (High)
FX Flow Transmitter TIAL Temperature Alarm/Indicator (Low)
BL Bell FI Flow/Frequency Indication TIAHL Temperature Alarm High/Low Indicator
Rectifier HS Humidistat
FS Flow Switch TS Temperature Switch
FSL Flow Slowdown (Low/Non) TT Temperature Transmitter
110 Central meter FLG Float Type Level Gauge TSH Temperature Shutdown (High)
Battery WT Water transducer
HY Hydrazine Detector/Meter TSL Temperature Shutdown (Low)
H2O Hydrometer VX Vacuum Transmitter
Space heater Alarm monitoring Rectifier equipment LAH Level Alarm (High) VS Vacuum Switch
(element type)
AMS system LAVH Level Alarm (Very High) VA Vacuum Alarm
LAEH Level Alarm (Extremely High) VSH Vibration Shutdown
LAHH Level Alarm (High High) VI Viscosity Indication
TG Turbine generator Overcurrent relay Making contact LAL Level Alarm (Low) VC Valve Control
Auxiliary
relay LOC Level Controller VAH Viscosity Alarm (High)
contact LCH Level Controller (High Alarm) VAHL Viscosity Alarm (High/Low)
DG Diesel generator Normally Open switch Breaking LCL Level Controller (Low Level) VAL Viscosity Alarm (Low)
LCG Local Content Gauge XA Binary Contact
LI Level Indication XSH Other Shutdown
EG Normally Closed switch Making contact LIAL Level Alarm/Indicator (Low ) XSL Other Slowdown
Emergency generator
With time LIAH Level Alarm/Indicator (High) ZI Position Indication
limit in
LIAHL Level Alarm/Indicator (High/Low) ZS Limit Switch
closing
Breaking LR Level Recorder
M AC induction motor 10A Fuse
LS Level Switch
MS Microswitch Function is Locally
XXX
MC Motor Control and Indication Available
GM Governor motor RL Indicator lamp Making contact
With time MI Motor Indication (Run/Normal)
limit in OAH Oil Content Alarm (High) XXX Functions are Available
opening OI Oil Content / O2 Indicator XXXX in Control Room
Earth D-D Relay coil Breaking PAH Pressure Alarm (High)
PAL Pressure Alarm (Low)
PIAL Pressure Alarm/Indicator (Low) XXX Functions are Available
XXXX on a Local Panel
Transformer BZ Buzzer Making contact PIAH Pressure Alarm/Indicator (High)
Flicker PIAHL Pressure Alarm High/Low Indicator
relay PICAHL Pressure Alarm High/Low Indicator/Control H
SIG Breaking POT Proportional Position Indicator XXX Letters outside the circle
Power supply unit R B
Whistle relay box
PX Pressure Transmitter XXXX of an instrument symbol
L indicate whether high (H),
POC Pressure Controller
high-high (HH), low (L)
Group junction box xx Emergency stop PR Pressure Recorder
LD Liquid sensor GJB/XX or low-low (LL) function
(xx = location) pushbutton box PI Pressure Indication is involved
PS Pressure Switch O = Open
ZBK Zener barrier box Trip Automatic Trip PSH Pressure Shutdown C = Closed
Resistor
PSL Pressure Slowdown
PH PH Detector/Meter
LM Limit switch Variable resistor Circuit Breaker

F T N AV I E R A
PRINCIPAL MACHINERY PARTICULARS Operating oil pressure: 1.0kg/cm2 Air ejector
Low oil pressure alarm: 0.6kg/cm2 with gland condenser: Cooling area of 19.5m2
No. of sets: 1
Main Boilers Low oil pressure trip: 0.5kg/cm2
Exhaust fan capacity: 15m3/minute
Maker: Mitsubishi High oil temp. alarm: 53°C
Gear case dehumidifier: Desiccant type
Model: Mitsubishi MB-4E Vibration alarm: 80µm/sec
Capacity: 50m3/h at electrical load of 1.3kW
Type: Two drum, water tube, roof fired Vibration trip: 140µm/sec
Maximum evaporation: 65,000kg/h Axial disp. alarm: 0.5mm
Normal evaporation: 50,000kg/h Axial disp. trip: 0.7mm Electric Driven Feed Water Pump
Steam condition: 61.8kg/cm2 superheated steam at 515°C at full Governor: Woodward UG-10DM Maker: Sulzer
away Type: Multistage centrifugal
Fuel oil consumption: 3,641kg/h at normal evaporation Main Steam Turbine Model: MC80-260/8C
Gas consumption: x,xxxkg/h at normal evaporation Capacity: 169m3/hour at 84kg/cm2
Maker: Kawasaki H.I.
No. of burners: 3 combined oil/gas Rating: 560kw
Type: UA-400 cross-compound, impulsereaction
HP turbine: one two-row Curtis and eight Rateau
Safety Valve Settings stages Cold Start Feed Water Pump
Drum high set: 78kg/cm2 LP turbine: Four Rateau and four reaction stages Maker: Shinko Industries Ltd.
Drum low set: 77.5kg/cm2 Astern turbine: two two-row Curtis stages Type: 3-throw reciprocating piston pump
Superheater: 63.3kg/cm2 Output: Maximum - 28,000kW (33 nozzles) Model: HLX6
Economiser: 97.5kg/cm2 Normal - 25,200kW (23 nozzles) Capacity: 6m3/hour at 86.5kg/cm2
HP turbine speed: 4,777 rpm at MCR Rating: 440V, 30kw, 1,182 rpm
Seal Air Fans LP turbine speed: 3,153 rpm at MCR
Propeller speed: 83 rpm at MCR
Maker: Azuma Sofuki Co. Ltd Main Condensate Pump
Critical speeds: 62.5 and 116.7 rpm
Type: CTB - MD Maker: Shinko Industries Ltd.
Overspeed trip: 103.5 rpm
Model: EVZ130M
Steam condition: 5.88MPa and superheated at 510°C
Main Turbine Feed Water Pumps Capacity: 100m3/hour at 90 mth
Direction of rotation: Clockwise, looking from aft
Maker: Shinko Industries Ltd. Rating: 440V, 45kw, 1,800 rpm
Astern maximum
Pump type: 3-stage horizontal, centrifugal continuous speed: 58 rpm for a maximum of 2 hours Motor: ABB TEFC 3GAA 222 002-BDA
Pump model: DMG125-3 Steam bleed off: HP: HP turbine 5th stage
Turbine type: Single stage velocity compound impulse IP: Crossover pipe Low Duty Condensate Pump
Turbine model: DE LP: LP turbine 3rd stage Maker: Shinko Industries Ltd.
Power: 560kW Main gearing: Double helical, tandem articulated, double reduction No. of sets: 1
Steam conditions: 60kg/cm2 at 510°C gear Model: EVZ70M
Exhaust pressure: 2.7kg/cm2 Main LO pump: Main turbine driven, gear type Capacity: 30m3/hour at 75 mth
Capacity: 169m3/hour at 84kg/cm2 Capacity: 210m3/h at 4.0kg/cm2 Rating: 440V, 18.5kw, 1,800 rpm
Maximum speed: 6,050 rpm Main condenser: Single pass surface cooling with dump steam Motor: ABB TEFC 3GAA 182 101-BDA
chamber
Overspeed trip, mech: 6,958 rpm
Cooling surface: 3,250m2
Overspeed trip, elec: 6,837 rpm
Tube size: Diameter 19mm, thickness 0.7mm
Sentinel valve: 3.7kg/cm2
Condenser vacuum: 722mmHg at a sea temperature of 27°C
Back pressure alarm: 3.7kg/cm2
Main turbine trips at: 300mmHg
Back pressure trip: 4.2kg/cm2

F T N AV I E R A
Main Condenser Grease Extractor Main Sea Water Circulating Pump
Maker: Kawasaki Heavy Industries Ltd. Maker: Bollfilter Protection Systems Maker: Shinko Industries Ltd
Type: Surface type with dump steam chamber Type: 2.78.2 for filtration of condensate Type: Centrifugal
Cooling surface: 3,250m2 Model: CVN850
Cooling water flow: 15,800m3/hour Deaerator Capacity: 8,000m3/h at 5.0mth
Distance between Motor: 200kW
Maker: Sasakura Engineering Co. Ltd.
tube plates: 5 metres
Tube size: 19mm diameter, 0.7mm thickness Storage capacity: 30m3
Total feed/steam flow: 112m3/hour Auxiliary Sea Water Circulating Pump
No. of tubes: 10,890
Feed pressure: 4.1kg/cm2 Maker: Hamworthy KSE
Steam pressure: 3.0kg/cm2 Type: Centrifugal
Atmospheric Drain Tank Extraction Pump
Design pressure: 3.8kg/cm2 Model: CGD200 V48 BAN
Maker: Shinko Industries Ltd.
Design temperature: 138.5°C Capacity: 600m3/h at 2.5 bar
Model: EVZ70MH
Motor: 60.9kW
Capacity: 42m3/hour at 80 mth
Rating: 440V, 22kw, 1,800 rpm Ion Exchange Unit
Engine Room Machinery Cooling Sea Water Pump
Motor: ABB TEFC 3GAA 182 102-BDA Maker: Peter Taboada Technologia
Type: C/319 Maker: Hamworthy KSE
Atmospheric Condenser
Capacity: 2.0m3/hour Type: Centrifugal
Maker: Ramon Vizcaino Refrigeracion S.A. Model: CGD250 V48 BAN
Type: Single pass shell and tube CGD250 V84 BAN
Cooling surface: 320m2 Drain Cooler
Capacity: 650m3/h at 2.0 bar
Cooling water flow: 2,500m3/hour Maker: Spirax Sarco Motor: 65kW
Design pressure: 5kg/cm2 Type: Tubular
Design temperature: 165°C Model: VB854(2)SXA1500H
Cargo Machinery Cooling Sea Water Pump
Maker: Hamworthy KSE
Gland Steam Condenser/Air Ejector Unit Deoiler
Type: Centrifugal
Maker: Kawasaki Heavy Industries Ltd. Maker: Sasakura Engineering Co. Ltd Model: CGD150 V48 BAN
Type: 2 element, 2 stage steam jet Type: SK-Lawson CGD150 V84 BAN
with inner and after chamber Capacity: 4.6m3/hour Capacity: 100m3/h at 2.0 bar
Cooling surface: Inner chamber 19.5m2 Design pressure: 4.55kg/cm2 Motor: 9.5kW
After chamber 11.1m2
Cooling water flow: 91.6m3/hour
Oil Content Monitor Inert Gas Cooling Sea Water Pump
Tube size: 19mm diameter, 1.2mm thickness
Maker: Fellow Kogyo Co. Ltd Maker: Hamworthy KSE
Measuring accuracy: 15ppm every 17 seconds Type: Centrifugal
Low Pressure Feed Heater
Type: Fogas - 1500C Model: CAD400-12 V48 AAN
Maker: Kawasaki Heavy Industries Ltd. Capacity: 4.6m3/hour Capacity: 1,608m3/h at 3.9 bar
Type: Shell and U-tube
Motor: 260kW
Cooling surface: 194m2
Cooling water flow: 104.7m3/hour
Tube size: 19mm diameter, 1.0mm thickness

F T N AV I E R A
Low Pressure Boiling Water Fresh Water Generator Sea Water Pump Tank size: 2x150 litres Purifier Oil Separator
Maker: Hamworthy KSE Discharge pressure: 80kg/cm2 Maker: Westfalia-Rickmeier
Type: Centrifugal Capacity: 0-15 litres/hour Type: OSC 5-02-066/4
Model: SOB332WG11E22 Rating: 440V, 0.4kw, 3phase Capacity: 1,200 litres/h
Capacity: 7.5m3/h at 4.0 bar Separating temperature: 60°C
Boiler/Feed Water Analysis Unit
Flash Evaporator Fresh Water Generator Sea Water Pump Maker: DKK-TOA Corporation Purifier Feed Pump
Maker: Hamworthy KSE Model: BSC3-3M-3E-3P-3C Maker: Westfalia-Rickmeier
Type: Centrifugal No. of sample points: 3 - feed water, port boiler and starboard boiler Type: R25/16
Model: CGB80 Form V48 Test equipment: pH, conductivity, temperature, flow Capacity: 1,200 litres/h
Capacity: 45m3/h at 2.5 bar Rating: 220V
Boiler Fuel Oil Service Pump
Central Fresh Water Cooling Pump Heavy Fuel Oil Transfer Pump Maker: Kosaka Laboratory Ltd
Maker: Hamworthy KSE Maker: Azcue Type: Horizontal screw
Type: Centrifugal Type: Gear Model: GH-R2T-168
Model: CGD250 V48 FAN Model: BT-LV125T-F Capacity: 12.6m3/h at 28kg/cm2
Capacity: 650m3/h at 3.0 bar Capacity: 90m3/hr at 6 bar
Motor: 75kW Boiler Cold Start Diesel Oil Pump
Diesel Oil Transfer Pump Maker: Kosaka Laboratory Ltd
Cargo Machinery Fresh Water Cooling Pump Maker: Azcue Type: Horizontal screw
Maker: Hamworthy KSE Type: Gear Model: GH-R2T-168
Type: Centrifugal Model: BT-IL70D2-F Capacity: 3.0m3/h at 10kg/cm2r
Model: CGB100 V48 FAN Capacity: 20m3/hr at 6 bar
Capacity: 100m3/h at 3.5 bar Boiler Fuel Oil Service Heaters
Motor: 16.2kW Forward Fuel Oil Transfer Pump Maker: Aalborg
Maker: Azcue Type: Nesta MX20 Li400
Hydrazine Injection Unit Type: Gear
Maker: Sakura Seisakusho Ltd. Model: BT-LV125T-F Hood Extraction Fan
Unit type: MQ2312RX Capacity: 90m3/hr at 6 bar
Maker: Daeyang Electric Co. Ltd
Pump type: CJQ 083-2 Model: LRZ9A/280/450
Tank size: 300 litres Gas Oil Transfer Pump Capacity: 60m3/min x 40mmAQ
Discharge pressure: 8kg/cm2 Maker: Azcue Motor: 1.54kW
Capacity: 0-3.5 litres/hour Type: Gear
Rating: 440V, 0.4kw, 3phase Model: BT-HM38D2-F Sludge Pump
Capacity: 2.5m3/hr at 6 bar
Maker: Azcue
Boiler Water Chemical Injection Unit
Type: Screw
Maker: Sakura Seisakusho Ltd. Model: KL30S-60.0
Unit type: MQ2322RX Capacity:
3
15m /h at 4kg/cm2
Pump type: CJQ 153-2

F T N AV I E R A
Waste Oil Circulating Pump Lubricating Oil Purifier Transfer Pump Control Air Compressor
Maker: Maker: Tamrotor
Type: UNIBLOCK 40-131/0222 NE-W5-GF Engine Room Bilge Pump (Reciprocating) Type: Screw, water cooled
Model: Model: EML 54/10 EWNA
3
Capacity: 6m /h at 2kg/cm2 Capacity: 350m3/h at a pressure of 9.0kg/cm2
Model: IPR100/90L
Auxiliary (Electric Motor Driven) Lubricating Oil Pump Type: Vertical reciprocating piston pump
Capacity: 20m3/h at 3.5kg/cm2 Control Air Dryer
Maker: Kawasaki Heavy Industries Ltd.
Model: 3WM 125-3LW4M/7 Motor: ABB M2AA132S Maker: Centralair
Capacity: 180m3/hour at 4kg/cm2 Motor rating: 440V 4.6kW 1,745 rpm Model: DX 103
Type: Auto-regenerative
Engine Room Bilge Pump (Centrifugal) Capacity: 350m3/h at a pressure of 9.0kg/cm2
Main (Direct Driven) Lubricating Oil Pump
Maker: Taiko Kikai Industries Ltd Maker: Hamworthy KSE
Model: CGC150 V48 BSN w/PMB Control Air Dryer
Type: LBS-190KH
Capacity: 210m3/h at 4kg/cm2 Type: Vertical centrifugal pump, self-priming Maker: Delair
Capacity: 220m3/h at 3.5kg/cm2 Model: DDA 135
Motor: ABB M2AA200MLB Type: Refrigerating
Stern Tube Seal
Motor rating: 440V 35kW 1,775 rpm Capacity: 350m3/h at a pressure of 9.0kg/cm2
Maker: Blomm and Voss
Model: SC2MGC/SC2CGZ
Bilge and Fire Pump (Double Speed) General Service Air Compressor
Maker: Hamworthy KSE Maker: Tamrotor
Stern Tube Lubricating Oil Pump
Model: CAC200-25 V48 ASN w/PMB Type: Screw, water cooled
Maker: Azcue
Type: Vertical centrifugal pump, self priming Model: EMH 44/10 EWNA
Type: Horizontal gear
Capacity: 240/220m3/h at 10/3.5kg/cm2 Capacity: 250m3/h at a pressure of 9.0kg/cm2
Model: BT-HM 32D2
Motor: ABB M2CA315MB
Capacity: 2m3/h at 3 bar
Motor rating: 440V 31.5/106kW 1,191/1,788 rpm Main Air Compressors
Maker: Sperre
Purifier Oil Separator
Bilge Separator Type: Reciprocating, air cooled
Maker: Westfalia
Maker: Detegasa Model: HL2/77
Type: OSC 15-02-067/7
Model: Delta OWS-5 Capacity: 20m3/h at a pressure of 30kg/cm2
Capacity: 3,000 litres/hour
Capacity: 5.0m3/h
Oil separating temp.: 70°C
Pump: 5.0m3/h at 4.5 m suction height Emergency Air Compressor
Motor rating: 440V 1.5W
Maker: Sperre
Lubricating Oil Purifier Feed Pump
Type: Diesel driven, reciprocating, air cooled
Maker: Westfalia Centre Ballast Pump (Centrifugal) Model: HLF 2/77
Type: Gear pump Maker: Hamworthy KSE Capacity: 9.0m3/h at a pressure of 30kg/cm2
Model: R35/40 Model: CAD400-12 V48 AAN
Capacity: 3,000 litres/hour Type: Vertical centrifugal pump, self-priming
Capacity: 2500m3/ - 35 MLC

F T N AV I E R A
Steering Gear Turbocharger Heating: 230V, 500W
Maker: Rolls Royce Maker: Brown Boveri
Model: Frydenbo IRV 3050-2 Type: BBC VTR 354P-11 Power Management System (PMS)
Working torque: 3050kNm
Maker: Kongsberg Simrad
Type: Electro-hydraulic rotary vane Governor
Maximum rudder angle: 45°
Maker: Woodward Rectifier/Battery Charger/ 24V DC Distribution Boards
Pump type: Leistritz L3MF 90/152
Type: PG-EG58
Capacity at 3,500rpm: 928 litres/min Maker: Supsonik
Working pressure: 80 bar Voltage: 440V AC, 3ph, 60Hz
Turbine Alternators Nominal Power: 3,650W
Pump speed: 1,750 rpm
System oil capacity: 7,135 litres Maker: ABB Nominal Voltage: 24V DC
Type: AMG630 L4L Floating Voltage: 27.3V DC
Capacity/rating: 3,300V, 3ph, 60Hz, 3,450kW, 689A, 3,940kVA Nominal Current: 120A
Turbine Generators
0.8pf, IP44 Output cut-out: < 20V DC
Maker: Mitsubishi Heavy Industries Ltd Speed: 1,800 rpm
Type: AT42CT-B Weight: 12,740kg
Batteries
Details: Single cylinder, impulse, multistage, condensing Heating: 230V, 500W
Rated output: 3,150kW Type: 6VE110
Main steam pressure: 59.8kg/cm2 System: Sealed, maintenance free
Diesel Alternator
Main steam temperature: 510°C Nominal Capacity: 110Ah
Maker: ABB Nominal Voltage: 24V DC
Exhaust vacuum: 722mmHg
Type: AMG 0900LP10 LSEA Number of cells: 2x4
Revolutions: 10,036 rpm
Capacity/rating: 3,300V, 3ph, 60Hz, 3,450kW, 689A, 3,938kVA
Governor: Woodward UG-8D
0.8pf, IP44
Direction of rotation: Clockwise viewed from alternator end IAS UPS Units
Speed: 720 rpm
Number of stages: 6 Maker: Powerware
Weight: 21,300kg
Gearing: Single reduction, single helical Type: Powerware 9120
Alternator revolutions: 1,800 rpm Rating: 230V 2kVA or 230V 3kVA
Frequency: 60Hz Emergency Diesel Generator
Number of sets: 4 (nos.1,2,3 and 4)
Voltage: 3,300V Maker: Demp MAN 12 cylinder V-type Output voltage: 230V AC
Power factor: 0.8 Type: D2842 LE 201 Batteries: Panasonic LC-X1228AP (or equivalent)
Bore: 128mm 12V nominal voltage
Diesel Generator Stroke: 142mm 28Ah rated capacity
Output: 600kW at a continuous speed of 1,800 rpm
Maker: Wartsila
Type: Vasa 32 (9R32LND) Cathodic Protection System
No. of cylinders: 9 Emergency Alternator
Maker : Cathelco
Bore: 320mm Maker: ABB Type: Impressed current
Stroke: 350mm Type: AMG 400 S 4 Power supply: AC 440V, 60Hz,
Speed: 720 rpm Capacity/rating: 450V, 3 phase, 60Hz, 570kW, 915A, 713kVA
Capacity: 3,330kW 0.8pf, 4 pole, IP23
Speed: 1,800 rpm
Weight: 2,900kg

F T N AV I E R A
Domestic Refrigeration System Incinerator Steriliser (Silver Ion)
Maker: Frivasa Maker: Teamtec Maker: Jowa AB
Type: Unable to determine from manual Type: OSG200C Model: Jowa AG-S
Refrigerant type: Freon R-507 Capacity: 300,000 kcal/hour Type: Silver ion
50 litres/hour of sludge oil Capacity: 2.0m3/h fresh water
Compressor 400 litres of solid waste per charge
Combustion Chamber Steriliser (Ultraviolet)
Maker: Bitzer
Temperature: Maximum 1200°C
Model: Unable to determine Maker: Jowa AB
Working 850-1150°C
Type: Open type reciprocating Model: Jowa UV-S
Flue gas temperature: Maximum 375°C
No. of cylinders: Unable to determine Type: Silver ion
Working 250-340°C
Capacity: 2.0m3/h fresh water
Condenser
Fresh Water Generators
Model: Unable to determine Rehardening Filter
Maker: Sasakura
Type: Horizontal shell and tube Maker: Jowa AB
Type: Two stage flash evaporator
Model: F150-2
Model: F-45R
Air Conditioning Plant Type: Hardness and pH adjusting
Capacity: 45tons/day
Capacity: 2.0m3/h fresh water
Maker: York
Refrigerant: R-507
Fresh Water Generators
Calorifier
Maker: Sasakura
Compressors Maker: Termojet SA
Type: Low pressure submerged tube
Model: LF15SEDN-1
Model: SAB 128HF Model: V-45R
Type: Steam and electric
Type: Rotary screw Capacity: 45tons/day
Capacity: 0.8m3/h
Compressor speed: 3,600 rpm
Motor: 160kW at 3,600 rpm
Fresh Water Hydrophore Pumps
Sewage Treatment Plant
Maker: Azcue
Condensers Maker: Facet International
Type: Centrifugal
Model: Planta Facet STP-2
Model: HCB 16-350-2 Model: BR-41/20
Type: Biological oxidation
Capacity: 7.5m3/h at 6.0kg/cm2
Capacity: 4,000 litres/day
Air Handling Units
Discharge pump: 5.0m3/h at 3kg/cm2
Maker: Novenco Hot Water Circulating Pumps Air blower: ?? litres/min
Type: ZLH-B4 (B or 8 unsure ?) Maker: Chlorine tank capacity: 130 litres
Type: Centrifugal
Model: Integrated Automation System (IAS)
Capacity: 2.0m3/h at 1.0kg/cm2
Manufacturer: Kongsberg Simrad
Model: Simrad vessel control

F T N AV I E R A
Bow Thruster Jockey Pump Water Fog Extinguishing System
Maker: Kawasaki Heavy Industries Maker: Hamworthy KSE Maker: Unitor
Model: CAC125-25 V48 AAN Pump model: CM-50/20
Thruster Unit Type: Vertical centrifugal pump, self-priming Type: Centrifugal
Capacity: 80m3/h at 10kg/cm2 Capacity: 66.5m3/h at 6.0kg/cm2
Type: KT-219B3 Controllable Pitch
Motor: 67kW
Propeller diameter: 2600mm (skewed type)
No. of blades: 4
Thrust: 271 kN approximately Spraying Water Pump
Propeller speed: 270 rpm Maker: Hamworthy KSE
Maximum blade angle: 50° Model: C05BX6-10 V AAN
Input shaft speed: 880 rpm Type: Vertical centrifugal pump, self-priming
Input power: 1830kW Capacity: 510m3/h at 10kg/cm2
Prime Mover and Control Device Emergency Fire Pump

Type: 3 phase, totally enclosed, vertical type squirrel cage Maker: Hamworthy KSE
induction motor
Model: CAC200-25 V48 AAN
Voltage and frequency: AC 3 phase, 3300V, 60Hz
Type: Vertical centrifugal pump, self-priming
Starting method: Auto transformer
Capacity: 285m3/h at 10kg/cm2
Motor: 115kW
Hydraulic Unit
Oil service pump: Horizontal gear type
2
Engine Room CO2 Fire Extinguishing System
Discharge pressure: 50kg/cm at 64 litres/min
Maker: Unitor
Type: High pressure
Forced Draught Fans
Capacity: 46 cylinders each containing 45kg
Maker: ABB Solyvent - Ventec
Type: DP SLIA 160
Foam System
Air flow: 1,220m3/minute
Maker: Unitor
Speed: 1,170 rpm
Tank capacity: 6,000 litres
Power: 144kW
Generator inlet pressure: 5.5 - 7.0kg/cm2
Fire Pump
Foam Pump
Type: Vertical centrifugal
Model: CAC200-25 V48 AAN
Model: DPVF 10-70
Capacity: 5.18m3/h
Discharge Pressure: 12kg/cm2
Motor: 106kW

PART 1: MACHINERY COMMISSIONING OPERATIONAL
OVERVIEW
1.0 Location Plans
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation (Raising Steam)
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 Change Main Plant from Full Away to Manoeuvring Condition
1.6 To Secure Main Plant at Finished With Engines
1.7 To Secure Main Plant for Dry Dock
Illustrations
1.0a Engine Room Arrangement - Tank Top Plan
1.0b Engine Room Arrangement - 1st Flat Plan
1.0c Engine Room Arrangement - 2nd Flat Plan
1.0d Engine Room Arrangement - 21800mm Deck Plan
1.0e Engine Room Arrangement - 25400mm Deck Plan
1.0f Engine Room Arrangement - Engine Casing Deck Plan
1.0g Engine Room Arrangement - Elevation Plan

F T N AV I E R A
1.1 - 1.7 SECTIONS TO BE INSERTED WHEN COMPLETE.

F T N AV I E R A
Illustration 1.0a Engine Room Arrangement - Tank Top Plan
HFO Bunker Tank

1543.5m3
Sea Water Pump
HFO Tank for Fresh Water Generator
649.3m3 Drain Centrifugal
Tank Bilge Pump
Auxiliary Upper Sea Chest
Drain Circulating Fire
Pumps Pump Pump
Lower Sea Chest
Jockey Pump
FO - DO Transfer L.P. Sea Water Spray Water Pump

Pump Turbine
Sea Water Cooling Pumps for Cargo
Stern Tube LO Sump Reduction
LO Pump Tank Gearing
Sea Water Cooling Pumps for Machinery
Bilge Well
Fire / Bilge Pump
Stern Tube FO Drain GO Transfer
Sea Water Cooling Pump for Inert Gas
LO Cooler Tank Pump
Condensate Bilge Holding Tank
Filter Ballast Pump
Idle
Condensate
Pump
Condensate Ballast Pump

Pumps
Ballast Eductor
Tail Shaft
Bilge Well Ballast Pump

Stern Tube Oil Tank Oily Water Tank
Dirty Oil Tank
Ballast Eductor
LO
Shaft Intermediate LO Transfer Drain LO
Bearing Shaft Pump Tank Filter
Sludge LO Purifier Auxiliary LO Lower Sea Chest

Pump Pumps Pumps
H.P. Oily Water Manoeuvring Bilge Well

Turbine Separator Valve
Reciprocating Main Circulating Upper Sea Chest
Bilge Pump Pumps
HFO Bunker Tank

1757.8m3

F T N AV I E R A
Illustration 1.0b Engine Room Arrangement - 1st Flat Plan
Sewage Plant
Steam Control Valves

Sewage Transfer HFO HFO Bunker
Pumps Tank Tank
649.9m 3 1543.3m3
Spare Tubes Chemical Dosing Chemical Dosing

Tank for Tank for
Fresh Water Fresh Water
Sewage Tank Generator Generator
Cleaning Tank for Fresh Water Generator

Electric Feed Pump
Fresh Water Generator
Low Pressure Heater
Main
Boiler
Turbine Feed Water Pump
Turbine Generators
Escape Trunk
Diesel Generator
Water Heating Unit
Diesel Generator
Auxiliary Feed Water Pump
Cooling Unit Oil Filter
Main Solenoid Valves Cabinet

Chemical Injection Equipment Boiler Pre Lubrication Pump
Starting Air Receiver

Hydrazine (N2H4) Injection Equipment
Starting Air Compressor
LO Separator Unit Hydraulic Power Pack for Valves

ION Exchange Unit with Sludge Tank
Diesel Generator
DO Separator Unit
Air Conditioning Unit for Engine Room Spaces
with Sludge Tank
LO LO HFO Service
Renovating Storage Tank HFO Bunker
Tank Tank 222.5m3 Tank
45.1m 3 73.3m 3 1757.8m3
HFO Service
Chemical Products Room Tank
184.9m3
Boiler Burner
FO Unit

F T N AV I E R A
Illustration 1.0c Engine Room Arrangement - 2nd Flat Plan
Inert Gas
Inert Gas Cooling Unit Drying Unit
HFO Tank HFO Bunker Tank

Fresh Water 3 3
649.3m 1543.5m
Tank
3
258.6m
Fresh Water
Tank
3
279.4m
Inert Gas Generator Unit
440V Switchboard
Sanitary
Hot Water Unit
Steriliser
Store Area
Sanitary
Water Fog Pump Fresh Water Main Boiler
Unit
3.3KV Switchboard
440V Switchboards
Boiler Air 440/220 Transformer

MDO Storage MGO Storage Tank
Tank 3
Heater
3 58.8m
335.2m
Deck Machinery Lift
Power Pack MGO Storage Tank 3.300/440
58.6m
3 Transformer
Steering Gear
Hydraulic Unit
with Oil Tank
Escape Trunk 3.300/440
Steering Gear Transformer
Diesel
Oil Pump
MDO Daily Tank
Hydraulic Unit Oil 58.8m
3 Seal
Boiler Air
Storage Tank Air Fans
Heater 440/220 Transformer
Diesel Generator 440V Switchboards

Lifeboat Winch
3.3KV Switchboard
Oil/Grease Power Pack
Store
Distilled Water Distilled Water
Main Boiler
Tank Tank
3 3
279.4m 106.9m
Washbasin
Rope Store Area
Distilled Water LO Gravity Tank Diesel Generator LO Storage Tank 440V Switchboard
3
Tank 34m LO Tanks
Wires Store Area 151.7m
3 HFO Bunker
Tools Panel HFO Service Tank
Tank 3
Milling Machine 1757.8m
3
Tools Panel Grinding Machine 222.5m
Engine Store HFO Service
Pipe Bending
Tank
Machine 3
184.9m
Lathe
Pipe Threading Machine
Welding Area Sawing Machine

Shaping Machine Drilling Machine

F T N AV I E R A
Illustration 1.0d Engine Room Arrangement - 21800mm Deck Plan
Overflow Tank
N2 Generator N2 Compressors 86.7m3
Inert Gas Inert Gas
Inert Gas and Nitrogen
Blower Blower
Generator Room
Spare Air Blower
and Spare Electric Motor
for Air Blower
Pipe Duct
N2 Receiver
Steering Gear
Air Exhaust
Electric Electric
Accomodation Workshop Store
Emergency Exit Air Conditioning
Units
Boiler Forced Draught Fan General Service

Air Receiver
Water Analysis Unit
Steering Gear Air Fan Main
Boiler
Control Air
Compressor
Control Air
Lift
Receiver
Boiler Forced Draught Fan
Engine Control
Steering Gear Hatch - Bolted Service Air Room
Gas Room Compressor
Escape Trunk Garbage
Compactor
Garbage Storage
Incinerator Room Area
Engine Control Room Console

Main
Boiler
Steering Gear Hatch - Hinged
Boiler Forced Draught Fan Incinerator Incinerator GO

Refrigerated Tank
Provisions
Plant
Rope Hatch
Acetylene Bottle Room
CO2 Room
Pipe Duct
Oxygen Bottle Room
Overflow Tank
Chemical Products Paint Store 86.7m3
Foam Room
Store

F T N AV I E R A
Illustration 1.0e Engine Room Arrangement - 25400mm Deck Plan
Deck Store
Fresh Air
Fans
Economiser
High Temperature Fresh Water

Expansion Tank for Diesel Generator
Low Temperature Fresh Water Lift
Expansion Tank
Garbage Chute
Economiser
Fresh Air
Fans
Deck
Store

F T N AV I E R A
Illustration 1.0f Engine Room Arrangement - Engine Casing Deck Plan
Level 29,600mm
Level 33,000mm
Level 35,200mm Level 37,300mm
Exhaust Air Fan
Diesel Generator
Silencer /
Spark Arrestor
Exhaust Air Fan
Cargo
Low Temperature
Fresh Water
Deaerator Tank Expansion Tank Level 40,100mm
Deaerator Tank
Diesel Generator
Silencer / Exhaust Air Fan
Spark Arrestor
Lifeboat
Emergency
Switchboard
Emergency
Generator Room LO Storage
Tank
DO Storage
Tank
Level 42,800mm Level 47,342mm
Diesel Driven Compressor
Starting Air Receiver for

Emergency Diesel Generator

F T N AV I E R A
Illustration 1.0g Engine Room Arrangement - Elevation Plan
42,800mm
Engine Room Elevation
40,100mm
Exhaust Air Fan
37,300mm
Diesel Generator
35,200mm Silencer / Spark Arrestor
Deaerator Tank
33,000mm
29,600mm
Steering Gear
Economiser
Steering Gear
Hydraulic Unit Main Deck
with Oil Tank
Boiler Forced Draught Fan Gas Room Control Room
Steering DO GO
Gear Storage Storage Switchboard Room
Room Tank Tank Boiler Air Heater
2nd Flat
Main
Boiler
Diesel Generator
Aft Peak Escape
Tank Trunk
Turbine Generator
1st Flat
Main Engine
Gland Condenser
Neutralising and
Washing Tank
Main Circulating Pump
Upper Sea Chest

Stern Tube
Cooling Water
Tank Sea Water filter
Tank Top
Condensate Pump
LO Sump Tank Bilge Lower
Dirty Oil Tank Holding Sea
Stern Tube Oil Tank
Tank Chest

THIS PAGE IS INTENTIONALLY BLANK
Part 2: Ship’s Systems
2.1 Steam Systems
2.1.1 Superheated Steam System
2.1.2 Desuperheated Steam System
2.1.3 16kg/cm2 Steam System
2.1.4 9kg/cm2 and Low Temperature 9kg/cm2 Steam Systems
2.1.5 Medium and Low Pressure Exhaust Steam Systems
2.1.6 Gland Steam System
2.1.7 Waste Steam Systems
Illustrations
2.1.1a Main and Desuperheated Steam Systems
2.1.2a Desuperheated Steam Systems
2.1.3a 16kg/cm2 and 9kg/cm2 Steam System
2.1.4a Low Temperature 9kg/cm2 Steam System
2.1.5a Medium and Low Pressure Exhaust Steam Systems
2.1.6a Gland Steam System
2.1.7a Waste Steam System

F T N AV I E R A
Illustration 2.1.1a Main and Desuperheated Steam Systems
483B
No.1 Turbine
PI TI PI Generator PS R6 R5 R4 R3 R2 R1 L1 482B 482B
ZS
1001 1001 1288 To Economiser Soot Blowers PI PAH 5140
PT PI PAL
TAH PT PT 6113
0127 6127 PI P
1002 PT To
1477 PT
TI SS09 DS24 1113 Funnel
PI PT PI
0127 PI DS1285
To Atmospheric 6477 1450
Astern 1112 To Atmosphere
TT TI Drain Tank
Turbine 0127 0127
P DS12
LP DS26 TT TI
Turbine No.2 Turbine 1478 4123
SST003 DS27 TI
Generator TAH 74B
TI PI 141B
2001 2001 Port Boiler
73B
To Main PI 143B Set
RO
Condenser 2002 65kg/cm2
SS10 PT PT
For HP Turbine Temporary VOI TT TT 1165 3165
To Atmospheric PI 3129 1129
Pipe For Solo Running DS FT FT
Drain Tank P 0284 PT 3167 1167 PAH
ZS
5135
TAHH TT TI TAH PAL
DS47 SS 1126 1146
1077
PI PI
PT PT PI
DS13
4120
TIC P SS1079
6122 0122 Warming To Main Control Air PT PT
TT SS1078
Through Condenser 1119 1110 6110
PI SS22 SS23 Steam SS1130
0122 PI
1111
No.1 Main Feed PI ACO VCI VOI ZS
Water Pump 3201
TI E
PSL 0141 SS01
71B
1212
TT TI TAH SS05 SS03
HP 0141 SS06
Turbine
No.2 Main Feed

Water Pump To Atmosphere
PAL SS07
P
PI E PAL
PAH 71B
0126
SS08 SS02
PT To Main
PI PT PI Condenser SS04 Control Air PAH
6121 To Atmospheric PI
0126 To Atmospheric 3202 ACO VCI VOI ZS SS2130
Drain Tank Drain Tank
PT TT TI PT PI PI
6126 0149 0149 1211 0121
TT P
TI AOC RO VCI VOI ZS RO VOI ZS PT PT
5142 5143 To Atmospheric To Atmospheric 2119 SS2079 2110 7110
Drain Tank Drain Tank TIC Set
Control Air To Accommodation SS2078 65kg/cm2 PI
P TAH 2111
To Main Condenser P To Main/
SS TT TI
(For Auto Slowdown) Auxiliary 2077
TAHH
2126 2146 74B
DS0330 DS14 DS0331 Condenser FT FT
4167 2167
Control Air 60/9kg/cm2 To Atmospheric
Drain Tank RO VOI ZS TT TT
P.R.V. 5144 73B
2 4129 2129
To 9kg/cm Auxiliary
Steam System
DS17 DS20 DS16 To Main/
Auxiliary PT PT
DS15 DS0332 Condenser DS40 TAH TI Starboard Boiler 2165 4165
DS45 Key
DS39 TT TI 141B
To Atmospheric 2478 4124
Control Air 60/16kg/cm 2 Drain Tank Superheated Steam
P.R.V. PI 143B
DS11 PI
To 16kg/cm2 Auxiliary Desuperheated Steam 2450
2112 ZS
Steam System DS25 PT 5141
DS19 DS21 DS18 PT 2113
2477
Air PS PT PI PAL P
To Atmospheric 2288 PT PI PAH To
7113
Drain Tank To Economiser Sootblowers 7477 Funnel
DS46 Electrical Signal DS2285
R6 R5 R4 R3 R2 R1 L1
Instrumentation
482B 482B
Feed Water 483B

F T N AV I E R A
2. SHIP’S SYSTEMS Services Supplied from the Superheated Steam System The time taken and the rate of increase of the pressure in the system are
dependant upon the length of the system, the materials and types of jointing
2.1 STEAM SYSTEMS The following machinery is operated from the superheat steam system: and the machinery being prepared. Where temperature and pressure gauges are
fitted the increase can be monitored and controlled. Great care must be taken,
• Port and starboard main feed water pump turbines
2.1.1 SUPERHEATED STEAM SYSTEM safety being the governing factor.
• Port and starboard generator turbines
• The main turbine When sufficient drainage and warming through has taken place the system
Boiler Details should be at a similar pressure and temperature as the steam supply with the
• Desuperheated steam system drains closed in to allow sufficient flow to keep the system clear of water
Maker: Mitsubishi Heavy Industries Ltd and the bypass valve fully opened. The main section stop valve can now be
No. of sets: 2 carefully opened giving due consideration to the pressure and temperature
Procedure for Putting the Superheated Steam System into
increase that may take place. With the stop valve fully open the drains and
Model: MB-4E two drum water tube natural circulation Service bypass valves can now be closed. The drain valves should be closed when the
Maximum evaporation: 65,000kg/hour system is in use with a steam flow demand.
Normal evaporation: 50,000kg/hour It is important when bringing any steam system into service to slowly raise
the temperature of the pipes, valves and joints. Heating the various parts of The procedure for bringing the superheated steam system into operation is
Steam condition: 61.8kg/cm2 superheated steam at 515°C
the system too quickly can lead to thermal distortion and damage to joints and described in detail in section 3.3.3 Boiler Operating Procedures.
Safety valve settings: Drum 78kg/cm2 and 77.5kg/cm2 packings.
Superheat outlet 61.8kg/cm2
The system must be carefully drained of any water during this warming process Integrated Automated System
All the steam requirements for the vessel are generated in the two main boilers. to prevent steam hammer or water hammer taking place. Mechanical damage
Steam from the steam drum passes to the primary superheater section through can be caused to the surrounding materials. For this reason any water is to be The IAS does not have any control on this system, it only monitors the pressure
an orifice where the pressure drop is measured and converted to a signal for removed from the system before the pressure and temperature are increased. and temperatures, as illustrated in the mimic below.
steam flow, which serves as a function of the IAS/boiler management system.
The pressure must be increased gradually to allow expansion of the components
The steam flows through the primary section of the superheater and then to the to take place at a rate that will not lead to material failure. Any sudden increase
secondary superheater section. Taking steam from the primary superheater and in pressure can send shock waves throughout the system which are very likely
leading it through the temperature control desuperheater, situated in the water to cause damage.
drum regulates the outlet temperature of the superheated steam. A control
valve regulates the outlet from the desuperheater to the secondary superheater The superheated steam system has been arranged to allow each section to be
depending on the outlet temperature of the steam leaving the boiler. To ensure warmed though, drained and pressurised at a controlled rate. The boiler main
that there is always a flow through the secondary superheater, a line fitted superheat stop valves and the intermediate valves have drains and warming
with an orifice bypasses the temperature control desuperheater and the control through bypass valves. In principle the section or sections of line to be put
valve. The temperature control valve also has a bypass orifice. into service should have all drains along the line open when shutting down
the system and should be found in the same condition prior to commencing
The main turbine main stop valves SS06 and SS07 interconnect both boilers, warming through. With the section main stop valve closed the bypass valve
where a common line supplies the main turbine. A similar arrangement with should be gradually, partially opened. This admits a controlled quantity of
two main stop valves, SS05 and SS08, interconnects both boilers to a common steam at low pressure to enter the system. The expansion of the steam across
line supplying both turbine generators. This arrangement is repeated through the valve requires some of its internal energy to be used thus lowering its
valves SS01 and SS02 to supply the boiler feed pumps. These circuits are temperature.
designed to supply the auxiliary machinery from either boiler giving greater
flexibility. Warming through bypass valves are provided at all the principal As the steam pressure builds and the water is driven from the system the drains
stop valves. can be closed in. Similar actions should be taken with the machinery being put
into service so that the steam system and the machinery are being drained and
Steam from the superheater outlet is led to the internal desuperheater, situated gradually warmed though.
in the steam drum via valve 141B, from where it is distributed to the various
desuperheated steam services via valves DS11 and DS12.

F T N AV I E R A
2.1.2 DESUPERHEATED STEAM SYSTEMS
Internal Desuperheaters
Superheated steam from the outlet of each boiler is led to an internal
desuperheater fitted in the steam drum of each boiler. Superheated steam is led to
the internal superheater through valve 141B, which then allows a heat exchange
to take place between the superheated steam entering the desuperheater and the
saturated steam/water within the steam drum. Consequently the heat given up
by the previously superheated steam is recovered and no loss of energy should Illustration 2.1.2a Desuperheated Steam Systems
result. The desuperheated steam exits the internal desuperheater and is led to
the desuperheated steam system through a primary and a secondary stop valves From Main Turbine Bleeds
60kg/cm2 Steam from Boilers
145B and DS11/DS12. Both boilers feed a common range from which the LP IP HP
steam is branched away to the auxiliary services. To

60/16kg/cm2 PRV Sootblowers
DS0284
BS30 BS28 DS21
Systems Supplied from the Main Desuperheated Steam PT PIC
5202
PI PIC
4112 5113
System
From
• The main turbine emergency steaming connection to the LP 16kg/cm2 Header
Main
Feed Water
turbine BF21 BF20 BF19
Line
2
To 16/9kg/cm PRV
• The main dump steam system Atomising
60/9kg/cm2 PRV
Steam
BS18 BF22
PT PIC DS20
• The 16kg/cm2 steam system through 60/16kg/cm2 reducing 5203 PT PIC
5201
BF48 TIC
5302
valve DS21 Main Feed Water 9kg/cm2 Header TT
Pump Turbines
• The 9kg/cm2 steam system through 60/9kg/cm2 reducing valve 2
IP/2.7kg/cm PRV 9/2.7kg/cm2 PRV
DS20 BS36 BS18
PIC
To
Heating
PIC
Steam
• The boiler sootblower system through 60/16kg/cm2 reducing PT PT
BF55
Services
valve DS0284 5203 5203
2.7kg/cm2 Header
To MT Glands
External Desuperheaters To TG Glands 2.7/0.1kg/cm2 PRV
To Key
To Deareator BS39 Main or Auxiliary
Two external desuperheaters are provided after the 60/9kg/cm2 reducing PIC
BS29 Condensers
Exhaust Steam
valve where the steam temperature is reduced to 190°C before supplying the PT
5205
auxiliary services. Feed water is taken from either the main or auxiliary feed Desuperheated Steam
lines, reduced in pressure at valve BF20 before being passed to the temperature To
0.1kg/cm2 Header
To
controlled feed injection valves BF48 and BF55. These valves inject feed LP FW FW Evaporator
Air
Heater Heaters
water directly into the steam pipes reducing the temperature of the steam
before it is directed to the auxiliary system. The desuperheater system is fitted Feed Water
with a recirculation orifice after the pressure reducing valve but before the feed
injection valves. This ensures that during times of low spray water demand,
there is no pressure build up in the pipework after the pressure reducing valve
which could damage the equipment.
The pressure reducing valve is provided with a bypass valve for use in an
emergency should the pressure reducing valve malfunction.

F T N AV I E R A
Operation of the External Desuperheaters Integrated Automation System Control or section stop valve fully open, the bypass valves can now be closed and the
drain valves closed when there is a system demand and steam flow.
During normal operation, one of the external desuperheaters will be in use The IAS controls the pressure from the desuperheated steam system to the
whilst the other is on standby. The 9kg/cm2 desuperheated system will be 16kg/cm2 and 9kg/cm2 systems and the sootblower system. The temperature
brought into use during the plant warming through procedure described in of the auxiliary steam system is also controlled via temperature transmitters
section 1.2 To Prepare the Plant for Operation (Raising Steam). This system positioned on the auxiliary external desuperheater outlet pipe.
will then remain live throughout the period that the main plant is operational
and will only be shut down during drydock periods or when the main plant is General Procedure for Putting the Desuperheated Systems
shut down. into Operation
The standby desuperheater is provided for use should one of the desuperheaters It is important when bringing any steam system into service to slowly raise
malfunction or be undergoing maintenance. The procedure to change over the temperature of the pipes, valves and joints. Heating the various parts of
desuperheaters is as follows: the system too quickly can lead to thermal distortion and damage to joints
and packings. The system must be carefully drained of any water during this
Procedure for Changing Over External Desuperheaters warming process to prevent steam hammer or water hammer taking place.
Mechanical damage can be caused to the surrounding materials. For this
It is assumed that the entire plant system including ancillary systems is reason any water is to be removed from the system before the pressure and
functioning normally. The 9kg/cm2 desuperheated system is in use and temperature are increased. The pressure must be increased gradually to allow
functioning normally. expansion of the components to take place at a rate that will not lead to material
failure. Any sudden increase in pressure can send shock waves throughout the
a) Check that the standby desuperheater instrumentation is system which are very likely to cause damage.
functioning correctly and that the control air is supplied to the
control valve. The desuperheated steam systems have been arranged to allow each section
to be warmed though, drained and pressurised at a controlled rate. The boiler
b) Open the standby desuperheater drain valve to the atmospheric primary and secondary desuperheater stop valves 145B and DS11/DS12 have
drain tank. drains and warming through bypass valves. In principle the section or sections
of line to be put into service should have all drains along the line open when
c) Crack open the standby desuperheater steam outlet valve. Allow shutting down the system and should be found in the same condition prior to
the standby desuperheater to warm through sufficiently. commencing warming through. With the section main stop valve closed the
bypass valve should be gradually, partially opened. This admits a controlled
d) Open the standby desuperheater outlet valve slowly. quantity of steam at low pressure to enter the system. The expansion of the
steam across the valve requires some of its internal energy to be used thus
e) Crack open the standby desuperheater steam inlet valve. lowering its temperature. As the steam pressure builds and the water is driven
from the system the drains can be closed in. Similar actions should be taken
f) Open the standby desuperheater feed inlet valve. with the machinery being put into service so that the steam system and the
machinery are being drained and gradually warmed though. The time taken
g) Close the standby desuperheater drain valve. and the rate of increase of the pressure in the system are dependant upon the
length of the system, the materials and types of jointing and the machinery
h) Open the standby desuperheater steam inlet valve fully. The being prepared. Where temperature and pressure gauges are fitted the increase
standby desuperheater is now on line. can be monitored and controlled. Great care must be taken, safety being the
governing factor.
i) Check that the newly on-line desuperheater is functioning
correctly and that the load has reduced on the other When sufficient drainage and warming through has taken place the system
desuperheater. should be at a similar pressure and temperature as the steam supply with the
drains closed in to allow sufficient flow to keep the system clear of water
j) Shut down the desuperheater which is no longer required by and the bypass valve fully opened. The primary, secondary or section stop
reversing the above procedure. Check that the newly on-line valve can now be carefully opened giving due consideration to the pressure
desuperheater is continuing to cope with the load. and temperature increase that may take place. With the primary, secondary

F T N AV I E R A
Illustration 2.1.3a 16kg/cm2 and 9kg/cm2 Steam Systems
Steam Smothering Steam Smothering
PI PI
4216 1040
Main Boiler Main Boiler
FO FO BS21
Line Line
P P P P
BS4256 BS4255 BS4253 BS3253 BS3255 BS3256

FO BS4254 BS3254 FO
Line Line Ejector Fresh Water
P P P P Generator
Condenser
BS2256 BS2255 BS2253 BS1253 BS1255 BS1256 TI PI PI TI
FO BS2254 BS1254 FO 4221 4220 4222 4223
Line Line
P P P P XA
5235
BS6256 BS6255 BS6253 To Atmospheric To Atmospheric BS5253 BS5255 BS5256
BS6254 BS5254
Drain Tank Drain Tank PI
4010
BS02 BS06 BS05 BS01

BS23 BS19
BS BS
BS08
P BS4244 P BS2244 P BS6244 2226 1226 P BS5244 P BS1244 P BS3244
2 2
BS07
BS BS BS To 2.7kg/cm To 2.7kg/cm BS BS BS
4209 2209 6209 BS04 System System BS03 5209 1209 3209 To
To
Atmospheric Atmospheric From Main
Drain Condenser
Drain Tank BS36
Tank
PT PI T
PTP PS PT From General PT PS PT PI PT
7323 2251 3
2323
232 2243 2242 To Atmospheric To Atmospheric 1242 1243 1323 1251 5323
Service Air Line
PAL PI ESA Drain Tank Drain Tank ESA PI PAL Ejector
Condenser TI XA
4215 5236
To 2.7kg/cm2 TIC PI
BS15 System 6217 4214
TI PI
4213 4212
PT
6123
BS51 BS17 PI
BF48 P PS
To Low To Atmospheric 0031
Drain Tank PT TI
Temperature 0123 Main Condensate
0142
9kg/cm2 BS33 BS43 PI Line
Steam Line P 0123 TT TI
0142
9/2.7kg/cm2 BS35 HP Turbine

Air Ejector/Gland
PRV
BS53 BS52 Steam Condenser
BF55
To Atmospheric ZS
Drain Tank P E To Atmospheric To Main
Drain Tank Condenser
BS37 BS28
Set To Atmosphere To Drain Chamber To Drain Chamber To Atmospheric

PIC Drain Tank
60/16kg/cm2 PRV 22kg/cm2
PT PI
5202 4202 Key
SV2
DS18 DS21 DS19 Exhaust / Vacuum Vapour
DS46 Set To Atmosphere Desuperheated Steam

PIC 10kg/cm2 PI
60/9kg/cm2 PRV 4203 16/9kg/cm2 P.R.V.
PT PI PT PIC Condensate
5201 4201 5203
From SV1
Main Steam Sea Water
System DS16 DS20 DS17 BS20 BS18 BS16 BS12
To Atmospheric To Atmospheric To Atmospheric
Air
Drain Tank Drain Tank Drain Tank
DS45

F T N AV I E R A
2.1.3 16kg/cm2 Steam System As the turbine runs up to speed, the pressure switch will sense when the bleed i) Open the outlet valve DS19 from the 60/16kg/cm2 reducing
steam pressure has reached the required level and then open the bleed valve valve. Gradually open the inlet valve DS18. This should take at
The 16kg/cm2 system is fed from either the high pressure bleed steam on automatically. The operator should watch for this event at the control console least 15 minutes. Check that the reducing valve takes control of
the HP turbine or the 60/16kg/cm2 reducing valves. It feeds the following and check that the 60/16kg/cm2 reducing valves close in as this happens, due the pressure as desired.
services: to the decreased demand at the reducing valve.
j) Once a vacuum has been established in the condenser, it is
• Main air ejector
safe to start the turbine warming through procedure outlined in
• Both evaporator air ejectors Operation of the 16kg/cm2 Steam System section 3.4.1.
• 16/9 kg/cm2 make up The 16kg/cm2 system supplies the main condenser air ejector. As a result, the k) Check that the condenser vacuum is rising in line with
16kg/cm2 system will be in near constant use, being warmed through and put expectations and that the air ejector is performing normally.
The 16/9kg/cm2 make up reducing valves will only operate in situations where into use during the plant start-up procedure outlined in section 1.2 To Prepare
the high pressure bleed steam is supplying excess steam to the 16kg/cm2 system Main Plant for Operation (Raising Steam).
and the 60/16kg/cm2 reducing valves are closed. l) Once satisfied that the 16kg/cm2 system is operating normally,
open the 16/9kg/cm2 make-up reducing valves BS16 and
However, on occasions, it maybe necessary to shut down the main condenser BS20 and place the turbine high pressure bleed valve BS28 on
The 16kg/cm2 system is fitted with a safety valve SV2 set at 22kg/cm2 which and have the 16kg/cm2 system also shut down. This could be avoided by
protects the system from overpressurisation. The 60/16kg/cm2 reducing valves automatic. Close the line drains and the 60/16kg/cm2 warming
running a fresh water evaporator, but is still a possibility. If the 16kg/cm2 through valve DS46.
have a manual bypass/warming through valve which can be used to supply system is shut down, the main turbine must also be shut down. The procedure
steam to the system in emergency situations only. to put the 16kg/cm2 system back on line is as follows below. This procedure
must be read in conjunction with the procedure to warm through the main Integrated Automation System Control
High Pressure Bleed System turbine in section 3.4.1.
The main turbine HP bleed valves are controlled via the IAS when switched to
High pressure (HP) bleed steam is bled from the main turbine at the fifth stage a) Ensure that all work has been completed on the system, that the the REMOTE position. The valve can be operated manually from an operator
of the HP turbine. The bleed off valve BS28 opens automatically by a signal system is secure and that it is safe to commence raising the main station or, when in the AUTO position, opened/closed by the signal from to the
from the pressure switch located at the bleed off point. The normal bleed condenser vacuum. pressure transmitter PS31 situated on the HP bleed pipe.
steam pressure of 16kg/cm2 joins the air ejector supply system also supplied
by the boiler internal desuperheaters through 60/16kg/cm2 pressure reducing b) Ensure that the instrument and gauge valves are open and that Both the 60/16kg/cm2 and the 16/9kg/cm2 make-up reducing valves are
valve DS21. The bleed valve opens at a pressure of xxkg/cm2 and closes at instrument air is supplied to the control units. controlled by IAS using local pressure transmitters. The set points of these
xxkg/cm2. valves can be adjusted if required.
c) Open the inlet and outlet valves of the line drain traps.
A non-return valve BS12 is fitted in the bleed steam/16kg/cm2 system line to
prevent the 16kg/cm2 system feeding the HP turbine. This is backed-up by the d) Ensure that sea water is being supplied to the main condenser
bleed valve itself BS28 also being a non-return valve. (see section 2.3.1).
A further non-return valve is fitted at the 16/9kg/cm2 make-up reducing valves e) Ensure that cooling condensate is being supplied to the main air
for the same purpose. ejector (see section 2.2.1).
The bleed steam valves can also be manually operated from the main turbine f) Check that the steam to the fresh water generator air ejectors
emergency control panel, which will override control from other locations. isolating valve BS9 is shut.
g) Check that the air ejector steam inlet valves and vacuum
Operation of the High Pressure Bleed System drawing valves are all open.
The bleed valve can be opened or closed from the machinery console, but h) Gradually open the warming through valve DS46 until it is
automatic operation will normally be selected. All drain traps’ isolating valves fully open. This should take at least 30 minutes. Check that the
on the system should be opened. The 16/9kg/cm2 make-up reducing valves condenser vacuum starts to rise in this period. Check that the air
have two line isolating valves BS16 and BS20 which should be checked open ejector is operating normally.
prior to use. These valves should be left open at all times.

F T N AV I E R A
Illustration 2.1.4a Low Temperature 9kg/cm2 Steam System
Spray Water To Fuel Oil To Fuel Oil
To 9kg/cm2 BF48 Line Tracing Line Tracing
System BF20 From Viscorator
Steam Steam
Control
Fuel Oil Lubricating To Inert Gas Burner
From High Pressure Control Air I/P ASO196 Oil Generator Tip
From Main AS74 Drain Tank Incin.
Bleed Steam Drain Tank Atomising Clean
Steam System BS17 BS51 HT10 HT9 HT8 HT7 Sludge
TAL Steam Carrier
To Atmosphere TC Tank
2 To Atmospheric 4308
60/9kg/cm TAH To TC
Drain Tank ASO195
PRV AS75 Incinerator 4309
PIC Set AS19 AS17
BF55 TI To
10kg/cm2 Sludge
PT PI Spray Fuel Oil Fuel Oil Hot Water
DS16 DS20 DS17 TIC TI TT AS59 Pump AS21
5301 Water AS42 Heater Heater Heater AS72
5302 4302 5301
SV1
DS45 BS52 BS53 AS56

To Cargo
To Atmospheric Machinery
Room AS35 AS31 AS33 To To
Drain Tank AS43
Atmosphere Atmosphere AS71
PI
Set 4301 4kg/cm2
5kg/cm2 AS49 P.C.V.
To Fuel Oil
HT1
Line Tracing
AS77 AS79 AS23 AS25 AS57 AS15 AS73
Steam SV3
HT2
AS11
Heavy Fuel Oil Heavy Fuel Oil Set
8kg/cm2 Diesel Oil No.1 No.2 AS70
Service Tank AS4 AS14 Service Tank AS8 AS16
Purifier Heater Lubricating Oil Lubricating Oil
AS76 Purifier Heater Purifier Heater
TC TC
4304 4303 SV6
AS78
AS2 AS65 AS46 AS64 AS6 AS61 AS44 AS60 To Air Deoiler
Conditioning
System
AS40
AS50 AS52
AS36 AS38 AS37
AS22
AS26 AS20 S.C. Lower AS54 S.C. Lower AS55 AS28 AS34 AS24
AS30 AS32 To Observation AS41 To Observation
HT3 HT4 Filter Tank Filter Tank
To Forward
Fuel Oil Tank
To Fuel Oil Heavy Fuel Oil
Line Tracing Overflow
AS18 AS12 Bunker Tank Oily Bilge Holding Dirty Oil
Lubricating Oil Diesel Oil Lubricating Oil Steam Tank
Sludge Tank Sludge Tank Renovating Tank Water Tank Tank Tank
TC
4306 To Fuel Oil
Line Tracing HT5
AS13 Steam
AS68 AS48 AS69 AS10
HT6
Key
Desuperheated Steam
AS39
Air
Electrical Signal
Overflow Heavy Fuel Oil IMO
Diesel Oil
Tank and Fuel Oil AS7 AS58 Heavy Fuel Oil AS3 AS9
Bunker Tank
Lubricating Oil TC TC
Tank 4305 4307
Spray Line from Main Feed
AS5 AS67 AS47 AS66 AS1 AS63 AS45 AS62

F T N AV I E R A
2.1.4 9kg/cm2 Steam and Low Temperature 9kg/cm2 Steam A connection is provided to allow atomising air to be supplied along the Two sections of this system have further pressure reducing valves fitted to
Systems atomising steam lines. This connection is placed after an isolating valve on lower the steam pressure. They are:
the supply line to both boilers. The air supply can therefore be used while the
9kg/cm2 system is till in use. The air supply will also be supplied to the FO 1) Purifier Heaters: The three purifier heaters are supplied
9kg/cm2 Steam System purging lines and the windbox steam smothering lines. For a full description in their own section which is fed through pressure reducing
of the use of atomising air see section XXX valve AS76, which reduces the steam pressure to 6kg/cm2.
The 9kg/cm2 system is fed from either the 60/9kg/cm2 reducing valve or This section has its own safety valve SV6 which is set to 8kg/
from the 16/9kg/cm2 make-up reducing valve. The IAS controls the pressure WARNING cm2. The regulating valve is fitted with a bypass for use in an
reduction control valves for the system which feeds the following services: It is imperative that the windbox steam smothering valves are locked shut emergency.
• Both boiler FO line steam purging when atomising air is in use.
2) Deoiler and Air Conditioning: This section is supplied through
• Both boiler FO steam atomising its own pressure reducing valve AS49 which reduces the steam
Low Temperature 9kg/cm2 Steam System pressure to 4kg/cm2. This section has its own safety valve SV3
• Both boiler windbox steam smothering
which is set to 5kg/cm2. The regulating valve is fitted with a
• 9/2.7kg/cm2 make-up reducing valve This system is fed from the 9kg/cm2 system through the external desuperheaters bypass for use in an emergency.
described in section 2.1.2. The temperature is controlled to 190°C by spraying
• Low temperature 9kg/cm2 system
water from the main feed water system through valves BF48 and BF55. The Many of the services in this system, such as tank heating or FO heaters, have
pressure from the main feed water system is too high and is reduced to 20kg/ self-regulating temperature control equipment which is not necessarily linked
As the main turbine speed increases and the HP bleed valve BS28 opens, the
cm2 through pressure control valve BF20. To avoid the control valve closing to the IAS. Self-regulating services all have bypass valves for use should the
make-up valves from the 16kg/cm2 system will start to open. As this happens,
completely, with a resultant pressure surge when it opens again, a recirculation self-regulating valves fail.
the operator should ensure that the 60/9kg/cm2 reducing valves start to close
line is fitted, with an orifice, leading back to the deareator to maintain a
in.
minimum flow. The system is used for general purpose heating duties around
the engine room. Services supplied include:
Procedure for Warming Through a Section of the Low
To prevent hunting between the 16/9kg/cm2 pressure reduction valve controller Temperature 9kg/cm2 Steam System
and the 60/9kg/cm2 pressure reduction valve controller, they have the following • Tank heating
setpoints: It is important when bringing any steam system into service to slowly raise
• FO heaters
• From the 16kg/cm2 system: 9.3kg/cm2 the temperature of the pipes, valves and joints. Heating the various parts of
• Purifier heaters
the system too quickly can lead to thermal distortion and damage to joints and
• From the 60kg/cm2 system: 8.8kg/cm2
• Potable water heater packings.
• IGG atomising and heating steam
The 9kg/cm2 system is fitted with a safety valve SV1 set at 10kg/cm2 which The system must be carefully drained of any water during this warming process
protects the system from overpressurisation. The 60/9kg/cm2 reducing valves • Incinerator services to prevent steam hammer or water hammer taking place. Mechanical damage
have a manual bypass/warming through valve DS45 which can be used to • Burner carrier tip cleaning can be caused to the surrounding materials. For this reason any water is to be
supply steam to the system in emergency situations only. removed from the system before the pressure and temperature are increased.
• Deoiler
As this system supplies the boiler atomising steam, as well as feeding two • Air conditioning The pressure must be increased gradually to allow expansion of the components
other systems, it is unlikely to be shut down whilst the boilers are operating, to take place at a rate that will not lead to material failure. Any sudden increase
save by accident. The procedure for warming through this system therefore • Sea chest clearing
in pressure can send shock waves throughout the system which are very likely
covered in section 1.2 To Prepare Main Plant for Operation (Raising Steam). • Tracing steam to cause damage.
• Deck service
The steam atomising lines to both boilers are fitted with permanent connections To warm through a section of this system, all line drain valves must first
to the 2.7kg/cm2 system. This connection has a 6mm diameter orifice plate in • Observation tank heating be opened and service supply valves opened where appropriate. Allowing
situ to reduce the volume of steam lost to the lower pressure system. The services to warm through at the same time as the line gives further drainage
purpose of this connection is eliminate the possibility of a water build up The system is divided into several sections which may be shut down and points for the system. Where steam is to be allowed into a service, the drain
during periods when the atomising steam is shut off, such as boiler flash up. A isolated on an individual basis. Also, each individual service has its own set valves from that service must also be checked as open. Once satisfied that the
water build-up entering the burner is likely to cause a flame failure which this of isolating valves which can be used to isolate the steam supply, allowing section is ready to accept steam, the isolating valve should be opened gradually
connection aims to eliminate. maintenance on that equipment. and especially slowly at first.

F T N AV I E R A
Illustration 2.1.4a Low Temperature 9kg/cm2 Steam System
Spray Water To Fuel Oil To Fuel Oil
To 9kg/cm2 BF48 Line Tracing Line Tracing
System BF20 From Viscorator
Steam Steam
Control
Fuel Oil Lubricating To Inert Gas Burner
From High Pressure Control Air I/P ASO196 Oil Generator Tip
From Main AS74 Drain Tank Incin.
Bleed Steam Drain Tank Atomising Clean
Steam System BS17 BS51 HT10 HT9 HT8 HT7 Sludge
TAL Steam Carrier
To Atmosphere TC Tank
2 To Atmospheric 4308
60/9kg/cm TAH To TC
Drain Tank ASO195
PRV AS75 Incinerator 4309
PIC Set AS19 AS17
BF55 TI To
10kg/cm2 Sludge
PT PI Spray Fuel Oil Fuel Oil Hot Water
DS16 DS20 DS17 TIC TI TT AS59 Pump AS21
5301 Water AS42 Heater Heater Heater AS72
5302 4302 5301
SV1
DS45 BS52 BS53 AS56

To Cargo
To Atmospheric Machinery
Room AS35 AS31 AS33 To To
Drain Tank AS43
Atmosphere Atmosphere AS71
PI
Set 4301 4kg/cm2
5kg/cm2 AS49 P.C.V.
To Fuel Oil
HT1
Line Tracing
AS77 AS79 AS23 AS25 AS57 AS15 AS73
Steam SV3
HT2
AS11
Heavy Fuel Oil Heavy Fuel Oil Set
8kg/cm2 Diesel Oil No.1 No.2 AS70
Service Tank AS4 AS14 Service Tank AS8 AS16
Purifier Heater Lubricating Oil Lubricating Oil
AS76 Purifier Heater Purifier Heater
TC TC
4304 4303 SV6
AS78
AS2 AS65 AS46 AS64 AS6 AS61 AS44 AS60 To Air Deoiler
Conditioning
System
AS40
AS50 AS52
AS36 AS38 AS37
AS22
AS26 AS20 S.C. Lower AS54 S.C. Lower AS55 AS28 AS34 AS24
AS30 AS32 To Observation AS41 To Observation
HT3 HT4 Filter Tank Filter Tank
To Forward
Fuel Oil Tank
To Fuel Oil Heavy Fuel Oil
Line Tracing Overflow
AS18 AS12 Bunker Tank Oily Bilge Holding Dirty Oil
Lubricating Oil Diesel Oil Lubricating Oil Steam Tank
Sludge Tank Sludge Tank Renovating Tank Water Tank Tank Tank
TC
4306 To Fuel Oil
Line Tracing HT5
AS13 Steam
AS68 AS48 AS69 AS10
HT6
Key
Desuperheated Steam
AS39
Air
Electrical Signal
Overflow Heavy Fuel Oil IMO
Diesel Oil
Tank and Fuel Oil AS7 AS58 Heavy Fuel Oil AS3 AS9
Bunker Tank
Lubricating Oil TC TC
Tank 4305 4307
Spray Line from Main Feed
AS5 AS67 AS47 AS66 AS1 AS63 AS45 AS62

F T N AV I E R A
As the steam pressure builds and the water is driven from the system the drains
can be closed in. The time taken and the rate of increase of the pressure in
the system are dependant upon the length of the line, the materials and types
of jointing and the services being prepared. Where temperature and pressure
gauges are fitted the increase can be monitored and controlled. Great care must
be taken, safety being the governing factor.
When sufficient drainage and warming through has taken place the system
should be at the desired pressure and temperature with the drains closed in to
allow sufficient flow to keep the system clear of water and the isolating valve
fully opened. With the isolating valve fully open, the drain valves can now be
closed.
Special care should be taken in section which contain a pressure reducing

valve. A careful check that a service on the delivery side is fully opened to
drain should be made. If no exit is available for steam passing through a
reducer, damage may result to the reducer as the steam pressure rises on the
delivery side. Safety valves are fitted downstream of the reducers to minimise
this possibility. Due to the size and configuration of this system, it is unlikely to
be entirely shut down whilst the ship is in service. The procedure for warming
through this system therefore covered in section 1.2 To Prepare Main Plant for
Operation (Raising Steam).

F T N AV I E R A
Illustration 2.1.5a Medium and Low Pressure Exhaust Steam System To Atmosphere
Set 3.8kg/cm2
No.1 Feed Pump No.2 Feed Pump PI TI TI PI Feed Water

4235 TI Ejector Steam
Boiler TI PT TT TT 4219 Heater
TI PT Condenser
Air 1274 1484 1485 5240 4234 5233 PI
Heater 4218
Deaerator PAL
TI PI PI TI
268B BS09 PI 4221 4220 4222 4223
269B 4236
XA
BS0501 5235
ESA PSH PSH ESA
3105 3205
ES19 ES21 ES20 ES18 PI PT PI PAL BS41 PI
PAH PI PAH PI 1004 1003 Sea Water Cooled 2010
3109 3102
ZS ZS 3209
6416 6419 3202 Fresh Water
PT PIC Generator
1006 BS54
Turbine Generator
Permanent Line Drain Permanent Line Drain BS42 BS0502
from Burner Atomising from Burner Atomising BS55
To Main Main Turbine TI XA
Condenser 4215 5236
BS11 BS1001 BS1002 Warming Through To Atmospheric
Steam Drain Tank TIC PI
Turbine Generator Gland 6217 4214
Steam System TI PI
PI PT PI PAL Condensate Cooled
To 4213 4212
2004 2003 Fresh Water
Atmospheric Generator
PT PIC SS22 BS40
2016
Drain Tank
SS23
BST26
Turbine Generator
To Main
Condenser BS38 VLV
BS10 BS2001 BS2002 5277
2.7/0.1kg/cm2 BST24 BST302 BST303

PRV
To
BS13 BS39 BS27 Main
PT PI
PI TT 5205 4205 Condenser
2 PIC
2.7kg/cm ZS BS49
PT TT
2484 2485 PCV 5238
E To
PIC PT PT PI PT PI PAL PAH Main BS32
1281 6128 0128 0125
BS22 BS24 BS26 BS30 Turbine
PT PIC Glands
5329 To Atmospheric To Atmospheric
To Main PI
PT PIC Drain Tank Drain Tank
Condenser PT
5204
PT 6125 TI
0125 0144
PAH
5206 PI
PI PT PI PT 0125 TT TI
PI BS33 BS43 BS31 BS44 0124 0124 6124 0144
266B P
4204
HP
BS35 BS29 Turbine
P TT TI LP BS34
9/2.7kg/cm2 Steam 0143 0143 Turbine
PRV. Dump Valve TI
BS14
Boiler
TI Air BS37 BS25
2274 To Main
Heater Condenser
269B Key
From 9kg/cm2 Steam 2.7kg/cm2 Dump steam Line Drain to To Main To Drain Chamber
System To Main or Auxiliary Main or Auxiliary Condenser LP
Exhaust Steam PT PI
Condenser Condenser Feed Water Heater 0136 0021
Air

F T N AV I E R A
2.1.5 Medium and Low Pressure Exhaust Systems CAUTION Operation of the Medium Pressure Exhaust System
Do not open both the dump to the main condenser and the dump to the
auxiliary condenser at the same time if the main condenser is under The medium pressure exhaust system is fed by the turbine feed pumps exhaust
Medium Pressure Exhaust System normal vacuum. Doing so will cause a sudden loss of vacuum within the and is therefore very unlikely ever to be shut down whilst the boilers are
main condenser and subsequent trip of the main engine. operating. This system will be warmed through and put into use during the
The medium pressure exhaust system operates at a working pressure of 2.7kg/ plant start-up procedure outlined in section 1.2 To Prepare Main Plant for
cm2 and is fed from three separate sources. These are: The medium pressure exhaust system supplies the following services: Operation (Raising Steam).
• Medium pressure turbine bleed • Feed heating at the deairator
To connect the medium pressure bleed system to the medium pressure exhaust
• Feed water pump turbine exhaust • Warming through steam system, the following procedure should be adopted:
• 9/2.7kg/cm2 make-up reducing valve • Main turbine and turbine generator gland steam
a) Check that the medium pressure exhaust system is operating
The primary steam feed for this system comes from the feed water pump turbine • Boiler steam air heaters normally.
exhausts. During normal plant operations, one of the two turbine feed pumps
will always be operating. These turbines both exhaust into a common pipeline The deaerator is supplied with steam for feed heating purposes. This assists in b) Ensure that the instrument and gauge valves are open and that
which supplies the medium pressure exhaust system. There is no control over the liberation of incondensible gases which are then drawn from the deaerator instrument air is supplied to the control units.
the supply of this exhaust steam to the medium pressure exhaust system. to the gland steam condenser where they can be expelled from the system. The
gland steam system is described in section 2.1.6. The deaerator is also fitted c) Check that the medium pressure bleed pressure control inlet
The medium pressure turbine bleed is led from the HP/LP turbine crossover with a safety valve set at 3.8kg/cm2 to protect against overpressurisation. and outlet valves BS26 and BS22 are open. If not, open the line
pipe and is similar in description and operation to the high pressure bleed drains and slowly open these valves.
system described in section 2.1.3. The bleed valve BS30 is normally operated Warming through steam is supplied to the main turbine to achieve slow and
automatically. As the main turbine speed increases, the pressure in the even warming of the turbines and the casings without using superheated steam. d) Once the bleed line has sufficiently warmed through, place the
crossover pipe rises. When the pressure reaches XXXkg/cm2, the bleed valve Warming through steam is supplied to the inlet of the HP turbine from where bleed valve BS30 on AUTOMATIC.
automatically opens. It closes when the pressure falls to XXXkg/cm2. A it passes through the turbine machinery to the main condenser achieving the
further pressure control valve BS24 is fitted in the bleed line after the bleed gradual temperature increase required for safe operation of the plant. The e) Once the turbine has run up to speed, check that the bleed valve
valve but prior to joining the medium pressure exhaust system to reduce the warming through steam connection is protected from backfeeding superheated opens and that there is a corresponding change in position of the
pressure of the bleed steam in the event that the pressure in the crossover pipe steam by a double non-return valve arrangement (SS22 and SS23) in the make-up reducing valves and/or the dump valves as the system
rises above the system pressure. The bleed line is continually drained to the pipework. compensates for the additional supply.
main condenser via an orifice situated before the automatic bleed valve.
The main turbine and turbine generator gland steam arrangements are discussed f) Once the bleed valve is confirmed open, close the line drains.
The bleed steam valves can also be manually operated from the main turbine in detail in section 2.1.6. Both the main turbine and the turbine generator gland
emergency control panel, which will override control from other locations. steam supplies are fitted with orifice plates which exhaust directly to one of the
condensers. This orifice plate is fitted to guarantee a steam flow at the inlet of
Should there be insufficient steam to supply the system from the above sources, the gland steam system and so prevent a build up of condensate at times when
the system can make-up its steam supply from the 9kg/cm2 system, through the gland steam supply is not required.
make-up reducing valve BS35, by a controller with a setpoint of 2.7kg/cm2.
This valve is controlled by the IAS which uses local pressure sensors to detect The boiler steam air heaters are in use constantly whilst the boilers are operating.
system pressure. They are simple finned tube arrangements and require little supervision during
operation, except checking that the drains are clear and that the air temperature
On occasions it is possible for the supply of steam to exceed the demand. is at the desired level. Steam air heaters, as with all other steam plant, should
Excess pressure from the system is dumped to the main condenser by a be warmed through slowly and gradually to avoid water/steam hammer and
controller with a setpoint of 2.9kg/cm2. If the main condenser is shut down, possible subsequent damage.
the excess pressure can be diverted to the auxiliary condenser. Dump steam
control valve BS29 dumps excess steam to the condensers with valve ES24
directing the steam to the main condenser and valve ES25 directing steam to
the atmospheric condenser.

F T N AV I E R A
Illustration 2.1.5a Medium and Low Pressure Exhaust Steam System To Atmosphere
Set 3.8kg/cm2
No.1 Feed Pump No.2 Feed Pump PI TI TI PI Feed Water

4235 TI Ejector Steam
Boiler TI PT TT TT 4219 Heater
TI PT Condenser
Air 1274 1484 1485 5240 4234 5233 PI
Heater 4218
Deaerator PAL
TI PI PI TI
268B BS09 PI 4221 4220 4222 4223
269B 4236
XA
BS0501 5235
ESA PSH PSH ESA
3105 3205
ES19 ES21 ES20 ES18 PI PT PI PAL BS41 PI
PAH PI PAH PI 1004 1003 Sea Water Cooled 2010
3109 3102
ZS ZS 3209
6416 6419 3202 Fresh Water
PT PIC Generator
1006 BS54
Turbine Generator
Permanent Line Drain Permanent Line Drain BS42 BS0502
from Burner Atomising from Burner Atomising BS55
To Main Main Turbine TI XA
Condenser 4215 5236
BS11 BS1001 BS1002 Warming Through To Atmospheric
Steam Drain Tank TIC PI
Turbine Generator Gland 6217 4214
Steam System TI PI
PI PT PI PAL Condensate Cooled
To 4213 4212
2004 2003 Fresh Water
Atmospheric Generator
PT PIC SS22 BS40
2016
Drain Tank
SS23
BST26
Turbine Generator
To Main
Condenser BS38 VLV
BS10 BS2001 BS2002 5277
2.7/0.1kg/cm2 BST24 BST302 BST303

PRV
To
BS13 BS39 BS27 Main
PT PI
PI TT 5205 4205 Condenser
2 PIC
2.7kg/cm ZS BS49
PT TT
2484 2485 PCV 5238
E To
PIC PT PT PI PT PI PAL PAH Main BS32
1281 6128 0128 0125
BS22 BS24 BS26 BS30 Turbine
PT PIC Glands
5329 To Atmospheric To Atmospheric
To Main PI
PT PIC Drain Tank Drain Tank
Condenser PT
5204
PT 6125 TI
0125 0144
PAH
5206 PI
PI PT PI PT 0125 TT TI
PI BS33 BS43 BS31 BS44 0124 0124 6124 0144
266B P
4204
HP
BS35 BS29 Turbine
P TT TI LP BS34
9/2.7kg/cm2 Steam 0143 0143 Turbine
PRV. Dump Valve TI
BS14
Boiler
TI Air BS37 BS25
2274 To Main
Heater Condenser
269B Key
From 9kg/cm2 Steam 2.7kg/cm2 Dump steam Line Drain to To Main To Drain Chamber
System To Main or Auxiliary Main or Auxiliary Condenser LP
Exhaust Steam PT PI
Condenser Condenser Feed Water Heater 0136 0021
Air

F T N AV I E R A
Low Pressure Exhaust System Procedure for the Operation of the Low Pressure Exhaust Integrated Automation System (IAS) Control
System
The low pressure exhaust system operates at a working pressure of 0.1kg/cm2 The main turbine medium pressure bleed valve is controlled via the IAS when
and is fed from two separate sources. These are: It is assumed that the system is shut down. Both evaporators must also be switched to the REMOTE position. The valve can be operated manually from
shut down. As the evaporators are not operating, this procedure describes how an operator station or, when in the AUTO position, opened/closed by the signal
• Low pressure turbine bleed
to warm up to the evaporator steam isolating valve. Normally, the procedure from to the pressure transmitter PS3s situated on the HP/LP crossover pipe.
• 2.7/0.1kg/cm2 make-up reducing valve below would be carried out at the same time as the procedure for starting an
evaporator, as outlined in section 2.14. The four sets of pressure reducing, pressure controlling and dump valves in
The low pressure turbine bleed is led from the LP turbine xxx stage and these systems are controlled by the IAS using local pressure transmitters. The
is controlled by a manual valve BS34. This valve will be opened when the a) Check that the medium pressure exhaust system is operating set points of these valves can be adjusted if required.
vessel has reached XXX load and should be closed again when XXX load is normally.
reached.
b) Ensure that the instrument and gauge valves are open and that
CAUTION instrument air is supplied to the control units.
It is important that the LP bleed valve is closed promptly at the required
load setting as leaving it open at low loads will subject the outlet valve to c) Open the line drain valves.
the main condenser vacuum. Any malfunction of this non-return valve
may result in main condenser vacuum loss. d) Slowly and gradually open the pressure reducing valve bypass
valve BS49.
Should there be insufficient steam to supply the system demand from the LP
bleed or the LP bleed is shut, the system can make up its steam supply from e) Check that the line drains are blowing clear of water. Close the
the 2.7kg/cm2 system through make-up reducing valve BS39. This valve is drain in as the pressure increases.
controlled by the IAS which uses local pressure sensors to detect system
pressure. It has a warming through/bypass valve for use in emergencies. f) Once the system has had sufficient time to warm through, open
the pressure reducing valve outlet valve BS27.
The low pressure exhaust system supplies the following services:
• Both fresh water generators heating steam g) Slowly and gradually open the pressure reducing valve inlet
valve BS13 until the pressure reducing valve takes control of
• LP feed heater
the system pressure. At this point, open the inlet valve fully and
shut the bypass valve.
Both fresh water generators have local steam demand controllers which
use control valves to regulate the steam supply to the heating sections of
The system is now ready to start an evaporator. Once a steam flow is established
the evaporators. Both fresh water generators also have a desuperheating
to the evaporator, the line drains can be closed and the system is operational.
condensate water spray arranged in the steam supply lines. This spray is fed
from the condensate system (see section 2.2.1) and is used to cool the steam
prior to contact with the relatively cool evaporator heat exchanger surfaces. It is Connecting the Low Pressure Bleed and Low Pressure Feed Heater
a manual valve arrangement only and is adjusted by the operator to XXXX. a) Check that the LP feed heater inlet valve BS14 is open.
The LP feed heater is used to boost the feed heating of the condensate prior to b) Once the turbine has reached XXX load, crack open the LP
entry into the deaerator. This helps achieve the optimum deaeration effect of bleed valve BS34. Allow a sufficient period for the pipework to
the feed water at the deaerator. The LP feed heater is fitted with a safety valve warm through.
to protect the heater in the event of an overpressurisation of the system.
c) Slowly and gradually open the bleed valve over a period of
not less than 20 minutes. Once open check that the pressure
reducing valves are compensating for the additional supply.
d) Check the feed heater is operating normally.

F T N AV I E R A
Illustration 2.1.6a Gland Steam System
Superheated Steam Gland Steam
Reservoir
Constant
PX Level Pot
128
PI PI PAL PAH
128 128 128 To Main
128
From Main Steam Condenser
PX
Strainer 128-1
No.1
PAL PI PT PI
Nozzle Valve 1003 1004
PIC PT Turbine Generator Gland

1006 PI
1003 Steam System
PSH PAH I A S
1002 1001
Turbine Generator
ES6
Astern Ahead
Valve Valve BS1002 BS1001 BS11
To Main
Condenser
No.2 HP LP Astern PAL PI PT PI

Nozzle Valve Turbine Turbine Turbine 2003 2004 From Air
Manifold
PIC PT
2016 PI
Crossover 2003
Pipe PSH PA2
2002 1001 I I
P P
Turbine
Generator
BS2002 BS2001 BS10

BST25 BST28
ES16 ES26
POS
POS
BST BST BST
BST29
302 26 303
Gland Leak-Off Turbine Feed Water Pump Make-Up
Reservoir Leak-Off
Leak-Off
From 2.7kg/cm2
System
ES17 BST27

Leak-Off
BST24
To Main
Condenser
To Main ES27 ES28

Condenser Set at 3.8kg/cm2 To Atmospheric
Auxiliary Steam
Condenser
Water Supply Plug
ES22
To Atmospheric To Main
VI RI SA
0018 PI PI PI PI Drain Tank Condenser
From Main 0141 0142 0144 0143
Condenser TI Key
KHI PI
Gland Exhaust Fan PT Exhaust Steam

To Bilge Deaerator
ES30 C18 CI Auxiliary Steam
ES29
500
Air Ejector/ From 2.7kg/cm2 Air
Gland Condenser From Atmospheric
Condenser System
Superheated Steam
Drain Plug

F T N AV I E R A
2.1.6 GLAND STEAM SYSTEM Gland Steam Condenser Procedure to Put the Main Turbine Gland Steam System into
Operation
The gland steam condenser is a horizontal, straight tube type with the gland
Principle of Gland Steam exhaust fan mounted on top. It has cooling tubes through which the main Prior to bringing the gland steam system into operation ensure that all the drain
condensate is passed to act as the cooling medium. Turbine gland leakage steam trap isolating valves are open, the main turbine LO system is in use and the
Steam for the gland sealing for both generator turbines and the main turbine is
and air is collected in the gland steam condenser. Air and non-condensible turning gear is operating:
supplied from the medium pressure exhaust steam system.
gases are drawn out and exhausted by the fan. This unit is combined with the
main condenser air ejector, the air ejector using the condensing tube bundle to a) Ensure that the supply from the medium exhaust steam system
Labyrinth type seals are used at the end of the turbine rotors to prevent the
condense the steam produced during its operation. Moreover, the gland steam is available.
steam in these regions from leaking to atmosphere and more importantly, to
condenser receives gland steam leak-off from the turbine generators, turbine
prevent air from entering the turbine where the internal pressure is less than
feed pumps and draws from the deaErator. The gland steam condenser and b) Ensure that the instrument and gauge valves are open and that
atmospheric. The seals are formed by radially slotting sections of labyrinths
exhaust fan therefore discharge air and incondensible gases for the entire steam instrument air is supplied to the control units.
into the packing rings, which themselves are likewise slotted radially into the
system.
turbine upper and lower casings. The peak and trough edges of these labyrinths
are located adjacent to corresponding square radial grooves machined into the c) Carefully crack open the supply valve BST24 to the gland
A cross-connection is provided to pass the gland steam leak-off to the steam system. Open the gland steam inlet drain BS40. Allow
rotor shaft. The clearances between the labyrinth edges and rotor are minimised
atmospheric condenser if required. The draw from the gland steam fan can the line to warm through.
to reduce steam leakage between the inner (high gland steam pressure) areas
also be connected to the atmospheric condenser.
and outer (low gland steam pressure) areas. Adequate axial clearance between
the rotor and labyrinths allow for the designed axial movement and expansion d) Ensure that the main condensate system is operating normally
The gland steam leak-off condensate passes through a loop seal and drains and cooling water supplied to the gland steam condenser. The
between the rotor and the casing.
to the atmospheric drains tank. The loop seal is designed to allow the gland gland steam condenser fan will already be running.
steam leak-off condensate to successfully drain to the atmospheric drains tank
Steam is supplied to the glands from a gland steam receiver mounted
without losing the low vacuum created in the gland steam condenser shell by c) Open the gland steam leak-off outlet valve ES27 to the gland
underneath the turbine. Where the turbine internal steam pressure is higher
the gland steam exhaust fan. A drain from the initial stage of the gland steam steam condenser.
than the pressure in the gland housing, steam will enter the series of
condenser is led directly to the main condenser to facilitate operation as an air
diaphragms from the turbine, as well as supplying the gland steam receiver
ejector. d) Set the gland steam packing steam pressure controller to the
and is effectively throttled across each stage causing its pressure to drop. The
gland steam receiver is connected to the inner sections of the glands so that the desired pressure of 0.2kg/cm2.
steam supplied will pass outwards and is led away from the outer glands to the Main Turbine Gland Steam System
packing steam receiver and from there it is dumped to the main condenser by e) Open the gland steam make-up and the two spill control outlet
the system controller. valves.
Gland steam pressure in the receiver is controlled by two air operated control
valves operating in a split range. The main valve is a pressure reducing valve
Where the pressure in the gland housing is greater than the internal turbine f) Slowly open the gland steam spill control valve inlet isolating
from the 2.7kg/cm2 range and the other valve is used to dump the excess steam
pressure at the shaft exit point, the steam available from the gland steam valve.
to the main condenser. In the case of low gland steam pressure, the make-up
receiver will be drawn through the gland, effectively sealing it and preventing valve opens and supplies the gland steam to the glands. In the case of high
the ingress of air. The need for the steam to make-up or spill changes with the g) Slowly fully open the gland steam make-up control valve inlet
gland steam pressure, the spill valve opens and the gland steam is dumped to
turbine load, i.e. at high load the steam will generally be spilt out of the system isolating valve BST24.
the main condenser. Both control valves are fitted with manual bypass valves
and at low loads the packing steam will need to be made up. Steam from the for use in emergency situations. The gland steam receiver is permanently
outer stages of the labyrinth is led to a separate gland leak-off reservoir also drained to the condenser via an orifice.
mounted underneath the turbine. Due to the make-up and spill operation of the
controller on the inner glands, the pressure of the steam at the leak off point is In order to prevent hunting or cycling, the packing steam controller should be
always positive. The gland steam leak-off reservoir has a water filled U-bend adjusted with a small dead band between the opening of the spill and make-up
as a safety measure to prevent overpressurisation of the reservoir. valves. The steam pressure is maintained at about 0.2kg/cm2.
The main turbine manoeuvring valve outer glands and extra nozzle valve outer In the case of the HP rotor HP gland, the labyrinth is fitted with two extra
glands also drain to the gland steam leak-off reservoir. inner glands on these inner leak off points. These leak-off points are led to the HP turbine at a
valves are led to the HP/LP crossover pipe where the pressure is lower than the position where the leak off will always be drawn towards the turbine whilst
gland. From the gland leak off reservoir, the steam is drawn to the gland steam it is operating. These extra leak-off points reduce the gland pressure from full
condenser by the gland steam fan, described below. boiler pressure to a level where it is in line with the gland pressures elsewhere
in the turbine system.

F T N AV I E R A
Illustration 2.1.6a Gland Steam System
Superheated Steam Gland Steam
Reservoir
Constant
PX Level Pot
128
PI PI PAL PAH
128 128 128 To Main
128
From Main Steam Condenser
PX
Strainer 128-1
No.1
PAL PI PT PI
Nozzle Valve 1003 1004
PIC PT Turbine Generator Gland

1006 PI
1003 Steam System
PSH PAH I A S
1002 1001
Turbine Generator
ES6
Astern Ahead
Valve Valve BS1002 BS1001 BS11
To Main
Condenser
No.2 HP LP Astern PAL PI PT PI

Nozzle Valve Turbine Turbine Turbine 2003 2004 From Air
Manifold
PIC PT
2016 PI
Crossover 2003
Pipe PSH PA2
2002 1001 I I
P P
Turbine
Generator
BS2002 BS2001 BS10

BST25 BST28
ES16 ES26
POS
POS
BST BST BST
BST29
302 26 303
Gland Leak-Off Turbine Feed Water Pump Make-Up
Reservoir Leak-Off
Leak-Off
From 2.7kg/cm2
System
ES17 BST27

Leak-Off
BST24
To Main
Condenser
To Main ES27 ES28

Condenser Set at 3.8kg/cm2 To Atmospheric
Auxiliary Steam
Condenser
Water Supply Plug
ES22
To Atmospheric To Main
VI RI SA
0018 PI PI PI PI Drain Tank Condenser
From Main 0141 0142 0144 0143
Condenser TI Key
KHI PI
Gland Exhaust Fan PT Exhaust Steam

To Bilge Deaerator
ES30 C18 CI Auxiliary Steam
ES29
500
Air Ejector/ From 2.7kg/cm2 Air
Gland Condenser From Atmospheric
Condenser System
Superheated Steam
Drain Plug

F T N AV I E R A
Turbine Generator Gland Steam System Main Feed Water Pumps
The turbine generator gland sealing is supplied in a similar manner to the main The main feed pump turbine shaft glands, control valve steam glands will
turbine with desired pressure maintained in the gland packing steam receiver always be under positive pressure when operating and therefore no make-up
by make-up and spill valves. Excess pressure is dumped to the respective steam is necessary. Leak off steam is drawn away from the glands to the gland
turbine exhaust line. The reservoir is constantly drained to the exhaust line via condenser.
an orifice. The leak off from the glands, main stop valve glands and regulating
valve glands are drawn to the gland condenser.
Procedure to Put the Main Feed Pump Gland Leak-off into
Operation
Procedure to Put the Turbine Generator Gland Steam System
into Operation Prior to bringing the steam turbine driven pump gland steam system into
operation ensure that all the drain trap isolating valves are open.
Prior to bringing the generator gland steam system into operation ensure that
all the drain trap isolating valves are open, the turbine generator LO system is a) Ensure that the main condensate system is operating normally
in use and the turbine is turning on the turning gear. This procedure should be and cooling water supplied to the gland steam condenser. The
read in conjunction with the procedure for starting a turbine generator outlined gland steam condenser fan will already be running.
in section 2.11.1
b) Open the gland leak-off valves, ES16 on the port feed pump and
a) Ensure that the supply from the medium exhaust steam system ES17 on the starboard feed pump.
is available. Open all available line drains.
The gland leak-off valves should remain open during normal operating
b) Ensure that the instrument and gauge valves are open and that conditions so that the off-line feed pump is ready to start immediately.
instrument air is supplied to the control units.
c) Ensure that the main condensate system is operating normally Deaerator

and cooling water supplied to the gland steam condenser. The
gland steam condenser fan will already be running. Non-condensible gases from the deaerator are also drawn to the gland steam
condenser. The deaerator vent valve and isolating valve ES22 to the gland
d) Open all line drains and crack open the steam isolating valve to steam condenser should remain open whilst the plant is in operation and its
the turbine generator gland steam, BS10 or BS11. position varied, depending upon the oxygen readings obtained in the feed
water analysis.
e) Open the gland steam leak-off outlet valve, ES6 or ES26, to the
gland steam condenser.
f) Open the turbine generator exhaust valve bypass ES10.
g) Slowly increase the set point of steam pressure controller to

the desired pressure of 0.2kg/cm2. Allow the line time to warm
through.
The gland steam system is now operational. This system can be used to assist
warming through the turbine but is usually carried out in conjunction with the
starting up procedure for the turbine generator. This will slightly modify the
above procedure. Refer to section 2.11.1 for details of this procedure.

F T N AV I E R A
Illustration 2.1.7a Waste Steam System
To Exhaust Gas Pipe Funnel Top Set at
22kg/cm2
SV02
Silencer SV3038
Set at Set at
Silencer 78kg/cm2 SV1038 77.5kg/cm2
60/16kg/cm2
Main Boiler P.R.V.
P
To Main
Near Scupper
Steam System
71B SS1079 SS1077
Set at 3.8kg/cm2 Set at 65kg/cm2
73B 74B SS OD
SV1037 Set at
1078 01
10kg/cm2
SV01
Deaerator 141B
To Desuperheater
60/9kg/cm2
P.R.V.
Near Scupper
Near Scupper
SV4038
Set at Set at
SV2038 Set at
78kg/cm2 77.5kg/cm2 5kg/cm2
From
Atmospheric Condenser Main Boiler SV03
Vents
P
To Main
Steam System
71B SS2079 SS2077
Set at 65kg/cm2 4kg/cm2
Set at Set at P.C.V.
5kg/cm2 5kg/cm2 SS2 OD
SV2037
077 02
73B 74B
SV04 SV05 Near Scupper
From Main Dump From Main Dump

Steam Line Steam Line
141B
To Desuperheater
Key
Superheated Steam
Near Scupper Near Scupper

Desuperheated Steam

F T N AV I E R A
2.1.7 WASTE STEAM SYSTEM (Note: The opening and closing pressures are set in the presence of class Boiler Vents
and possibly state surveyors and the cap and lifting fork lever are Each boiler has two superheated vents which are opened during the raising
padlocked. The pressures must not be adjusted without a surveyor steam procedure. One vent is on the 6th stage of the superheater while the other
Steam Drum Safety Valves
being present.) is on the main desuperheater inlet line. These vents guarantee a positive steam
Maker: Fukui Seisakusho Co. Ltd
flow through the boiler during the raising steam period.
Type: Full bore The safety valves may be tested when the pressure of the boiler is near working
Opening pressures: 78kg/cm2 and 77.5kg/cm2 pressure when it is being fired. This is achieved by pulling the spring loaded The vents are controlled automatically by the ABC system during operation.
easing lever firmly and it ensures the safety valve internals are free to operate Manual valves are available for use should the automatic system be
Closing pressures: 71.14 and 70.5kg/cm2
when required. All safety valves are fitted with open drains to facilitate internal unavailable for any reason. Each vent is fitted with two drains which are led
Seat diameter: 38mm drainage of the valve mechanism, avoiding any build up of scale on the valve to deck scuppers. One drain is at the base of the waste pipe to lead away any
Disc lift: 8.3mm surfaces. accumulated rain water.
Relieving capacity: 30,400kg/h
The safety valve waste steam is led away to the funnel top by pipelines The vent waste steam pipes are similar in construction to the boiler safety valve
specially constructed so that they are not in contact with the safety valve outlet waste pipes. The waste pipelines are fitted with silencers to reduce the noise
Superheated Steam Outlet Safety Valve elbow. They are of a larger bore than the safety valve seat and are suspended levels on deck when the vents are open. The waste pipelines have a branch to
from pipe hangers which allow for: the exhaust gas pipe which is normally blanked off.
Maker: Fukui Seisakusho Co. Ltd
Type: Full bore
• Safety valve discharge reaction
Opening pressures: 65kg/cm2
Closing pressures: 59.1kg/cm2 • Exhaust pipe vibration
Seat diameter: 38mm • Relative expansion between the safety valve and the waste
Disc lift: 8.3mm pipeline due to temperature change
Relieving capacity: 18,050kg/h
There are two waste pipes, one for each boiler. The drains from the waste
pipelines are directed to deck scuppers.
Introduction
System Safety Valves
Boiler Safety Valves The steam systems around the machinery spaces are fitted with safety valves
Safety valves are fitted to the boilers at the following locations to protect the at various points to protect parts of the systems from overpressurisation. These
boilers against damage due to overpressure: systems include the following:
• Feed water economiser outlet: 1 set • Deaerator safety valve (set at 3.8kg/cm2)
• Steam drum shell: 2 sets • 16kg/cm2 range safety valve
• Superheated steam outlet: 1 set • 9kg/cm2 range safety valve
• 4kg/cm2 range safety valve
The valves are the full bore type which open fully at the set pressure. This
• Main dump desuperheater safety valves
is achieved by the design of the valve disc allowing steam to leak past the
seat into a steam collecting chamber when the set pressure is reached. This
The vents from the atmospheric condenser are also led into one of the waste
rapidly increases the lifting force on the spring and lifts the disc clear of the
pipes from the system safety valves. Waste pipelines are constructed in a
seat. The superheated steam outlet safety valves open at a lower pressure than
similar manner to the boiler safety valve waste pipes.
the steam drum safety valves, thereby maintaining a steam flow through the
superheater tubes in the furnace when the boiler reaches the safety valves
There are two waste pipes for the steam systems each receiving three of the
opening pressure.
above exhausts.
The economiser feed safety valves are described in section 2.2.3.

2.2 Condensate and Feed Water Systems
2.2.1 Main and Auxiliary Condensate System
2.2.2 Boiler Feed Water System
2.2.3 Clean Drains System
2.2.4 Contaminated Drains System
Illustrations
2.2.1a Main and Auxiliary Condensate System
2.2.2a Boiler Feed Water System
2.2.2b Main Feed Pump
2.2.2c Main Feed Pump Trip System
2.2.3a Clean Drains System
2.2.4a Contaminated Drains System

F T N AV I E R A
Illustration 2.2.1a Main and Auxiliary Condensate Systems TI To Main
Main Dump Steam External
Connected to Main Feed Water Pump LI 4223 Condenser
4214
Desuperheaters
CW40 TAH
CW42 ES334 TIC
TI Condensate H/S
CW CW CW CW38 Cooled
54 55 56
0044 TT CW TI
LSL 5217 39 4222 No.1 Fresh Water ES347
5213 Generator Desuperheated
LT LI LT LI LT LI
CW37 CW41 Steam Steam
5227 4237 5226 4236 5225 4235 Deaerator ES
Distilled Water Distilled Water Distilled Water Drain 12
BF ES335
Tank 18A Tank 18FS Tank 18F 27 CW36 To Evaporator
289.2m3 161.7m3 109.1m3 Low Pressure
Feed Water TI
Desuperheater ES
CW CW CW LIC LT
Heater 0043
Nozzles ES347 13
43 44 45 5211 5212 AOC VOI VCI
To Boiler Feed PI Desuperheated
CW74 CW73 CW72 Water Pumps LAL LAH
4225
Steam
P
CW CW CW From To Astern Water
69 70 71 Fresh Water Spray Turbine Main V12 V8 V12
Generators CW89 CWT57 CW35
Sample To Hydrazine CW52

PS To Auxiliary
Injection Pump Condenser
Overboard Discharge
To Cold Start Fresh Water Pump Spill PI PI
V12 V8 V12 1007 1007
Valve To Boiler Compound
Deioniser PI PI CM PI XA Injection Pump Feed Water Pumps
4238 4239 6219 4240 5218 For Filling the CW53 Sealing/Cooling
Shut-Down Boilers Water
3 1 3 1
4 2 4 2
CW34 CW62 CW33
Key
IS83 IS82
PAH PAL FT CM Condensate/Distilled Water
PI
CM 6222 6221 4244 CW32
6218 PS PS PI Control Air
CW47 4241
H CL NAOH
6223 6224
CM PI Instrumentation
6220 4243 CW51
CW Desuperheater Steam
PI PI TT TI
3 1 3 1 84 Superheated Steam
4 2 4 2 4234 4233 5232 4232
CW48
PI Exhaust Steam
4242 Grease
PD
4245
Make-Up Extractor
Valve CW31
From Feed Water SC
CW57 Analysis System Sample
P 3341
SAH
CW46 CW30 CW61 CW29
VLV
ESLD LIC 5273 Atmospheric
CW26 Condenser
LAL CW25 CW24 CW23
CW18 CW27 CW20
TT TI PS
0161 TT
LAH 5219 4210 5236
PI PI 5216
CW22 4219 4220
CW87 CW19 Changeover
CW66 SC
LT AOC VOI VCI
PI CW CW LIC 4341
0161
4224
CW3 CW93 CW8 86 85 5209 Sample CW
P SAH 11 PI PI
IS IS Low Duty Condensate TI TI
4226 4229
59 64 Pump (30m3/hour) 0042 0041
CW88 CWT56 CW21
LS PI PI Atmospheric LAH
4215 4217
CW94 Drain Tank CW12 CW15
Gland TI (7m3)
5235
PI PI
LSB LSH Dump Steam Box Condenser 4209 LS 4227 4230
0161 Main CW5 CW92 CW7 Pump Start 5208
Condenser CW Main Condensate LI
LSC IS IS
65 9 63 Pumps (100m3/hour) LS
4208
Pump Stop CW13 CW16
5207 PI PI
IS61 IS LT 4228 4231
LI PI IS PI SC TI TT LAL
TI TT IS CW 62 75 4221 5214
5233
4216 4218 1341
0161
1461 1461 60 10 PT
5208
Sample SAH 5215 CW95 CW14 CW17
CW68 CW4 CW91 CW6 CW
Overflow 90 Drain Drain Tank Extraction Pumps
CW67 CW58 (42m3/hour)

F T N AV I E R A
2.2 CONDENSATE AND FEED WATER SYSTEMS Atmospheric Condenser Main Condensate System
Maker: Ramon Vizcaino Refrigeracion S.A.
2.2.1 MAIN AND AUXILIARY CONDENSATE SYSTEMS The prime function of the main condensate system is the removal of condensate
Type: Single pass shell and tube
from the main condenser and its delivery to the deaerator, for return to the
Cooling surface: 320m2 boilers by the feed pumps. The condensate performs other useful functions
Main Condensate Pump Cooling water flow: 2,500m3/hour during this transfer, as detailed below.
Maker: Shinko Industries Ltd. Design pressure: 5kg/cm2
No. of sets: 2 Design temperature: 165°C Three pumps are arranged to take suction from the main condenser, two full
capacity and one low duty. They are designed to auto-cavitate so that if they
Model: EVZ130M
lose suction, the normal cavitation associated with this takes place away from
Capacity: 100m3/hour at 90 mth Gland Steam Condenser/Air Ejector Unit the impeller. Cavitation can cause damage and erosion in centrifugal pumps,
Rating: 440V, 45kw, 1,800 rpm particularly to the impeller. By the nature of the conditions under which these
Maker: Kawasaki Heavy Industries Ltd.
Motor: ABB TEFC 3GAA 222 002-BDA pumps operate with no positive head and variable flow rates, cavitation is a
Type: 2 element, 2 stage steam jet real danger. For this reason the pump is designed so that cavitation will not
with inner and after chamber cause damage.
Low Duty Condensate Pump Cooling surface: Inner chamber 19.5m2
Maker: Shinko Industries Ltd. After chamber 11.1m2 The pump delivers the condensate into the main condensate system. It passes
Cooling water flow: 91.6m3/hour through the condensate cooled evaporator distillation coils, the gland steam
No. of sets: 1
Tube size: 19mm diameter, 1.2mm thickness condenser cooling tubes and the low pressure feed heater. These can all be
Model: EVZ70M bypassed if necessary. This routing of the condensate serves the dual purpose
Capacity: 30m3/hour at 75 mth of condensing or cooling other sources of heat within the plant and heating
Rating: 440V, 18.5kw, 1,800 rpm Low Pressure Feed Heater the condensate. This greatly improves plant efficiency as well as performing
Motor: ABB TEFC 3GAA 182 101-BDA Maker: Kawasaki Heavy Industries Ltd. cooling functions.
Type: Shell and U-tube A branch from the main condensate line, situated after the gland steam
Main Condenser Cooling surface: 194m2 condenser supplies condensate to spray nozzles situated in the dump steam
Maker: Kawasaki Heavy Industries Ltd. Cooling water flow: 104.7m3/hour chamber of the main condenser. This provides further cooling of the dump
Tube size: 19mm diameter, 1.0mm thickness steam whilst reheating the condensate being sprayed.
Type: Surface type with dump steam chamber
Cooling surface: 3,250m2 Several other branches from the main condensate line supply condensate to the
Cooling water flow: 15,800m3/hour Grease Extractor following services:
Distance between Maker: Bollfilter Protection Systems • Evaporator desuperheater sprays
tube plates: 5 metres No. of sets: 1 duplex
Tube size: 19mm diameter, 0.7mm thickness • Boiler chemical feed tank filling
Type: 2.78.2 for filtration of condensate
No. of tubes: 10,890 • Boiler water analysis unit for sampling
• No.1 and No.2 external desuperheater spray water
Deaerator
Atmospheric Drain Tank Extraction Pump • No.1 and No.2 main feed water pump mechanical seal cooling/
Maker: Sasakura Engineering Co. Ltd. flushing water
Maker: Shinko Industries Ltd.
No. of sets: 1
No. of sets: 2
Storage capacity: 30m3
Model: EVZ70MH Level Control
Total feed/steam flow: 112m3/hour
Capacity: 42m3/hour at 80 mth A branch from the main condensate line, situated between the gland steam
Feed pressure: 4.1kg/cm2
Rating: 440V, 22kw, 1,800 rpm condenser and the first stage feed water heater, returns to the main condenser
Steam pressure: 3.0kg/cm2
Motor: ABB TEFC 3GAA 182 102-BDA via a control valve CW24. The level of water in the main condenser is
Design pressure: 3.8kg/cm2 maintained in order to prevent the condensate pumps from losing suction, it
Design temperature: 138.5°C being difficult for them to regain suction against the vacuum in the condenser.
This function is controlled by the IAS system which measures the condenser
level and operates the recirculation valve CW24 accordingly.

F T N AV I E R A
4214
Desuperheaters
CW40 TAH
CW42 ES334 TIC
TI Condensate H/S
54 55 56
0044 TT CW TI
LT LI LT LI LT LI
5227 4237 5226 4236 5225 4235 Deaerator ES
BF ES335
289.2m3 161.7m3 109.1m3 Low Pressure
Feed Water TI
Desuperheater ES
CW CW CW LIC LT
Heater 0043
Nozzles ES347 13
43 44 45 5211 5212 AOC VOI VCI
4225
Steam
P

PS To Auxiliary
Overboard Discharge
V12 V8 V12 1007 1007
3 1 3 1
4 2 4 2
CW34 CW62 CW33
Key
IS83 IS82
PI
CM 6222 6221 4244 CW32
CW47 4241
H CL NAOH
6223 6224
6220 4243 CW51
PI PI TT TI
4 2 4 2 4234 4233 5232 4232
CW48
PI Exhaust Steam
4242 Grease
PD
4245
Make-Up Extractor
Valve CW31
From Feed Water SC
P 3341
SAH
CW46 CW30 CW61 CW29
VLV
CW26 Condenser
LAL CW25 CW24 CW23
CW18 CW27 CW20
TT TI PS
0161 TT
LAH 5219 4210 5236
PI PI 5216
CW22 4219 4220
CW66 SC
LT AOC VOI VCI
PI CW CW LIC 4341
0161
4224
P SAH 11 PI PI
4226 4229
59 64 Pump (30m3/hour) 0042 0041
CW88 CWT56 CW21
4215 4217
Gland TI (7m3)
5235
PI PI
LSC IS IS
4208
Pump Stop CW13 CW16
5207 PI PI
IS61 IS LT 4228 4231
TI TT IS CW 62 75 4221 5214
5233
4216 4218 1341
0161
1461 1461 60 10 PT
5208

F T N AV I E R A
A bypass valve is available for use in an emergency. If the level should increase A duplex grease extractor unit is fitted in the discharge line to filter out oil and If the level continues to rise, the PUMP START limit switch will be reached
to normal +300mm, the standby pump will automatically start when the high grease. These units operate with one in-line and one off-line. A differential and start the standby pump. The level in the deaerator will start to rise and
level switch LSH161B is activated. The standby pump will stop when the level pressure gauge monitors the condition of the on-line unit. The off-line unit is the make-up valve CW61 will close in with recirculation valve CW27 then
is near normal and a separate switch LSH161C at this level is activated. kept pressurised and ready for immediate use. Once a unit has been taken off- opening, restoring equilibrium. The LIC has a deadband for maintaining both
line, it should be cleaned immediately and made ready for immediate use. valves closed until the deviation is above the deadband.
A branch from the main condensate line, situated after the condenser
recirculation line, provides cooling spray water to the astern turbine exhaust. A branch line can supply auxiliary condensate to the boiler filling line which The shut-off valve CW46 up stream of the make-up valve opens when the
Due to the inefficiency of the astern turbine its exhaust still has a high level can be used to fill the boilers when they are shut down. make-up valve opens more than acertain value. This allows an increased flow
of enthalpy and temperature. Sustained running of the astern turbine could through the make-up valve by bypassing the deioniser.
cause overheating of the condenser shell and tubing and therefore the spray The auxiliary condensate system joins the main condensate system and is
water is applied whilst going astern. This valve operates automatically when an directed either to the deaerator or to the distilled water tanks depending upon The deareator level scale is -1350mm to +500mm with the setpoint for the
astern movement is detected. The main condensate system joins the auxiliary the deaerator level at the time. Under steady plant conditions all the condensate controllet at ±120mm.
condensate system and is directed either to the deaerator, or to the distilled will be delivered to the deaerator but at times of plant load change, a situation
water tanks, depending upon the deaerator level at the time. Under steady plant can occur where there is too much condensate in the system and some will be Condensate System’s Integration with the IAS System
conditions all the condensate will be delivered to the deaerator but at times of spilled out to the distilled water tank.
plant load change, a situation can occur where there is too much condensate in The IAS controls the condensate system through the following graphic
the system and some will be spilled out to the distilled water tank. screens:
Deaerator
The deaerator has the following functions: T30-412-03 MAIN CONDENSER
Auxiliary Condensate System Description T30-412-02 CONDENSATE SYSTEM
• Collects all the condensate for return to the boilers
The condensate from the auxiliary steam systems such as fuel and tank heating, • Removes dissolved oxygen and other gases from the feed T30-412-01 AUXILIARY CONDENSATE SYSTEM
feed heating and exhaust steam is eventually fed to the atmospheric drain tank. water
The auxiliary condensate system’s prime function is the return of auxiliary The IAS controls the operation of the pumps, the operation of the level
• Acts as a feed water heater
steam system condensate and drains to the deaerator, for return to the boilers controllers and monitors the pressure, temperature and salinity of the system.
by the feed pumps. The condensate performs other useful functions during this
The deaerator is situated at a high point in the engine room to provide a positive
transfer, as detailed below. The thre pumps operate on a duty1, duty2 and standby selection. The operator
suction pressure for the feed pumps greater than the saturation pressure of the
selects the duty and standby for two of the pumps and starts the duty pump
water at the pump inlet. This prevents the water boiling at the feed pump
The atmospheric drain tank, capacity 7m3, receives condensed drain water from the operator station. The pump selected for standby operation will acr as
suction and causing cavitation.
and condensate from various sources around the steam system including the standby for the running (duty) pump and will start automatically should the
observation tank. It acts as a reservoir for the system drains only, with all drains duty1 pump fail.
The water enters the deaerator through a series of spray nozzles where it meets
contamination taking place elsewhere in the system (see section 2.2.4). The
the heating steam. The steam is supplied from the 2.7kg/cm2 range which is the
tank has no scumming valves or oil detection and relies on other equipment or During harbour operation the smallest pump should be selected as duty 1
feed pump exhaust line. Spraying the feed water gives it a large surface area
operator interaction to detect contamination. The tank has an observation lid pump.
in which to make contact with the steam. This condenses the steam to become
for internal viewing and a drain valve.
one with the feed water and allows oxygen and other non-condensible gases to
The level in the LP feed water heater is controlled by the valve SC13 via the
be liberated. The gases are vented from the top of the deaerator through a vent
The atmopheric drain tank is equipped with three equal capacity extraction IAS. In the case of a high level in the LP heater, the drains are diverted from
valve which should always be set for optimum performance. Adjustment of the
pumps which are set to starting priority 1, 2 and 3. No.1 will act as the duty the atmospheric drain tank to the main condenser. The atmospheric drain tank
vent is dependant on the results of the dissolved oxygen tests. The deaerator
pump with No.2 pump as standby and No.3 as standby to No.2 pump. The valve SC19 will close before the main condenser valve SC20 opens. The drain
has a safety valve set at 3.8kg/cm2 fitted to its upper shell.
pumps are set in duty/priority mode by pushing the ON button. All three pumps is changed back to the atmospheric drain tank when the LP heater level returns
will then be set in automatic mode and priority 1 pump starts as the duty pump. to normal and the main shaft speed is higher than 50 rpm.
The water level in the deaerator is maintained by the level transmitter LIC5211
The standby pump will start if there is a failure of the higher priority pump or
which controls two valves, spill valve CW62 and make-up valve CW61, in a
a loe pressure in the discharge line is detected.
split range configuration. The spill valve CW62 is for dumping water back to Make-Up Water Supply
the distilled water tanks, in the case of a high level in the deareator. The make-
The level in the tank is controlled by valve CW27, which recirculates water
up valve CW61 is for filling the deareator by adding more to the atmospheric This vessel has three distilled water storage tanks, any of which can be used to
from the pump discharge line back to the tank to maintain the level at the
drain tank. The level in the drains tank will rise and valve CW27 will close in supply the condensate system. Normally one distilled water tank would be set
setpoint. If the level should increase to activate limit switch 5206, the standby
to restrict the recirculation and supply more water to the system. for filling with a different tank in use and the other as a standby tank.
pump will automatically start. The pump will stop when the level drops and
limit switch 5207 is activated.

F T N AV I E R A
4214
Desuperheaters
CW40 TAH
CW42 ES334 TIC
TI Condensate H/S
54 55 56
0044 TT CW TI
LT LI LT LI LT LI
5227 4237 5226 4236 5225 4235 Deaerator ES
BF ES335
289.2m3 161.7m3 109.1m3 Low Pressure
Feed Water TI
Desuperheater ES
CW CW CW LIC LT
Heater 0043
Nozzles ES347 13
43 44 45 5211 5212 AOC VOI VCI
4225
Steam
P

PS To Auxiliary
Overboard Discharge
V12 V8 V12 1007 1007
3 1 3 1
4 2 4 2
CW34 CW62 CW33
Key
IS83 IS82
PI
CM 6222 6221 4244 CW32
CW47 4241
H CL NAOH
6223 6224
6220 4243 CW51
PI PI TT TI
4 2 4 2 4234 4233 5232 4232
CW48
PI Exhaust Steam
4242 Grease
PD
4245
Make-Up Extractor
Valve CW31
From Feed Water SC
P 3341
SAH
CW46 CW30 CW61 CW29
VLV
CW26 Condenser
LAL CW25 CW24 CW23
CW18 CW27 CW20
TT TI PS
0161 TT
LAH 5219 4210 5236
PI PI 5216
CW22 4219 4220
CW66 SC
LT AOC VOI VCI
PI CW CW LIC 4341
0161
4224
P SAH 11 PI PI
4226 4229
59 64 Pump (30m3/hour) 0042 0041
CW88 CWT56 CW21
4215 4217
Gland TI (7m3)
5235
PI PI
LSC IS IS
4208
Pump Stop CW13 CW16
5207 PI PI
IS61 IS LT 4228 4231
TI TT IS CW 62 75 4221 5214
5233
4216 4218 1341
0161
1461 1461 60 10 PT
5208

F T N AV I E R A
Putting a tank into use requires the outlet of the tank to be opened and the This mixed unit has no regeneration cycle as it will never become as ‘dirty’ It should be noted that the system has built in pressure monitoring equipment
filling valve shut. Care should be taken not to leave two outlet valves open at as the anion and cation units. Each resin unit has a bypass to facilitate which will automatically change over the process lines in the event of a system
the same time as the tank levels will equalise. maintenance. pressure rise. Thus a high pressure alarm should, in theory, never occur.
The distilled water tanks can be discharged overboard through drain valves Each process line will be in use for approximately 24 hours. Once the process
Operation
which are fitted with spectacle blanks. These would only be used if the tanks line has been in use for this period, it is automatically shut down and the
were contaminated or if the tanks had been undergoing maintenance and standby line will commence operation. The newly shut down process line will The valves are pneumatic in operation and the process, once commissioned, is
required flushing. Each tank has a sample valve to allow tests to be carried then undergo a regeneration cycle. automatic. The deioniser unit is in constant use whilst the condensate system
out. is operating and is only ever bypassed as an emergency measure.
During the regeneration cycle, the cation bottle is flushed through with a 5%
The supply line to the condensate system has a branch which supplies the cold solution of hydrochloric acid (HCL) which reactivates and cleans the resin. This could be achieved by handjacking the deioniser spill valve CW46 and
start feed pump. This connection is only used during the flashing up from cold The flushing sequence is controlled by the system controller which operates closing the deioniser outlet valve CW51. However, to do this is to short circuit
procedure outlined in section 1.2 To Prepare Main Plant for Operation (Raising the hydraulically actuated directional valves fitted to the top of the resin the spill function of the condensate system leaving the system unable to spill
Steam). bottles. The internal piston valve inside this unit directs the flushing water flow excess water as it would immediately return to the system through this valve.
through washing, normal and chemical draw cycles, drawing the HCL solution Therefore this action should only be considered in an extreme case and only
The distilled water is passed through a deioniser unit prior to supply to from its storage drum located within the deioniser unit. as a short term measure.
the condensate system. The outlet from the deioniser unit is fitted with a
recirculation valve which opens if the make up valve should close. In this way The sequence of the washing cycles is controlled by the control unit. Waste Once the system has been activated, the duty pump should be selected using
the deioniser unit can run continuously whether the condensate system is in solution is disposed of through an electrically operated dump valve which the selector switch on the control panel and the duty process line should be
make-up or spill mode. dumps the water to the neutralising and washimng tank. This dump valve is similarly selected. The system will then operate entirely automatically with
also operated by the controller during normal operation to dump processed the only operator interaction being monitoring of measured values/alarms,
The spill line joins the recirculation line from the deioniser unit thus any excess water which does not fall below the set limits. refilling of regeneration chemical tanks and the occasional replacement of
water will return to the distilled water tanks. resin bottles.
The anion regeneration cycle is identical to the cation cycle, save that the
chemical used is a 6% solution of sodium hypochlorite (NaOH). It is important The outlet conductivity level alarm value should be set to 1µS with the unit in
Ion Exchange Unit that the levels of chemicals are topped up between regeneration cycles as the full operation.
storage drums only hold enough solution for one regeneration cycle.
Maker: Peter Taboada Technologia
Type: C/319 Preparation of the Main and Auxiliary Condensate Systems
Over time, the resins will lose their effectiveness and will have to be replaced.
Capacity: 2.0m3/hour The replacement of these resins and disposal/storage of waste/replacement for Use
products is a specialist subject and the manufacturers guidelines should be
strictly adhered to during these processes. The following procedure covers preparation of the systems prior to and during
The deioniser unit consists of two identical process lines of ion exchange lighting of the boilers. The auxiliary system is to be prepared first as this will
units. One of the process lines will be in use whilst the other is regenerating, be used to fill the boilers. During the first stages of starting the plant, the
providing continuous operation. There are two supply pumps which can supply The control unit houses all necessary functions to provide the deioniser unit
with fully automatic operation. The control unit has a programmable controller exhaust steam and drains normally led to the main condenser will be led to the
water to either process line through a 1 micron filter. Water is drawn from the auxiliary condenser and to the atmospheric drains tank.
in-line distilled tank through a dedicated line, treated and then delivered into fitted which is pre-programmed to control the various functions of the deioniser
the make-up line to the atmospheric drain tank. Should the rate of delivery unit, such as regeneration cycles et. This unit is set up at installation and should
not be interfered with without reference to the manufacturer’s manual. a) Ensure that the instrument and gauge valves are open and that
exceed the make-up required to the atmospheric drain tank, then the water is instrument air is supplied to the control units.
spilled back to the distilled tank thus ensuring good distribution of the treated
water. The control unit also has the following functions/equipment:
b) Check that all services and bypass valves on the condensate
• Inlet and outlet water quality meters system are shut.
The process lines both consist of three resin ionic exchange units. The first
unit is a cation unit which attracts and retains any metallic ions in the water. • Flow meter
c) Fill the atmospheric drains tank from one of the distilled water
The second unit is a anion unit which attracts and retains any non-metallic • Process line regeneration selector switches/indication tanks. Set the system valves as follows:
minerals. The third unit is a mixed bed of both anions and cation resins. Since
• Pump failure alarms/selector switch
the water reaching the third unit will already be of very high quality, it is not
necessary to use this unit unless the performance of the unit is in some way • Feed pressure low/high alarms Position Description Valve
suspect or if a part of the process line is undergoing maintenance and the other • Mains isolator switch Open Distilled water tank suction CW43 or CW44 or CW45
process line is unavailable.
Closed Cold start feed water pump BF33

F T N AV I E R A
4214
Desuperheaters
CW40 TAH
CW42 ES334 TIC
TI Condensate H/S
54 55 56
0044 TT CW TI
LT LI LT LI LT LI
5227 4237 5226 4236 5225 4235 Deaerator ES
BF ES335
289.2m3 161.7m3 109.1m3 Low Pressure
Feed Water TI
Desuperheater ES
CW CW CW LIC LT
Heater 0043
Nozzles ES347 13
43 44 45 5211 5212 AOC VOI VCI
4225
Steam
P

PS To Auxiliary
Overboard Discharge
V12 V8 V12 1007 1007
3 1 3 1
4 2 4 2
CW34 CW62 CW33
Key
IS83 IS82
PI
CM 6222 6221 4244 CW32
CW47 4241
H CL NAOH
6223 6224
6220 4243 CW51
PI PI TT TI
4 2 4 2 4234 4233 5232 4232
CW48
PI Exhaust Steam
4242 Grease
PD
4245
Make-Up Extractor
Valve CW31
From Feed Water SC
P 3341
SAH
CW46 CW30 CW61 CW29
VLV
CW26 Condenser
LAL CW25 CW24 CW23
CW18 CW27 CW20
TT TI PS
0161 TT
LAH 5219 4210 5236
PI PI 5216
CW22 4219 4220
CW66 SC
LT AOC VOI VCI
PI CW CW LIC 4341
0161
4224
P SAH 11 PI PI
4226 4229
59 64 Pump (30m3/hour) 0042 0041
CW88 CWT56 CW21
4215 4217
Gland TI (7m3)
5235
PI PI
LSC IS IS
4208
Pump Stop CW13 CW16
5207 PI PI
IS61 IS LT 4228 4231
TI TT IS CW 62 75 4221 5214
5233
4216 4218 1341
0161
1461 1461 60 10 PT
5208

F T N AV I E R A
Closed Deioniser hose connection valve CW57 Open LP feed heater inlet and outlet valves CW36, CW37 k) Check that the condenser recirculation valve CW24 is operating
normally.
Open Deioniser pump suction valves CW47, CW48 Closed LP feed heater bypass valve CW38
l) Set the system valves as follows:
Open Deioniser outlet valve CW51 Open Deaerator feed inlet CW40
Position Description Valve Position Description Valve
Operational Deioniser spill valve CW46 f) Select a DUTY drains tank extraction pump and place it on Open Main condensate pumps suction valves CW3, CW4, CW5
AUTOMATIC. Place the other drains tank extraction pumps on
Operational Make-up valve CW61 Open Main condensate pumps discharge valves CW6, CW7, CW8
STANDBY.
Open Make-up valve inlet and outlet valves CW29, CW30 Open Balance line valves CW9, CW10, CW66
The level in the atmospheric drains tank is controlled by the valve CW27
Close Make-up bypass valve CW26 Open Condensate sealing water line valve IS61
which recirculates water from the duty pump discharge back to the tank to
Open Make-up line valve to the atmospheric drains tank CW11 maintain the level at the setpoint. If the level in the tank rises, the standby Open Main condensate pumps sealing
Closed Make-up line valve to the main condenser CW58 drains tank extraction pump will start when a high level switch is activated. water valves IS62, IS633, IS64
The pump will stop when the level returns to normal and a separate switch at
this level is activated. As the level in the deaerator rises, the make-up valve will Open Suction valve sealing water valves IS59, IS60, IS65
d) Turn the main isolator switch on the deioniser unit ON. Ensure
close in, establishing an equilibrium. Open Condensate cooler evaporator inlet and
that all alarms clear and the unit is functioning normally.
outlet valves CW41, CW42
CAUTION
The atmospheric drains tank will now start to fill and will continue until a level Closed Condensate cooler evaporator bypass valve CW39
The drains tank extraction pumps must be operational shortly after
is established in the deaerator. It is therefore important to start the drain tank
the make-up to the atmospheric drains tank has been established. The Open Main condenser recirculating valve inlet
extraction pumps as soon as possible.
make-up valve is controlled by the deaerator level controller and takes no and outlet valves CW23, CW25
account of the level in the drains tank.
e) Set the system to now fill and maintain the level in the deaerator. Closed Main condenser recirculating valve bypass valve CW22
Set the system valves as follows:
To Prepare the Main Condenser for Operation m) Start the low duty condensate extraction pump.
Position Description Valve
g) Establish the main sea water circulating system through the main The condensate will now recirculate back to the condenser until the level in the
Open Drains tank extraction pumps suction valves
condenser (see 2.3.1 Main Sea Water Circulating System). condenser rises and the recirculation valve closes in.
CW12, CW13, CW14
Open Drains tank extraction pumps discharge valves h) Close the atmospheric drains tank make-up line valve CW11. n) Operate the services to the following items as required by
CW15, CW16, CW17 setting the valves as shown below:
Open Drains tank recirculation valve inlet and outlet valves i) Open the main condenser make-up line valve CW58.
CW18, CW20 Description Valve(s)
The level in the main condenser hotwell will start to rise. Open the bypass Open Evaporator desuperheater sprays (x2)
Operational Drains tank recirculation valve CW27
valve CW26 around the make-up valve if necessary (only if the make-up valve
Closed Drains tank recirculation valve bypass valve CW19 is closed) and allow the condenser hotwell to fill to slightly above normal
level. Open Auxiliary condensate boiler filling valva CW84
Set Grease extractor inlet and outlet valves
Closed Grease extractor vent valves (Note: If the make-up bypass valve is used during this operation, it must be Open Boiler chemical feed tank
Closed Auxiliary condensate boiler filling valve CW84 closed after use.)
Open Auxiliary condensate line valve to deaerator CW31 Open Dump steam condenser hood cooling spray
Observe the atmospheric drains tank level during this operation and re-open
inlet and outlet valves CW21, CW88
Open Gland steam condenser inlet and outlet valves CW85, CW86 valve CW11 to allow make-up to take place if necessary. When the condenser
hotwell level is satisfactory: Operational Dump steam condenser hood cooling spray
Closed Gland steam condenser bypass valve CW87
control valves CW156
Operational Spill valve CW62 j) Close valve CW58 and restore the atmospheric drains tank
Open Spill valve inlet and outlet valves CW33, CW34 make-up to normal operation by opening valve CW11. Open No.1 and No.2 external desuperheater
Close Spill bypass valve CW32 spray water inlet valves 347B (x2)

F T N AV I E R A
4214
Desuperheaters
CW40 TAH
CW42 ES334 TIC
TI Condensate H/S
54 55 56
0044 TT CW TI
LT LI LT LI LT LI
5227 4237 5226 4236 5225 4235 Deaerator ES
BF ES335
289.2m3 161.7m3 109.1m3 Low Pressure
Feed Water TI
Desuperheater ES
CW CW CW LIC LT
Heater 0043
Nozzles ES347 13
43 44 45 5211 5212 AOC VOI VCI
4225
Steam
P

PS To Auxiliary
Overboard Discharge
V12 V8 V12 1007 1007
3 1 3 1
4 2 4 2
CW34 CW62 CW33
Key
IS83 IS82
PI
CM 6222 6221 4244 CW32
CW47 4241
H CL NAOH
6223 6224
6220 4243 CW51
PI PI TT TI
4 2 4 2 4234 4233 5232 4232
CW48
PI Exhaust Steam
4242 Grease
PD
4245
Make-Up Extractor
Valve CW31
From Feed Water SC
P 3341
SAH
CW46 CW30 CW61 CW29
VLV
CW26 Condenser
LAL CW25 CW24 CW23
CW18 CW27 CW20
TT TI PS
0161 TT
LAH 5219 4210 5236
PI PI 5216
CW22 4219 4220
CW66 SC
LT AOC VOI VCI
PI CW CW LIC 4341
0161
4224
P SAH 11 PI PI
4226 4229
59 64 Pump (30m3/hour) 0042 0041
CW88 CWT56 CW21
4215 4217
Gland TI (7m3)
5235
PI PI
LSC IS IS
4208
Pump Stop CW13 CW16
5207 PI PI
IS61 IS LT 4228 4231
TI TT IS CW 62 75 4221 5214
5233
4216 4218 1341
0161
1461 1461 60 10 PT
5208

F T N AV I E R A
Operational No.1 and No.2 external desuperheater g) Shut down the main turbine gland steam system.
spray valves 334B, 335B
h) Transfer the gland steam system to the atmospheric condenser
and also the gland steam fan suction.
Open Astern turbine cooling spray inlet and
outlet valves CW35, CW89 i) Slowly reduce the air ejector steam and allow the main
Operational Astern turbine cooling spray control valve CW157 condenser vacuum to fall off completely. Continuously check
the main condenser for hot spots indicative of a steam leak.
Open No.1 and No.2 main feed water pump j) Allow the main turbine and condenser to cool down before
mechanical seal cooling/flushing stopping the main sea water circulating pump.
control valve inlet and outlet valves V12 (x4)
Open No.1 and No.2 main feed water pump k) Isolate the condensate recirculation valve CW24 and the astern
mechanical seal cooling/flushing cooling spray valve CW156.
control valve bypass valves CW52, CW53
l) Stop the main sea water circulating pump, jack and lock the
Operational No.1 and No.2 main feed water pump
main condenser inlet and overboard valves.
mechanical seal cooling/flushing
control valves V8 (x2)
m) Stop the condensate extraction pumps and ensure that the
Closed No.1 and No.2 main feed water pump condenser does not start to fill up.
mechanical seal cooling/flushing
outlet line vents IS82, IS83 n) Once the sea water side has been completely drained, it is
possible to proceed with the slow and careful removal of the
waterbox access plates.
Procedure to Shut Down the Main Condenser If checking for leaking tubes, it is possible to leave the air ejector operating
on and use cling film on the tube plate to locate the damaged tube. This check
a) Start the auxiliary sea water circulating pump and circulate the can also be done the conventional way, by filling the condensate side with a
atmospheric condenser. water/fluorescein mixture and checking the tube plate with a fluorescent lamp
from the sea water side.
b) Reduce electrical load on the turbine generator to a minimum
and transfer the load to either: When using a water/fluorescein mixture, the condenser must be thoroughly
rinsed out before returning to service, in order not to contaminate the boilers.
• The remaining turbine generator set up to run with the exhaust
running to the atmospheric condenser (Note: Before entering the sea water side of the condenser, open the doors and
or use a portable fan to aerate the chamber, leaving the forced ventilation
in place during the time that personnel are inside.)
• The diesel generator
(Note: If the intention is to enter the steam side of the condenser, it must be
c) Shut down the off-load turbine generator.
remembered that in several steam lines to the condenser there is only
single valve separation, depending on the method of condenser shut
d) Change the main dump steam over to the auxiliary condenser
down.)
and shut down the main dump steam system.
e) Change the 2.7kg/cm2 steam range dump over to the auxiliary

condenser.
f) Stop the main engine, shut the steam stop valves, engage
the turning gear and do not put on the main turbine warming
through steam.

F T N AV I E R A
Illustration 2.2.2a Boiler Feed Water System PI
From Drain Extraction Pump 4112
PIC
BF1008 5113
BF20 BF48 BF26
BF28 BF1007 BF53
Deaerator
BF35 30m3
BF19 BF21 BS17 BS51
BF BF BF
1012 1004 1021 BF1003 To Low Pressure
Economiser BF22 BF55
Steam Line
BF54
BF BF
1061 1062
BS52 BS53
BF27
BF1013
Main Boiler Desuperheater
BF BF ZS
E BF1020 TI
1064 1065 BF58 BF57 BF56
4113
BF1026
TT
FT BF1001 BF50 5114
From Distilled Water Tanks
1030 ZS
BF61 BF60 BF59 SC SAH
BF1029 BF25
BF1011 2341
BF52
BF49 BF34
From Hydrazine Injection Unit
PAL PI PT
PT TI
0034
6034 4114 ZS ZS ZS
BF68
PI BF33 BF15 BF3 BF2 BF1
0028 PI PI
BF BF To Seal Control To Seal Control
1004 2004
32 31 BF64 BF63 BF62 PDI Valve Valve
Protection 4117
PI PI PI PI
Ring BF2029
4109 4107 1005 2005
FT
2030
E E T T
BF67 BF66 BF65 BF2001
BF2011 Cold Start Feed Electric Feed Turbine Feed Turbine Feed
BF2026 Water Pump Water Pump Water Pump Water Pump
PI
ZS
E BF2020 4110 PI PIC PS PIC PS
BF2013
4108 1009 1008 2009 2008
PIC
BF14 5108 PI PI
1006 2006
BF2008 BF17 BF18
BF BF BF2007 BF16
2064 2065 TT BF30
5136 BF37 BF36
TI BF29
4116 BF2003 BF41 BF42
BF2012 BF2004 BF Economiser BF43 BF44 BF45 BF46
2021
BF BF
2061 2062 BF13 BF12 BF11 BF10 BF9 BF8 BF7 BF6 BF5 BF4
Main Boiler Key
BF47 Feed Water
BF BF To Sample Cooler Instrumentation
2006 2005
Desuperheater Steam

F T N AV I E R A
2.2.2 BOILER FEED WATER SYSTEMS Cold Start Feed Water Pump IAS Control
Maker: Shinko Industries Ltd. The feed water flow to the boilers is controlled by the automatic combustion
Main Turbine Feed Water Pumps Type: 3-throw reciprocating piston pump control system and the IAS can only stop, start or select automatic or manual
changeover of the main feed water pumps. A control valve BF25 is fitted to the
Maker: Shinko Industries Ltd. Model: HLX6
turbine and electric feed pump outlets recirculation line which allows water to
Pump type: 3-stage horizontal, centrifugal Capacity: 6m3/hour at 86.5kg/cm2 return to the deareator. When the main turbine manoeuvring valve is less than
Pump model: DMG125-3 Rating: 440V, 30kw, 1,182 rpm 25mm open the turbine control system sends a signal to the IAS, which then
Turbine type: Single stage velocity compound impulse automatically opens valve BF25. This ensures that at low feed flow rates to
Turbine model: DE the boilers, sufficient feed flow can be maintained through the feed pump to
Description of the Main Feed System prevent damage due to overheating. This valve is provided with a bypass valve
Power: 560kW
BF52 for use in an emergency.
No. of sets: 2 The main feed system returns the condensate from the steam plant consumers
Steam conditions: 60kg/cm2 at 510°C back to the boilers. This involves raising the pressure sufficiently to create flow The electric driven feed pump is frequency controlled, with the discharge
against the boiler steam drum pressure. This is achieved by turbine feed pumps pressure controlled by the speed of the pump and must be started or stopped
Exhaust pressure: 2.7kg/cm2
which are high speed multi-stage centrifugal pumps. Two main feed pumps are manually from either the IAS operator station or locally. The start sequence is
Capacity: 169m3/hour at 84kg/cm2 supplied, one in use and one on standby. as follows:
Maximum speed: 6,050 rpm A third electrically driven feed pump is supplied for use during the raising
Overspeed trip, mech: 6,958 rpm steam period, with a fourth cold start feed pump supplied for use during the • Press the Start pushbutton
Overspeed trip, elec: 6,837 rpm initial starting phase of the plant warming through procedure. • The inhibit switch for a low LO pressure is released
Sentinel valve: 3.7kg/cm2 All the feed pumps take suction from the deaerator feed outlet which is situated • If there is a low LO pressure the LO pump will start
Back pressure alarm: 3.7kg/cm2 high up in the engine room. This provides a suction pressure at the pump large • When the LO pump has built up the LO pressure, a pressure
Back pressure trip: 4.2kg/cm2 enough to prevent the feed water from boiling at the pump entry. The location switch will activate a Ready signal and the feed pump will
Operating oil pressure: 1.0kg/cm2 of the deaerator has the added benefit of providing a large reserve of water for start
the feed pumps in the event of a blackout. All feed pumps can deliver their
Low oil pressure alarm: 0.6kg/cm2 • The LO pump will now start and stop in response to the LO
output into both the main feed water line and the auxiliary feed water line.
Low oil pressure trip: 0.5kg/cm2 pressure switch
High oil temp. alarm: 53°C The main feed water line is the normal route for the feed flow through to the
One small auxiliary feed water pump is used to top up a boiler in the cold
Vibration alarm: 80µm/sec boiler steam drum. The main feed water line passes to the economiser inlet
condition before initial firing. The pump can be manually started from the
Vibration trip: 140µm/sec header through the feed regulating valve and the motorised feed stop valve.
IAS.
The feed regulating and boiler level control system is described in section 3.3.2
Axial disp. alarm: 0.5mm
Boiler Control Systems. The regulated quantity of feed water gains further
Axial disp. trip: 0.7mm CAUTION
heat from the boiler flue gases in the economiser and exits at the economiser
Care should be taken when using the auxiliary feed regulator during
Governor: Woodward UG-10DM outlet header. The economiser can be bypassed for maintenance or repairs but
fluctuating loads not to over compensate with movement of the valve. This
only when the boiler is at minimum firing. The boiler main feed stop valve is
can lead to the feed pump overspeeding or slowing enough to trip due to
situated between the economiser and the boiler steam drum.
Electric Driven Feed Water Pump low oil pressure.
Maker: Sulzer The auxiliary feed water line is provided for use when a problem develops with
Type: Multistage centrifugal the main water line or the feed regulating valve or system. Its most direct route Description of the Main Feed Water Pumps
to the boiler bypasses the economiser but the valves are arranged so that the
Model: MC80-260/8C
auxiliary feed water can be passed through the economiser if required. The turbine feed pump consists of two main sections:
Capacity: 169m3/hour at 84kg/cm2
Rating: 560kw • Turbine assembly
The auxiliary feed water valve is hand operated through an extended spindle
system positioned so that the boiler water level gauges can be sighted while • Pump assembly
operating it. Under steady load conditions it requires little movement to
maintain a steady steam drum water level. The turbine is a single stage speed compound impulse type mounted on a
single shaft which is directly coupled to the single pump shaft through a
flexible coupling.

F T N AV I E R A
Illustration 2.2.2b Main Steam Turbine Feed Water Pump
10 22 21 21 22 22
1 18 22 12 13 14 15 16 12 17
2
20
6
3
9
4 19
Key
13 - 1st Stage Impeller
7 8 1 - Governor
11 14 - 2nd Stage Impeller

2 - Actuator Arm
3 15 - 3rd Stage Impeller
3 - Steam Governor Valve
6 10 16 - Balance Piston
4 - Hydraulic Servomotor
17 - Thrust Collar
5 - Valve Spindle
18 - Coupling
6 - Overspeed Weight
19 - Extra Nozzle
7 - Overspeed Trip Lever
5 20 - Turbine Rotor
8 - Hand Trip Lever
9
21 - Labyrinth Gland
4 9 - Main Gear LO Pump
22 - Bearings
10 - Governor Drive Shaft Worm Gear
11 - Governor Drive Shaft
12 - Cooling/Sealing Box

F T N AV I E R A
Speed control and hence discharge pressure control is effected by a Woodward The governor unit consists of two parts, a lower and an upper part which form Loss of Lubricating Oil Pressure
UG-10DM governor in combination with an integral pressure control unit. the speed detection/constant speed and speed setting mechanisms respectively. Loss of LO oil pressure causes the same action as the high exhaust back
For full operating description of the governor, refer to the manufacturer’s pressure mechanical trip. This trip is set at 0.5kg/cm2.
The driving steam enters the axial flow turbine through the top of the unit manual. The output shaft of the governor is connected to the governor valve
by way of the combined governor valve/emergency stop valve. It then passes through a mechanical linkage lever which in turn regulates the steam flow to
through the steam chest and is guided to the nozzle block by way of the steam the turbine. Manual Trip
chest manifold. After expanding through the turbine wheel, the steam exhausts The manual trip mechanism is located adjacent to the mechanical overspeed
from the lower portion of the turbine casing directly adjacent to the nozzle The governor unit acts to keep the speed of the pump constant against changes trip and uses the same tripping lever. The tripping lever is moved by the action
block. in load and steam condition. The governor unit is rated to a speed fluctuation of a separate hand tripping lever mounted adjacent to the overspeed tripping
of ±9% from full to no load, with the speed settling within 1% of the original lever. This hand tripping lever is fitted with a spring operated stopper unit
There are two shafts, one for the turbine end and one for the pump end, joined speed. It can also be used to set the pump speed at any desired setting, from which prevents inadvertent operation. To activate the manual trip, the stopper
together with a flexible coupling which is spray lubricated from the turbine the local or remote positions. mechanism is first disengaged by pulling the hand tripping lever upwards.
LO system. The turbine shaft has two split white metal force lubricated The spring loaded stopper unit will disengage and move out of the way,
bearings, one at each end with the governor end bearing incorporating a thrust The governor valve also operates as the emergency stop valve though use of allowing the hand tripping lever to be fully pushed down. This action moves
bearing which allows the turbine to expand freely towards the pump end. The a hydraulic servomotor. This hydraulic servomotor holds the governor valve the tripping lever in a similar fashion to the overspeed weight, producing the
pump shaft is supported in a similar fashion with the thrust bearing being open through the same mechanical lever as the governor, by hydraulic pressure same results.
incorporated in the non-drive end bearing and white metal bearings which are from the LO system against a closing spring. Should the hydraulic pressure be
also force lubricated from the turbine LO system. The turbine shaft is fitted lost for any reason, the spring will act on the servomotor piston, closing the
with a bearing casing at both ends. In addition to the bearing support duty, the governor valve. Pump Assembly
governor end bearing housing has the governor/trip casing fitted on top of it The pump assembly is of the three stage double volute centrifugal type, with
with the main oil pump fitted below the bearing casing. The bearing casing The oil pressure in the servomotor can be released through either the action a horizontally split casing for easy handling/maintenance. The first stage
additionally serves as an oil reservoir. of the mechanical trip lever or by a electrically operated solenoid valve which impeller is of the double suction type with the remaining two stages being
vents the oil pressure back to the sump. There are several ways to activate both only single suction. The double suction first stage allows the pump to operate
The oil temperature maintained throughout the LO system is controlled by a of these mechanisms, which include the following: with a small NSPH at very high revolutions. The double volute arrangement
shell and tube type oil cooler, installed independently of the feed pump. reduces any radial thrust load to a minimum and the whole unit is fixed at the
The Mechanical Overspeed Trip suction end to allow expansion towards the discharge end.
The main turbine shaft serves the additional purpose of providing power to the
governor drive shaft through a worm gear. This vertical shaft is connected to Should turbine revolutions exceed 115% of the rated speed (at approximately The mouth rings at the inlets to the impellers have double step labyrinth seals,
a further vertical shaft through a spline coupling to drive the gear type main 6,958 rpm), the mechanical overspeed device will operate and close the improving volumetric efficiency. A balance piston is fitted after the final stage
oil pump mounted below the turbine. The main turbine shaft further drives the governor valve, bringing the turbine to a standstill. The mechanism comprises impeller to provide hydrodynamic balance. Any leakage water passing the
eccentric ring mechanical overspeed trip at the free end of the governor side a spring loaded eccentric weight which is thrown outwards under centrifugal lengthened seal on the balance piston is returned to the suction side via the
of the shaft. force as the turbine speed rises. The weight eventually comes into contact balance pipes. This arrangement has the added benefit of reducing the pressure
with a spring loaded trip lever which loses support and moves under the on the discharge side stuffing box to the suction pressure.
The turbine shaft is sealed using labyrinth packing and a gland leak-off compression of a spring. The trip lever drops, activating a limit switch which,
arrangement which prevents steam leakage to atmosphere under the normal in turn, operates the tripping solenoid valve, venting the servomotor. This trips
the pump and avoids excessive rotor stresses. Turbine Assembly
backpressure conditions experienced whilst the pump is running. The pump
shaft is sealed using a floating sealing ring inside a stuffing box. This The turbine casing is also split horizontally with the sentinel valve mounted
arrangement uses injected condensate to effect a seal at both ends of the pump The Electrical Overspeed Trip on the upper casing. The rotor disc has two rows of moving blades attached
shaft. to the periphery and has four balance holes to reduce axial thrust. The nozzle
The sealing ring arrangement allows a portion of the feed water to pass out of An electrical overspeed trip is fitted which detects the turbine speed from plates and stationary blades are attached to the inside face of the casing. Baffle
the pump where it mixes with the condensate sealing water before being led to the turbine tachometer and activates the tripping solenoid when the turbine plates are provided around the ends of the moving blades to reduce agitation
the atmospheric drains tank. Small clearances reduce the amount of leakage. revolutions exceed 113% of the rated value. The solenoid vents the servomotor, losses. The blades themselves are made from stainless steel and are buffed
The sealing water also serves to cool the sealing arrangement. Sealing water closing the governor valve and bring the turbine to a standstill. smooth to reduce friction losses. Moving blades have an I-shaped root fixing
passes through a water jacket prior to injection into the seal ring unit to further for maximum strength and are fitted with a caulked stainless steel shroud to
cool the stuffing box. The High Exhaust Back Pressure Trip provide strength and impart anti-vibration characteristics.
If the exhaust pressure should rise, the sentinel valve will initially activate a The governor valve itself is a double seated valve to eliminate any unbalanced
Control of the feed pump is provided by a Woodward UG-10DM hydraulic
whistle giving advance warning of the pressure rise. Should the pressure rise steam forces produced by the steam flow. The wearing components are stellite
governor mounted on top of the turbine drive end bearing casing. It is driven
further, a pressure switch will activate the tripping solenoid and thus stop the coated to increase service life.
by a vertical shaft through a worm gear at about 1,000 rpm.
turbine. The trip is set at 4.2kg/cm2.

F T N AV I E R A
Illustration 2.2.2c Steam Turbine Trip System
Running Condition Tripped Condition
Speed Setting Motor Speed Setting Motor
- + Manual Adjust Turbine Starter Manual Adjust Turbine Starter
DC24V Source DC24V Source

Reset Button Reset Button
(Push Before Starting) (Push Before Starting)
AC440V Source AC440V Source
From Main Steam Line From Main Steam Line
Governor and Governor and

Emergency Emergency
Stop Valve Stop Valve
+ - Press Switch
Close
Press Switch
To Turbine For High Back For High Back
Nozzle Pressure Trip Pressure Trip
Governor Lever Governor Lever

Press Switch Press Switch
For Low For Low
Lubricating Oil Lubricating Oil
Trip Servomotor Trip Servomotor
Pressure Trip Pressure Trip
Lubricating Oil Pressure Lubricating Oil Pressure

Above 0.3kg/cm2 Below 0.3kg/cm2
Hand Trip Knob Reset Knob

(Pull Before Starting) (Pull Before Starting)
(Pull and Push at Tripping)
Limit Switch Limit Switch
Plug Plug
Solenoid Valve Solenoid Valve
15% Of Rated Speed

To Lubricating Oil Tank
Overspeed Trip Orifice Overspeed Trip Orifice
Pressure Oil From Transmitter For Tachometer Pressure Oil From Transmitter For Tachometer
Main Lubricating Oil Line (1.0 - 1.5kg/cm2) Main Lubricating Oil Line (1.0 - 1.5kg/cm2)

F T N AV I E R A
A strainer is fitted at the inlet to the governor valve to protect the unit from Two main steam turbine driven feed pumps are fitted, with a smaller third When the ramp generator reaches maximum, it returns to zero, awaiting the
small solid particles which become entrapped in the steam flow. electric driven pump for initial priming of the boiler during the warming next start. During this period, the signal to the governor is monitored and
through period. The electric feed pump can be started and stopped from the when the opening is 60%, a switch is operated, giving a signal to an ‘and’
IAS but does not have any form of output control from the IAS. gate which receives 3 signals. The second signal is the ‘pump running’ signal
Turbine Extra Nozzle
which is based on pump discharge pressure. The third signal is the feed pump
One turbine extra nozzle is provided to permit more efficient operation of the Each of the two main feed pumps is fitted with a governor device which discharge pressure once the pressure exceeds 68kg/cm2bar. Once these signals
turbine at loads other than the normal design rated load. This nozzle is operated receives a 4-20mA signal from the IAS which operates to increase or decrease are confirmed, a signal is set which changes over the position of a switch
by a hand wheel positioned at the bottom of the unit. As mechanical wear takes the discharge pressure as required. This is achieved by regulating the steam and passes control to one of the proportional + integral + derivative (PID)
place in the feed pump between rebuilds, its efficiency drops. The extra nozzle supply to the feed pump though a governor valve fitted in the main steam controllers in the system.
is provided to allow additional steam to be supplied to bring the pump up to supply lines, as previously described.
rated output. If the steam drum pressure is less than 61kg/cm2 i.e. a cold start, then control of
The feed pumps supply feed water to the boilers. One feed pump is sufficient the feed pump is by feed pump discharge pressure with an operator set control
It is also used when the steam inlet pressure drops or the exhaust pressure rises, to supply both boilers and the pumps are arranged as duty and standby units. point, normally set at 68kg/cm2. As the steam pressure increases, it passes the
bringing the pump back to its rated capacity. It is important that this valve is value of 61kg/cm2 and control is transferred automatically to the differential
closed when normal operating conditions have been re-established to prevent The feed pumps are normally controlled on the basis of the differential pressure pressure control loop. Two transmitters are provided for each boiler and are
overstressing of components. between the feed pump discharge pressure and the steam pressure in the boiler connected as a duplicated pair.
steam drum. This parameter is measured on both boilers and the lower of the AUTHORS NOTE: NO INFORMATION ON ANY OF THIS AVAILABLE
Lubricating Oil System two values is used as the basis for control.
In the event that a boiler is ‘Off’ as recognised by ‘No Flame’, the signal
The main LO pump for each unit is a double helical gear arrangement, driven for that boiler is inhibited. For starting the pumps when the boiler is at low Manual Operation of the Main Feed Water Pumps
from the main shaft through the same worm gear arrangement which drives the pressure, the feed pump is initially ramped until a discharge pressure control
governor drive shaft. The oil delivered from the main LO pump has its pressure loop takes over. The low driving steam pressure at this stage will also have The feed pumps can also be operated from a independent control system. This
adjusted by the regulating valve before being filtered and then cooled by the a limiting effect on the output pressure of the feed pump. Once the common control system consists of two separate control panels, one fitted locally by the
external oil cooler. The oil is then delivered to each bearing and gear meshing feed pressure reaches 68kg/cm2, the control transfers to the second differential machines and one fitted in the engine control room. These panels automatically
section where it is sprayed onto the mesh. pressure controller. The system remains in that state unless the common feed perform the correct start-up and stop sequences for both main feed pumps and
pressure falls to less than 68kg/cm2. The DCS transfer of control between also provide the facilities for the automatic changeover of the pumps in the
During the start-up and standby periods, LO is supplied to the LO system by controllers is always seamless. event of trouble with the duty pump.
an electrically driven priming pump. This centrifugal pump is submerged in
the sump and is operated by pressure switches from the priming pump starter Failure of the feed pump may be recognised by a number of means and in These panels can only be used when the pumps are at the warmed through
which normally operate the pump automatically. The priming pump cuts-in at this case, providing the transfer conditions are met, the standby pump will stage. Therefore any cold start of the pumps must be performed manually at
0.45kg/cm2 as the feed pump slows down, then stops at 0.9kg/cm2 as the feed automatically start. Inhibition of automatic starting is provided in the event of the machines themselves.
pump speeds up. deaerator lowlow level and by the occurrence of a blackout. In this event, the
starting is delayed until the main power is restored. Once steam is available and one of the pumps is running, it is then possible to
The emergency stop hydraulic servomotor operates on main LO pressure. This In the event that the steam demand from the boilers is small and the vessel automatically start and stop the feed pumps from pushbuttons at both the local
has the added benefit of preventing the start of the feed pump without LO is in manoeuvring mode, the feed pump recirculation valve is automatically control panel and the engine control room panel. It is possible to manually start
pressure. opened thus ensuring that at low feed flow rates to the boilers, sufficient feed or stop the feed pumps at all times if desired.
flow can be maintained through the feed pump to prevent damage due to
overheating. The operator may open and close this valve manually from the To prepare for automatic starting, a number of manual steps must first be taken.
Operation of the Main Feed Water System from the Integrated These are as follows:
screen if desired.
Automation System (IAS)
Both feed pumps are controlled from a single source. The output to the non- a) Ensure that the instrument and gauge valves are open and that
The following IAS graphic screen is used in the control of the main feed water running pump is blocked by a switch which is held in the off position until the instrument air is supplied to the control units.
system: system detects, from a discharge pressure switch, that the pump is running.
When this occurs the switch is closed and the control signal is passed to the b) Set the valves/components as per the following table.
• T30-453-01 FEED WATER SYSTEM
appropriate governor.
Control of the boiler level control system is from graphic screen:
As the pump reaches this position and providing no trip signal is received,
• T30-452-07 BOILER WATER LEVEL CONTROL a pulse is sent to a ramp generator which gives an output to the governor
increasing at 200% per minute, therefore increasing the pump output pressure.

F T N AV I E R A
PIC
BF1008 5113
BF20 BF48 BF26
BF28 BF1007 BF53
Deaerator
BF35 30m3
BF19 BF21 BS17 BS51
BF BF BF
Steam Line
BF54
BF BF
1061 1062
BS52 BS53
BF27
BF1013
BF BF ZS
E BF1020 TI
1064 1065 BF58 BF57 BF56
4113
BF1026
TT
FT BF1001 BF50 5114
1030 ZS
BF1029 BF25
BF1011 2341
BF52
BF49 BF34
PAL PI PT
PT TI
0034
6034 4114 ZS ZS ZS
BF68
0028 PI PI
1004 2004
Protection 4117
PI PI PI PI
Ring BF2029
4109 4107 1005 2005
FT
2030
E E T T
BF67 BF66 BF65 BF2001
PI
ZS
BF2013
4108 1009 1008 2009 2008
PIC
BF14 5108 PI PI
1006 2006
BF2008 BF17 BF18
BF BF BF2007 BF16
2064 2065 TT BF30
5136 BF37 BF36
TI BF29
4116 BF2003 BF41 BF42
2021
BF BF
Main Boiler Key
BF47 Feed Water
2006 2005
Desuperheater Steam

F T N AV I E R A
Valve/Component Position There are several start interlocks provided for the feed pumps. If these Position Description Valve
Pump suction valve Open conditions are not met, the controller will prevent the start-up sequence for the Open Feed pump main feed discharge valves BF4, BF6,
feed pump. These are as follows: BF8, BF10
Pump discharge valve Open
Valve/Component Position Open Feed pump auxiliary feed discharge valves BF5, BF7,
Pump warming through valve Open
BF9, BF11
Pump sealing water supply Operational Pump suction valve Open
Open Main feed spray water to main desuperheaters BF12
Pump air vent Closed Pump recirculation valve Open
Open Auxiliary feed spray water to main desuperheaters BF13
Turbine line drains Open Turbine exhaust valve Open
Open Main desuperheater spray water control valve
Turbine exhaust valve Open Manual trip Reset inlet and outlet valves BF19, BF21
Turbine warming through valve Open Electrical trip Reset Operational Main desuperheater spray water control valve BF20
Manual trip Reset Priming LO pump Running Closed Main desuperheater spray water control valve
Governor Set to minimum bypass valve BF22
When all of the above conditions are met, the STANDBY indication lamp on Open Main desuperheater spray water
LO cooler Operational the local control panel will light and the pump will be available for automatic recirculating valves BF23, BF24
start. Automatic start is only available when the engine control room control
c) Check the LO levels in the governor and the sump. position is selected at the local panel. Open Main desuperheater spray water
isolating valves BF53, BF54
d) Set the selector switch for the LO priming pump to The automatic sequence is controlled by the governor and involves slowly
AUTOMATIC. ramping up or down the speed setting. Once running, all start interlocks b) Arrange the boiler feed inlet valves as required (see section
are disabled except trips. Once stopped, the governor speed setting is set to 3.3.3 Boiler Operating Procedures).
e) Check that power is available at the local control panel and press minimum and the STANDBY lamp ignites.
the TRIP RESET button. All trip lights should extinguish. For initial filling and firing, the cold start feed pump can be used. This low
duty pump is only designed to provide feed water at low pressures. It has an
f) Place the local control panel position selector switch in the Procedure to Prepare the Feed Water System for Use and to extra suction valve BF33 which draws water from the distilled water reserve
desired position. Start a Turbine Feed Water Pump tanks. This allows water to be supplied to the boilers when the condensate
system is unavailable.
The control position selector switch has three positions. These are: a) Start to warm through the main superheater lines to the main
feed pumps. Prepare the main and auxiliary feed systems for Should the feed pumps be unavailable, it is also possible to fill the boilers
• MANUAL: This position is selected if it is intended to start the
operation including the electrical and cold start feed pumps. using an emergency connection from the drain tank extraction pumps. This
machine manually from the machine side.
Line up the valves as follows: connection has a normally removed spool piece that must be inserted into the
• LOCAL PANEL: When this position is selected, it is possible pipework prior to use. Once inserted, the boiler feed system can be supplied
to start and stop the feed pump using the START and STOP Position Description Valve by opening valve CW84 on the condensate system and starting a drains tank
pushbuttons on the panel. extraction pump.
Open Deaerator feed outlet valve BF27
• CONTROL ROOM: When this position is selected, control is
passed to the engine control room panel. Open Feed pump suction valves BF1, BF2, BF3, BF15 As the steam pressure starts to rise, the electric feed pump can be used and
Open Feed pump recirculating valves BF16, BF17, BF18 the cold start feed pump shut down. It is important to start operation of both
The engine room control panel has a selector switch which provides two the deaerator and condensate systems as soon as possible to provide as much
Open Feed pump recirculating controller valves BF49, BF50 feed heating as possible to the cold system. For operating procedures for the
starting options. These are:
Operational Feed pump recirculating control valve BF25 deaerator and the condensate system, see section 2.2.1.
• REMOTE: This position provides manual start and stop of the
feed pumps using START and STOP pushbuttons on the panel. Closed Feed pump recirculating controller bypass valve BF52
It is assumed the one boiler is now producing sufficient steam to operate the
• AUTO: In this position, the feed pump is placed on standby and Open Feed pump recirculating line to deaerator BF26
feed pump.
will start automatically should there be an abnormal drop off in Open Feed pump warming through valves BF36, BF37
the discharge pressure of the running pump.
Open Cold start feed pump line discharge valve BF14 c) Prepare the feed water pump for use as follows:

F T N AV I E R A
• Ensure that the instrument and gauge valves are open and Once the feed system is running, the feed water treatment system should be In the event that a trip condition has existed, the operator must reset the system
that instrument air is supplied to the control units. started at the earliest opportunity. For the procedure to operate this system, see before a start may be attempted. Reset is not possible if the condition still
section 2.5. exists.
• Check the feed pump lubricating oil (LO) sump for water
and drain as necessary through the sump drain valve
If the running pump trips for any reason other than deaerator low-low level,
• Check the LO level on the dipstick and in the governor and or if the differential between the feed pump discharge pressure and the boiler Procedure for Starting a Feed Pump via the IAS
top up as necessary drum pressure becomes too small and providing that there is no blackout, then
a standby start command is issued. The same start sequence occurs as for the d) When all the above conditions are met, the operator may request
• Open the cooling water inlet and outlet valves to the LO a pump start from graphic screen T30-453-01 FEED WATER
cooler operator initiated start.
SYSTEM. The following sequence is started:
• Open all available drain valves In the event of a blackout, the start will occur when the blackout is cancelled • The DCS checks that the conditions are correct (see above)
• Vent any air from the pump through the vent valve and power is restored. If a trip condition occurs for the standby pump, the
• A pulse signal sets a block and passes a continuous signal
AUTO condition is cancelled. An automatic transfer from AUTO will generate
• Supply sealing/cooling water to the feed pump mechanical to the ‘Standby’ selector, to ensure that it is set to ‘Manual’
an alarm and alert the operator.
seals (or sets it to ‘Manual’ if not), and to the trip circuit to inhibit
the low LO trip during this starting period.
• Check the pump suction, discharge and recirculation valves With the system now operating normally it is important to make regular checks
are still set as per the previous table of the feed pumps paying particular attention to the following: • A pulse signal START command is sent to the auxiliary
LO pump via a gate which inhibits this signal if a stop or
• Open the turbine exhaust valve very slowly and carefully • LO level and drainage of water from the sump
trip command is issued. A timed alarm circuit is initiated
monitor the turbine casing pressure. When open, allow the
• Leakage from the mechanical seals to indicate a failure of the pump to start in a predetermined
turbine and casing temperature to rise to that of the exhaust
• Correct flow of cooling water to the mechanical seals time. In this event, the system sends a ‘stop’ command to
steam temperature over a period of 30 minutes
the LO pump starter for safety, and resets the start block
• Reset the turbine trip lever and ensure that the governor • Offline feed pump is not rotating backwards due to exhaust thus cancelling the start command. No further action takes
steam valve is in the closed position leakage place and the starting of the feed pump will be deemed to
• Check that the local control panel is on MANUAL control have failed. This situation will remain until reset by the
operator. Under normal conditions i.e. no failure, the LO
and reset any TRIP alarms Stopping a Feed Pump
pump starts.
• Crack open the warming through steam supply valve
Stopping of a feed pump is normally carried out from the engine room control • Upon receipt of a ‘running’ signal from the LO pump and
• Once the warming through steam has been applied for a panel by selecting MANUAL and then pressing STOP. It is good practice to providing the steam inlet valve is not already open, a pulse
minimum period of 15 minutes, the feed pump may now be stop a running pump by using or simulating one of the trip devices, which has signal is sent to the controller to initiate the ‘Open’ command
started by starting the priming LO pump on AUTOMATIC, the advantage of testing the trip and testing the automatic start of the standby to the steam inlet valve. An alarm is generated if the valve
which will lift the governor valve pump. is not fully opened in a predetermined time. In this event,
• Open the manual steam valve gradually and run the pump a signal is sent to once more close the steam inlet valve for
up, proving that water is being delivered through the After the pump has stopped, check for water leakage from the mechanical safety, and resets the start block thus cancelling the start
recirculating line. Ensure that the priming LO pump stops seals, this commonly occurs when the pump is stopped and ‘takes up’ with the command. No stop command is sent to the auxiliary LO
automatically pump running. pump in this case because the pump will automatically stop
after 60 seconds.
• Ensure that the governor has control of the turbine speed Reset the trip device and place the pump in AUTO mode as previously
• As the steam inlet valve opens, the feed pump begins to
• If the pump is performing satisfactorily, open the main described.
rotate and the internal mechanical LO pump begins to
steam inlet valve slowly until it is fully open. generate LO pressure. Once sufficient pressure is generated
A trip of the feed pump may be caused by:
• Shut the drains as monitored by pressure switch 3-PS-14, a ‘stop’ signal is
• Local trip i.e. high back pressure, overspeed, manual trip sent to the auxiliary LO pump since it is no longer needed.
• Place the running pump on CONTROL ROOM control
In the event that the pressure fails to achieve the pressure
• Excessive vibration
required after 60 seconds, the auxiliary LO pump is stopped
Once one feed pump is running, the other feed pump can be set to standby • Excessive axial displacement automatically and an alarm is initiated.
once the feed pressure is above the automatic cut-in pressure. The procedure
for placing the stopped pump on standby is described earlier in this section. It • Lowlow lubricating oil pressure
should be noted that the level in the deaerator must be maintained as both feed • Lowlow deaerator level
pumps will trip if the level reaches the low-low alarm level.

F T N AV I E R A
• If the sequence proceeds without fault, the steam valve will
open fully as monitored by a valve mounted limit switch,
at which time the start order is cancelled and the pump is
considered to be running. Once the start order is cancelled,
the LO trip pressure switch becomes active once more.

F T N AV I E R A
Illustration 2.2.3a Clean Drains System Key
Funnel Soot Blower Steam Header
Vent P Condensate
SC9
DS1285 Steam Air Heater
Boiler Superheated
294B
TI Steam
SC10 0046
LP Feed LIC Electrical Signal
Atomising 0182
Water Heater
Steam 363B Turbine Turbine Desuperheated
Generator Generator Steam
365B 365B 60kg/cm2
SC30 SC45 Steam at Lowest SC11 TI
4301
Point Exhaust Steam
SC12 SC13 SC14

From Purge Steam SC31 From Evaporator Feed
To Warming Through Water Heater
Header
Steam
Turbine Feed Water Pump BS38 SS23 SS22 SC61 P
SC32
E SC
6301
To Gland SC21
SAH
SC58
SC3 SC1 Astern From Evaporator
Turbine P Ejector Condenser
SC
6302
SAH From Evaporator
Feed Water Heater
SC60 E
P
SC2 BS34
Turbine Feed Water Pump 2.7kg/cm2 SC
SC4 6303
Steam
E H.P. SAH
Turbine SC20 SC
P 6304
P SAH
SC6 P
SC15
Main Condenser SC19 P
From Evaporator
P Ejector Condenser
SC16
P
To Main Air Ejector
To Exhaust Steam
Dump Valve
SC36 P
Gland
SC48 Condenser
P
SC37
Purge Steam
P 16/9kg/cm2
SC55
2.7kg/cm2
SC38 Atomising E SC17
Steam 294B
SC56
SC18
363B
SC62 2
9kg/cm
Boiler 365B 365B 60/9kg/cm2
P System
SC51 Inert Gas Room Atmospheric
Steam Air Heater
DS2285 Drain Tank
2
Soot Blower Steam Header Low 2.7kg/cm
Temperature Main Dump Valves System
BS17 Auxiliary Steam From P
SC52 Boiler SC50

F T N AV I E R A
2.2.3 CLEAN DRAINS SYSTEM Each evaporator has two steam drains, one from the feed water heater and one
from the ejector condenser. During the flashing-up period for these units, the
steam drains can all be directed to bilge until such times as they have cleared.
Introduction Once they have been put in-line, the steam drains are monitored by a salinity
alarm which automatically operates a three-way valve to dump any contaminated
Drains which are considered to have no danger of oil contamination are drains to bilge. This should prevent any major saline contamination reaching
recycled directly to the main feed and condensate systems. They are collected the clean drains system whilst the evaporators are in use.
in either the atmospheric drains tank or the main condenser. Collected drains
include: The drains from the evaporators pass to a common drain pipe from where the
• All line drains drains can be directed to either the main condenser or the atmospheric drain
tank. To direct the drains to the main condenser, the line valve SC16 should
• Atomising steam drains
be opened. To direct the drains to the atmospheric condenser, the line valve
• Steam air heaters SC18 should be opened. SC18 is a non-return valve to prevent water from the
• Turbine casing drains atmospheric drains tank being drawn backwards to the main condenser.
• Evaporator drains The combined gland steam condenser/air ejector unit has two drains which are
• LP feed heater led to different destinations. In line with air ejector practice , the first stage air
ejector drains are led directly to the main condenser and the final stage drains
• Inert gas system are led to the atmospheric drain tank. Neither drain has an isolating valve. The
design of the pipework is such that in the event of a sudden loss of ejector
Many of the drains (although not all) are fitted with drain traps. In order to steam, it is impossible for water to be drawn back through the pipework to the
obtain maximum benefit from steam as a heating medium it is allowed to main condenser.
condense in the steam service as this recovers the latent heat of evaporation in
the steam. Drain traps are fitted at the outlets from such heating coils so that Casing drains on the HP turbine are led through orifice plates to the main
only water is allowed to pass. Some drain traps are fitted with bypass valves to condenser. These drains are controlled by pneumatically operated valves
provide continued service should the drain trap malfunction. Others are fitted which are controlled via the IAS. Other drains from around the turbines are led
with drains to bilge. These services are the high pressure services, where direct directly to the main condenser via orifice plates to provide permanent drainage.
supply to the atmospheric drains tank through a bypass is inadvisable, but A drain trap is fitted to the high pressure bleed line which is led to the main
guaranteed service is essential. Low priority drains where other drain traps are condenser to deal with the larger potential volume of drains that will collect in
available elsewhere in the line have no bypass at all. this relatively large bore pipe.
After passing the drains trap, the drains from the two steam air heaters are The sootblower system line drains are led directly to the bilge. This is due to
both directed to the LP feed heater, where they are used to maintain a level in the intermittent and limited nature of the use of this system and the possibility
the unit. Due to the large volume of drains which are produced by the LP feed of solid contaminants such as rust or carbon entering the feed system.
heater when operating on the 0.1kg/cm2 system, a level control valve is used in
preference to a drains trap. A level is maintained in the unit to guarantee that no
steam passes directly into the drains lines. The drain water from the steam air
heaters is used to guarantee this level during periods where the LP feed heater
is not in use. The steam air heater drains can be bypassed around the LP feed
water heater during periods when the feed heater is not in use. The level control
valve also has a bypass valve for use in emergencies.
Drains from the LP feed heater can be directed to either the main condenser
or the atmospheric drains tank. Pneumatically operated valves SC19 and SC20
are used to control which of the two destinations is in use. These valves are
controlled from IAS and are normally set to the atmospheric drains tank. Two
further line valves are fitted, one valve SC15 at the main condenser and one
valve SC17 at the atmospheric drains tank. Valve SC17 is a non-return valve
to prevent water from the atmospheric drains tank being drawn backwards to
the main condenser.

F T N AV I E R A
Illustration 2.2.4a Contaminated Drains System
Hot
Water Tank
CD6 CD4 321B 320B 321B 320B

CD12 Fuel Oil CD10
Service T r a c i n g S t e a m D r a i n s
Tank
Fuel Oil 320B 320B
Bunker
CD5 Tank CD3
CD11 CD09 CD67 CD66

CD33 CD34 CD35 CD36 CD37 CD38
CD74
Burner Burner Purifier Purifier Purifier
CD2
Fuel Oil Fuel Oil Fuel Oil Diesel Oil Lubricating Oil Lubricating Oil
Service CD08 Heater Heater Heater Heater Heater
Tank
Fuel Oil
CD45 Overflow
Tank CD1 Lubricating Oil Dirty Incinerator
CD58 Sump Tank Oil Tank Sludge Tank From
CD07 CD30 CD31 CD49
Key Air
TI
4406 Conditioning
Condensate System
CD70 CD71 CD72 Drain Cooler
Electrical Signal
Lubricating Oil Oily
Renovating Water Tank CD28 CD29
Tank Heating TI Air
Tank
CD13 CD16 4407
Steam Line
CD59 CD60 CD32 CD50
Diesel Oil Bilge Tank Heating

Sludge Tank Holding Tank OCAH
Steam Line
5401
CD57 CD15 CD17
CD65 CD61 P
CD56
Lubricating Oil Fuel Oil
SSK9 SSK8
Sludge Tank Drain Tank
CD18
CD14
CD63 CD62
Observation
From Cargo Machinery Room
Tank
CD40
From Forward Fuel Oil Tank PI

CD39 4404
PI TI LI PI
4401 4403 4408 4402
De-Oiler
CD20 CD21
PI
CD24 CD25 Fuel Oil 4405 CD53
Bunker Tank
IMO
Tank
CD22
CD54 CD55 CD46 CD47 CD48
CD28
Fuel Oil Atmospheric

Overflow Tank Drain Tank
CD19 CD27
CD23 CD63

F T N AV I E R A
2.2.4 CONTAMINATED DRAINS SYSTEM Deoiler Principle of Operation (Note: The vent and drain from the drains cooler pass to the first stage of the
observation tank. Any contamination observed here will pass to the
The deoiler consists of three chambers forming a cylinder, each containing observation tank from where it should be removed using the drain and
Drain Cooler
a separating element. Oily water passes into the lower section of each scumming valves.)
Maker: Spirax Sarco chamber, up through the element and exits at the top. While passing through
No. of sets: 1 the separating element, fine oil droplets are coalesced into coarse droplets h) Observe the condensate discharging from the drain lines on the
Type: Tubular which rise and float in the reservoir on top of the inner space of the separating deoiler and continue draining until no solid matter (dirt, rust
element. Water still containing fine oil droplets that have not been separated etc.) is observed.
Model: VB854(2)SXA1500H
passes into the next chamber and undergoes a further action of separation. Any
oil that collects at the top of each chamber can be drained off to the fuel oil i) Open all the air vent cocks and the oily water inlet valve CD53
Deoiler drain tank. Oil levels at the top of the chambers can be observed through sight on the deoiler.
glasses at each reservoir.
Maker: Sasakura Engineering Co. Ltd j) Close the bypass valve CD54 and divert the drain returns into
No. of sets: 1 The cleansed water flows out of the top of the third chamber to the observation the deoiler. Close each successive drain and vent valve on the
Type: SK-Lawson tank. The observation tank has two chambers both fitted with scumming deoiler as clean condensate is observed flowing out of the drain/
Capacity: 4.6m3/hour arrangements. The primary chamber has an oil content meter which raises an vent pipes.
Design pressure: 4.55kg/cm2 alarm and operates a three-way diverter valve if the oil content rises above
XXXppm. Dumped water flows to the bilge. k) Clean drains will now flow through the deoiler and out of the
drain valve CD55 to the save-all. Once the drains are observed
Oil Content Monitor to be clean, open the discharge valve SSK9 to the inspection
Procedure to Operate the Contaminated Drains System tank and close the drain valve.
Maker: Fellow Kogyo Co. Ltd
No. of sets: 1 Initially all valves are closed. l) Ensure that the oil content meter clears and that the diverter
Measuring accuracy: 15ppm every 17 seconds valve SSK8 is functioning correctly. Scum the observation tank
a) Ensure that the instrument and gauge valves are open and that sections as required.
Type: Fogas - 1500C
instrument air is supplied to the control units. Ensure that the
Capacity: 4.6m3/hour duplex filters are clean and ready for use. The deoiler is now in operation and any oil separated will float up to the oil
reservoir and can be observed through the sight glass. The oil can be discharged
b) Open all the drain valves (x6) on the deoiler. to the fuel oil drain tank by opening the drain valve.
Introduction
c) Open the bypass valve CD54 and drain valve CD55 to divert Should the elements become clogged with oil, the differential pressure across
Potentially contaminated drains from the fuel oil and lubricating heating
drain returns into the save-all around the deoiler. the deoiler will increase. When the pressure difference reaches 1.0kg/cm2 it
services are returned to the main feed cycle via the atmospheric drains tank
after first being decontaminated in the contaminated drains system. The drains will be necessary to backwash the deoiler.
d) Open the drains cooler inlet and outlet valves CD31 and CD32.
are initially collected in the contaminated drains collection header ND-125
Ensure the drains cooler bypass valve CD30 is closed. Open the (Note: The duplex strainer screens should be changed over and cleaned when
before they pass into the decontamination section of the system. The collected
drains cooler vent and drain valves CD49 and CD50. Check that the differential pressure exceeds 0.3kg/cm2.)
drains are first cooled in a drain cooler before passing through duplex strainers.
the drains cooler is being circulated by cooling water.
As they have a potential for hydrocarbon and other contamination, they are
led to a deoiler and to an inspection tank, for final checking before entering
e) Check the contents of the observation tank for oil contamination.
the atmospheric drains tank. Both the deoiler and the drains cooler may be
Switch on the oil content meter. If contamination is present,
bypassed if necessary but the observation tank cannot be bypassed.
drain the observation tank through valves CD46 and CD47.
Ensure these valves are closed when finished.
(Note: The drain return valves are always fully opened on each tank heating
coil or oil heater, before the steam inlet valves are slowly opened
f) Open all the drain return valves on the selected heating tanks
to admit steam for heating purposes. The steam flow is normally
and slowly open the steam inlet to the heating coils.
controlled by regulating the drain valves.)
g) Observe the vent and drain from the drains cooler. Once clear,
close these valves.

F T N AV I E R A
Illustration 2.2.4a Contaminated Drains System
Hot
Water Tank
CD6 CD4 321B 320B 321B 320B

CD12 Fuel Oil CD10
Service T r a c i n g S t e a m D r a i n s
Tank
Fuel Oil 320B 320B
Bunker
CD5 Tank CD3
CD11 CD09 CD67 CD66

CD33 CD34 CD35 CD36 CD37 CD38
CD74
Burner Burner Purifier Purifier Purifier
CD2
Fuel Oil Fuel Oil Fuel Oil Diesel Oil Lubricating Oil Lubricating Oil
Service CD08 Heater Heater Heater Heater Heater
Tank
Fuel Oil
CD45 Overflow
Tank CD1 Lubricating Oil Dirty Incinerator
CD58 Sump Tank Oil Tank Sludge Tank From
CD07 CD30 CD31 CD49
Key Air
TI
4406 Conditioning
Condensate System
CD70 CD71 CD72 Drain Cooler
Electrical Signal
Lubricating Oil Oily
Renovating Water Tank CD28 CD29
Tank Heating TI Air
Tank
CD13 CD16 4407
Steam Line
CD59 CD60 CD32 CD50
Diesel Oil Bilge Tank Heating

Sludge Tank Holding Tank OCAH
Steam Line
5401
CD57 CD15 CD17
CD65 CD61 P
CD56
Lubricating Oil Fuel Oil
SSK9 SSK8
Sludge Tank Drain Tank
CD18
CD14
CD63 CD62
Observation
From Cargo Machinery Room
Tank
CD40
From Forward Fuel Oil Tank PI

CD39 4404
PI TI LI PI
4401 4403 4408 4402
De-Oiler
CD20 CD21
PI
CD24 CD25 Fuel Oil 4405 CD53
Bunker Tank
IMO
Tank
CD22
CD54 CD55 CD46 CD47 CD48
CD28
Fuel Oil Atmospheric

Overflow Tank Drain Tank
CD19 CD27
CD23 CD63

F T N AV I E R A
Procedure to Back Wash the Deoiler
(Note: Chemicals are not to be used in cleaning the deoiler as they will
prohibit the coalescing of the oil.)
a) Open the deoiler bypass valve CD54 and close the inlet valve
CD53 and discharge valve SSK9.
b) Close all the valves on the deoiler including oil gauge valves,
air vent cocks and outlet valves.
c) Open the back washing steam valves AS23 and AS25 to the
deoiler.
d) When the deoiler internal pressure is at 2.0kg/cm2, open the

drain valve for the outside space of the 1st stage separating
element and discharge the water/oil to the fuel oil drain tank.
Close the valve when the discharge is clean.
(Note: Maintain the internal pressure between 2.0-3.5kg/cm2, but do not

exceed 4.0kg/cm2.)
e) Repeat the process in d) for the 2nd and 3rd stages. Close the
valve when the discharge is clean.
f) On completion of the 3rd stage back wash, open the air vent
cock and drain valve on each stage element and close the steam
inlet valves AS23 and AS25.
g) Close each drain valve when the discharge is clean.
h) Open the discharge valve SSK9 and close the bypass valve
CD54.
The deoiler is now back in normal use.

2.3 Sea Water Systems
2.3.1 Main and Auxiliary Sea Water Circulating System
2.3.2 Central Sea Water Cooling System
2.3.3 Fresh Water Generator Sea Water Service System
Illustrations
2.3.1a Main and Auxiliary Sea Water Circulating System
2.3.2a Central Sea Water Cooling System
2.3.3a Fresh Water Generator Sea Water Service System

F T N AV I E R A
Illustration 2.3.1a Main and Auxiliary Sea Water Circulating System
Deck
TT TI PT TT PS
0132 0131 5016 5107 5106
CS19 CS13 CS31 CS32 H
CS18
TI Msin Condenser TI
Lubricating Oil Backflushing Return 0132 0131
Coolers to Ballast System H
BB60 BB33 Backflushing Supply
from Ballast System CS78
CS28 CS26 H
TI TI CS77
0161 0163 CS70
PI PI
Sawdust 4023 4024
From H Atmospheric H
Injector
Ballast Condenser
Pump CS23 CS17
TI TI TI TI
0162 0164 CS69 4109 4110
To
CS29 CS30 Reciprocating To Sea Water To Sea Water To Sea Water
From Sea Water Bilge Pump Cooling Pump Cooling Pump Cooling Pump
PI Cooling Pumps
5015
H PI
5007
Key To Fresh Water To Fresh Water
CS14 Generator Pump Generator Pump
H CS12 H CS11 H CS10 H CS15
Sea Water
PI PI PI PI
4008 4010 4012 4022
Main Main Main Steam Circulating
Circulating Circulating Circulating Auxiliary
E Pump E Pump E Pump E Pump
(8000m3/h (8000m3/h (8000m3/h Electrical Signal (600m3/h
PI 5mth) PI 5mth) PI 5mth) PI 2.5 bar)
4007 4009 4011 4021
Instrumentation
CS16
H
CS8 CS7 H
CS48 To
H
CS9 Fire Fighting

Pump
To Fire Fighting/
Bilge Pump
VA25 Steam H VA64
High Sea Chest To Ballast Pump High Sea Chest
CS62 CS2
To Inert Gas To Sea Water
VA24 Cooling Pump Cooling Pump VA63
To
Spray To Fire Fighting Steam
Starboard H H H Pump Jockey Pump Port
Low Sea Chest Low Sea Chest
TT PI
5001 5002
H P H
CS06 CS27 CS49 CS5 CS61 CS1

F T N AV I E R A
2.3 SEA WATER SYSTEMS Harbour Mode Condenser Sawdust System
Pressing the Harbour mode pushbutton will start priority pump No.1 and leave A sawdust injection system is provided for the main condenser in order to plug
2.3.1 MAIN AND AUXILIARY SEA WATER CIRCULATING No.2 and 3 on standby. When the main turbine propulsion plant is operating small leaks should they occur. The sawdust injector is supplied with sea water
SYSTEMS above 50 rpm the system automatically switches from harbour mode to Sea by the machinery sea water cooling pumps (central sea water cooling system).
mode. The outlet from the sawdust injector goes to the sea water inlet line to the main
Main Sea Water Circulating Pump condenser allowing sawdust to flow into the condenser with the circulating sea
Maker: Shinko Industries Ltd When a pump is started, a timer operates to ensure that the discharge valve is water.
25% open before the pump starts. Similarily, the discharge valve closes to 25% In order to operate the system the sawdust injector inlet valve CS69 and outlet
No. of sets: 3
open before the pump stops. There are limit switches on the suction valves to valve CS70 are closed and the injector box is filled with sawdust. The main
Type: Centrifugal ensure that the pumps are not started when the valves are closed. (CHECK ON sea water circulating system will be operating and supplying sea water to the
Model: CVN850 BOARD) main condenser and one of the machinery sea water cooling pumps will be
Capacity: 8,000m3/h at 5.0mth operating. The inlet and outlet valves on the sawdust injector box are opened
Motor: 200kW and sawdust mixes with the sea water before being discharged into the main
Start of a Standby Pump
sea water supply line to the main condenser.
A standby start is caused by either a fault on a duty pump or when a duty pump
Auxiliary Sea Water Circulating Pump is running with a very low power consumption. In Harbour mode, priority 3
Maker: Hamworthy KSE pump will be standby started when priority 2 pump is started but develops a The Sea Water MGPS Antifouling System
No. of sets: 1 fault or low power consumption. (CHECK ON BOARD)
Maker: Cathelco
Type: Centrifugal No. of sets: 5 (one for each sea chest)
The auxiliary sea water circulating pump supplies cooling sea water to the
Model: CGD200 V48 BAN auxiliary condenser and this is operated when the main sea water circulation Flow Rates
Capacity: 600m3/h at 2.5 bar system is shut down. Port upper sea chest: 1,750m3/h of sea water
Motor: 60.9kW Stbd upper sea chest: 8,500m3/h of sea water
The main sea water circulating pumps take suction from sea chests located
on the starboard side of the ship. No.1 (501A) and No.2 (501B) main sea Stbd lower sea chest: 18,000m3/h of sea water
Introduction water circulating pumps take direct suction from the low sea chest whilst No.3 Port lower sea chest: 240m3/h for fire system continuous
(501C) pump takes suction from the upper sea chest via a suction filter. The 180m3/h for fresh water generator
The main sea water (SW) circulating system supplies cooling water to the low sea chest on the starboard side of the ship is connected to the upper sea
Forward sea chest: 200m3/h of sea water
main condenser, auxiliary condenser and the lubricating oil coolers. There are chest on the port side of the ship by means of the crossover sea water main.
three main sea water circulating pumps and one auxiliary sea water circulating The auxiliary sea water circulating pump takes suction from the sea water Type: Copper anode WVR27
pump. The main sea water circulating pumps are selected for priority duty 1, crossover main. Suction can also be taken from the upper sea chest on the port Copper anode SUV27
duty 2 or duty 3 by setting 1, 2 or 3 in the number input. The pumps will start side via the auxiliary sea water main. All sea chest are provided with air vent Cast iron anode SUV29
automatically when pressing the ON pushbutton. There is an interlock so that connections and steam blowing connections.
two pumps cannot be started simultaneously. Pump No.2 will not start until The sea water system is protected against marine fouling by the antifouling
No.1 is running and will be controlled by the propulsion plant rpm. Normally at sea the low sea chests will be used for the main sea water circulating system. The system protects against marine growth and corrosion by means of
pumps and for the sea water crossover main. However, when operating in anodes, the marine growth protection anodes (MG) are made from copper and
The auxiliary SW circulating pump can only be manually started and stopped shallow waters the upper sea chests will be used in order to prevent the ingress the trap corrosion anodes (TC) are made from cast iron.
from the IAS as there is no automatic function fitted. The pump suction valve of sand and mud with the sea water. No.3 main sea water circulating pump has
CS16, discharge valve CS15 and auxiliary condenser overboard valve CS17 a direct suction from the starboard high sea chest and when operating in rivers The anodes are distributed as follows:
can be manually opened and closed from the IAS operator station. and shallow water harbours at manoeuvring speeds only one main sea water
circulating pump would normally be required.
Location Anode type Quantity
Sea Mode
Sea chests are provided with a marine growth prevention system. Port upper sea chest MG Two
Two main sea water circulating pumps operate when the main turbine
Starboard upper sea chest MG Eight
propulsion plant is operating above 50 rpm and they supply the main condenser Hydraulically operated system valves are normally operated remotely from the
and lubricating oil coolers; in addition they can also be used to supply the IAS mimic display and manually operated system valves are normally left in Starboard Lower sea chest MG Twenty
auxiliary condenser when the ship is at sea. When the main turbine propulsion the open or closed position as required for operation of the item of plant. Port lower sea chest MG On
plant is operating at 45 rpm or below the standby pump will stop.
TC One

F T N AV I E R A
Deck
TT TI PT TT PS
0132 0131 5016 5107 5106
CS18
CS28 CS26 H
TI TI CS77
0161 0163 CS70
PI PI
Sawdust 4023 4024
Injector
Ballast Condenser
Pump CS23 CS17
TI TI TI TI
0162 0164 CS69 4109 4110
To
PI Cooling Pumps
5015
H PI
5007
Sea Water
PI PI PI PI
4008 4010 4012 4022
4007 4009 4011 4021
Instrumentation
CS16
H
CS8 CS7 H
CS48 To
H
CS9 Fire Fighting

Pump
To Fire Fighting/
Bilge Pump
VA25 Steam H VA64
CS62 CS2
To
TT PI
5001 5002
H P H

F T N AV I E R A
Forward sea chest MG One Starboard Lower Sea Chest When the vessel is in ‘Blue Water’ the anode life may be extended by turning
the current down to 0.2A on both the MG and TC.
TC One Anode In Operation Current SettingNot in Operation Current Setting
MG11 1.3A 0.2A If there are signs of marine growth infestation in a section, the current for that
The life expectancy of the anodes is approximately 4 years. A low current must MG12 1.3A 0.2A section may be increased by a maximum of 0.2A. If no fouling is apparent
be maintained at the sea suction strainer which is not operating. in a section then the current may be reduced by a maximum of 0.2A for that
MG13 1.3A 0.2A section.
The MGPS module is supplied with sea water from the central cooling SW MG14 1.3A 0.2A
system, in the module the sea water is dosed with copper and aluminium ions.
This treated sea water is then supplied to the sea suction chests. The dosing
MG15 1.3A 0.2A Procedures For Setting Up the Sea Chests
rate depends upon the current supplied to the anodes and this must be adjusted MG16 1.3A 0.2A
Sea chests have direct connection with the sea and valves from the sea chest(s)
to suit the sea water flow through the module. The current settings for the MG MG17 1.3A 0.2A connect with the suction side of the main sea water circulating pumps and the
and TC anodes should be the same and are adjusted by means of the setting
MG18 1.3A 0.2A sea water crossover main.
knobs on the control panel. Adjustment of current should only be made after
consulting the Cathelco operating manual. Incorrect setting of the current can MG19 1.3A 0.2A Sea chest vent valves should normally be left open in order to ensure that the
result in inadequate protection against marine growth and corrosion. A high
MG20 1.3A 0.2A sea chest is always completely filled with water.
current setting shortens the expected life of an anode whilst a low current
increases the expected life of an anode. MG21 1.3A 0.2A
Air vent valves must be opened as in the following table.
MG22 1.3A 0.2A
Operating Procedure MG23 1.3A 0.2A Position Description Valve
MG24 1.3A 0.2A Open Starboard lower sea chest air vent valve VA24
a) Turn the main power switch at the bottom left of the control
panel to the ON position. MG25 1.3A 0.2A Open Starboard upper sea chest air vent valve VA25
MG26 1.3A 0.2A Open Port lower sea chest air vent valve VA63
b) Refer to the digital ammeter above the control knob to set the
anode currents to the desired values. MG27 1.3A 0.2A Open Port upper sea chest air vent valve VA64
MG28 1.3A 0.2A
Port Upper Sea Chest No.1 and No.2 main sea water circulating pumps have direct suction from the
MG29 1.3A 0.2A starboard lower sea chest via remotely operated hydraulic valves CS7 and CS8
Anode In Operation Current SettingNot in Operation Current Setting
MG30 1.3A 0.2A respectively. No.3 main sea water circulating pump has direct suction from the
MG1 1.3A 0.2A starboard upper sea chest via remotely operated hydraulic valve CS9.
MG2 1.3A 0.2A Port Lower Sea Chest
Anode In Operation Current SettingNot in Operation Current Setting
Starboard Upper Sea Chest MG31 0.4A 0.2A
Anode In Operation Current SettingNot in Operation Current Setting FE31 0.4A 0.2A
MG3 1.3A 0.2A
MG4 1.3A 0.2A Forward Sea Chest
MG5 1.3A 0.2A Anode In Operation Current SettingNot in Operation Current Setting
MG6 1.3A 0.2A MG32 0.4A 0.2A
MG7 1.3A 0.2A FE32 0.4A 0.2A
MG8 1.3A 0.2A
(Note: If the ship is in fresh or brackish water the digital display may not
MG9 1.3A 0.2A reach the recommended current value and this may cause the warning
MG10 1.3A 0.2A LED to illuminate. This can be ignored as it is the setting in sea water
which is important.)

F T N AV I E R A
Deck
TT TI PT TT PS
0132 0131 5016 5107 5106
CS18
CS28 CS26 H
TI TI CS77
0161 0163 CS70
PI PI
Sawdust 4023 4024
Injector
Ballast Condenser
Pump CS23 CS17
TI TI TI TI
0162 0164 CS69 4109 4110
To
PI Cooling Pumps
5015
H PI
5007
Sea Water
PI PI PI PI
4008 4010 4012 4022
4007 4009 4011 4021
Instrumentation
CS16
H
CS8 CS7 H
CS48 To
H
CS9 Fire Fighting

Pump
To Fire Fighting/
Bilge Pump
VA25 Steam H VA64
CS62 CS2
To
TT PI
5001 5002
H P H

F T N AV I E R A
Procedures For Setting Up the Main Sea Water Crossover Position Description Valve Position Description Valve
Line Open Port lower sea chest suction valve (hydraulic) CS1 Open No.2 lubricating oil cooler outlet valve CS30
Open Port sea suction filter outlet valve CS61 Open Lubricating oil cooler overboard discharge valve CS14
The sea water crossover line, from which the auxiliary sea water pump takes
suction, connects with the starboard low sea chest and the port upper sea chest. Closed Port sea suction filter air vent valve Open Main condenser overboard discharge valve CS18
The description below assumes that the sea water crossover line is connected
Closed Port sea suction filter drain valve Closed Main condenser air vent valves CS13, CS19, CS31, CS32
to the starboard low sea chest.
Closed Isolating valve onto the main sea water crossover line CS5 Closed Main condenser valves to bilge pump BB33, BB60
a) Set the sea chest air vent valves as described above. Closed Supply valve to auxiliary condenser from main system CS71
c) Open the suction filter vent valve and vent air from the filter to
b) Set the valves as in the following table: ensure that the auxiliary sea water suction main is primed. Open Supply valve to auxiliary condenser from auxiliary
sea water pump CS15
Position Description Valve d) The auxiliary sea water suction main is now operational. Closed Supply valve to auxiliary condenser from ballast pump CS23
Open Starboard lower sea chest suction valve (hydraulic) CS06 Open Auxiliary condenser overboard discharge valve CS17
Open Starboard sea suction filter outlet valve CS27 Procedure for Operation of the Main Sea Water Circulation
System d) Select No.1 main sea water circulating pump as the duty
Closed Starboard sea suction filter air vent valve
pump.
Closed Starboard sea suction filter drain valve (Note: The starting and stopping of pumps and the operation of hydraulically
actuated valves takes place from the IAS mimic diagram.) e) Open the suction valve for No.1 pump CS7 and start the pump.
Closed Port upper sea chest suction valve (hydraulic) CS2
As the pump runs up to speed open the pump discharge valve.
Open Port sea suction filter outlet valve CS62 The description below assumes that the vessel is at sea with No.1 main sea (The speed of valve opening should be controlled by the IAS so
Closed Port sea suction filter air vent valve water circulating pump acting as the duty pump and No.2 pump selected as the that the correct pump pressure is developed.)
No.1 priority standby pump. No.3 pump as the No.2 priority pump.
Closed Port sea suction filter drain valve
f) As water flows through the system open the vent valves on the
a) Ensure that the starboard lower sea chest is operational (see lubricating coolers and main condenser for a short period until
c) Open the operating suction filter vent valve and vent air from description above). all of the air has been vented, this is to ensure that there are no
the filter to ensure that the sea water crossover line is primed. air pockets and that the coolers and condenser are primed.
b) Ensure that all instrumentation root valves are open and that all
d) The main sea water crossover line is now operational and the instruments are operating correctly. g) When the system is being circulated by water from No.1 main
auxiliary sea water pump may be operated. sea water circulation pump select No.2 pump as the priority 2
c) Set the system valves as in the following table. standby pump and No.3 as the priority 3 standby pump.
Procedures For Setting Up the Auxiliary Sea Water Suction
Position Description Valve h) When the main circulation system is fully operational, the
Main
Closed No.1 main sea water circulation pump suction valve CS7 inlet valve to the auxiliary condenser from the main system
CS71 may be opened, the auxiliary sea water circulation pump
The port low SW suction line which feeds the fire fighting jockey pump, fire Closed No.1 main sea water circulation pump discharge valve CS10 stopped and the inlet valve from the auxiliary sea water pump
fighting and fire fighting/bilge pumps, spray pump and fresh water generator
Closed No.2 main sea water circulation pump suction valve CS8 CS15 closed.
pumps can be considered as an auxiliary SW main. This is because it is
isolated from the main SW crossover line by a pneumatically operated valve Closed No.2 main sea water circulation pump discharge valve CS11
i) The main sea water circulation system is now operational.
CS5, which under normal operating conditions is kept closed. This ensures that
Closed No.3 main sea water circulation pump suction valve CS9
these pumps will have an unrestricted suction in the event of a high suction
(Note: In the event of failure of No.1 pump to supply cooling sea water to the
demand from the main circulating, ballast and machinery SW cooling pumps. Closed No.3 main sea water circulation pump discharge valve CS12
main sea water circulation system at sufficient pressure, the standby
These pumps, fed from the auxiliary SW main, can be supplied from the main
Closed Backflushing line return valve to the ballast system CS77 pump will start automatically and the pump suction and discharge
SW crossover line by opening valve CS5, which would be necessary when it
Closed Backflushing supply line valve from the ballast system CS78 valves will open. The duty pump will be stopped by the IAS and its
is required to clean and inspect the port low SW suction filter.
suction and discharge valves closed.) (CHECK ON BOARD)
Open No.1 lubricating oil cooler inlet valve CS28
a) Open the port low sea chest air vent valve VA63.
Open No.1 lubricating oil cooler outlet valve CS29
b) Set the valves as in the following table. Open No.2 lubricating oil cooler inlet valve CS26

F T N AV I E R A
Deck
TT TI PT TT PS
0132 0131 5016 5107 5106
CS18
CS28 CS26 H
TI TI CS77
0161 0163 CS70
PI PI
Sawdust 4023 4024
Injector
Ballast Condenser
Pump CS23 CS17
TI TI TI TI
0162 0164 CS69 4109 4110
To
PI Cooling Pumps
5015
H PI
5007
Sea Water
PI PI PI PI
4008 4010 4012 4022
4007 4009 4011 4021
Instrumentation
CS16
H
CS8 CS7 H
CS48 To
H
CS9 Fire Fighting

Pump
To Fire Fighting/
Bilge Pump
VA25 Steam H VA64
CS62 CS2
To
TT PI
5001 5002
H P H

F T N AV I E R A
Procedure for Operation of No.3 Main Sea Water Circulation Position Description Valve Position Description Valve
Pump Closed Auxiliary sea water pump discharge valve CS15 Open No.1 ballast pump sea water suction valve B36
Closed Auxiliary condenser supply valve from main system CS71 Closed Ballast pump discharge crossover valve B45
No.3 main sea water circulation pump has its suction valve directly connected
to the starboard upper sea suction chest. This pump will normally be used in Closed Auxiliary condenser supply valve from ballast pump CS23 Open Starboard ballast overboard discharge valve B29
waters of restricted depth in order to prevent sand and mud from being drawn
Closed Port ballast overboard discharge valve B28
into the pump suction. It may be selected as the standby pump when at sea,
in the loaded condition. The pump should not be used when the ship is in the d) Open the auxiliary sea water pump suction valve CS16 and start Open Backflushing supply valve to the main condenser CS78
ballast condition as air could be drawn into the pump and this could cause air the auxiliary sea water pump.
Open Backflushing return valve from the main condenser CS77
pockets in the system and result in pump cavitation.
e) As the pump runs up to speed open the discharge valve CS15 Closed Auxiliary condenser supply valve from main system CS71
The pump has its own suction filter and the air should be vented from the and control the pressure to the desired value.
Closed Auxiliary condenser supply valve from ballast pump CS23
filter.
f) Check that water is flowing through the auxiliary condenser and
When the pump is started the IAS will open the suction valve CS9 and the flowing overboard. e) Start No.1 ballast pump, when the pump is up to speed open the
discharge valve CS12. pump discharge valve. Sea water will now back flow through
the main condenser, discharging overboard via the starboard
Procedure to Backflush the Main Condenser
overboard discharge line.
Procedure for Operation of the Auxiliary Sea Water Circulation
The main SW system has been designed with the facility to backflush the
System main condenser with the supply taken from the main ballast pumps. This
f) After a suitable period of time, stop the backflush and shut
down the ballast pump and return all of the system valves to
backflushing operation will assist in extending the period between opening up
The auxiliary sea water circulating pump is used to supply the auxiliary their normal operational position.
the main condenser for regular cleaning.
condenser with sea water when the main sea water circulation system is not
operating. The pump normally takes suction from the main sea water crossover
To backflush the main condenser, open valve CS78 from the ballast pump
line via line suction valve CS49 but in an emergency may take suction from the
discharge system. Once the valve is open a pressure switch will interlock
port low suction auxiliary main via pneumatically operated suction valve CS5;
the ballast pump. If the pressure becomes too high, the pressure switch will
valve CS5 is normally closed.
be activated and stop the ballast pump and close valve CS78. The valve is
interlocked if valve CS77 is open.
The description assumes that the auxiliary sea water pump is taking suction
from the sea water crossover main.
This procedure should only be carried out with the main propulsion turbine
system shut down.
a) Ensure that the sea water crossover main is flooded as described
above.
a) With the main propulsion turbine system shut down, stop the
main SW cooling pumps and close the overboard discharge
b) Ensure that all instrumentation root valves are open and that all
valve CS18.
instruments are operating correctly.
b) Close the SW cooling inlet valves to the main turbine LO
c) Set the valves as in the following table. It is assumed that the
coolers, CS28 and CS26.
auxiliary system is being started without the main sea water
circulation system operating.
c) Ensure that the SW inlet valve to the auxiliary condenser is
closed, CS71.
Open Line suction valve from sea water crossover main CS49 d) Prepare No.1 or No.2 ballast pump for operation. In this
operation only No.1 ballast pump will be used. Due to the
Closed Pneumatically operated suction valve from auxiliary configuration of the backflushing lines, only No.1 or No.2
suction main CS5 pump can be used for backflushing, with the return line having
Open Auxiliary line overboard discharge valve CS17 to pass overboard via the starboard overboard discharge line.
Closed Auxiliary sea water pump suction valve CS16

F T N AV I E R A
Illustration 2.3.2a Central Sea Water Cooling System
H CS3 H CS4
CS58 CS59 CS55 CS56
TI TI TI TI
4102 4104 4106 4108
Cargo Fresh Cargo Fresh Machinery Fresh Machinery Fresh

Water Cooler Water Cooler Water Cooler Water Cooler
TI TI TI TI
4101 4103 4105 4107
CS54 CS57 CS21 CS22
PT PT
5005 5006
Key
To Saw Dust CS72
Injector
Sea Water
Steam
CS53 CS52 CS45 CS44
Electrical Signal
PI PI PI PI
4004 4002 4007 4014
Cargo Cargo Machinery Machinery Instrumentation
Sea Water Sea Water Sea Water Sea Water
E Cooling E Cooling E Cooling E Cooling
Pump Pump Pump Pump
PI (650m3/h PI (650m3/h PI (100m3/h PI (100m3/h
4003 2 bar) 4001 2 bar) 4015 2 bar) 4013 2 bar)
CS50 CS51 CS47 CS46

To Circulating
Auxiliary Pump
To Main
CS48 To Fresh Water
Circulating To Fire
Pump Fighting Pump Generator Pumps
To Main Circulating To Fire Fighting /

Pump Bilge Pump
VA25 Steam H VA64
To
High Sea Chest To Ballast Pump Inert High Sea Chest
Gas Room CS62 CS2
VA24 VA63
To To Fire Fighting
Spray Jockey Steam
Starboard H H H Pump Pump
Low Sea Chest Port
TT PI Low Sea Chest
5001 5002
H P H

F T N AV I E R A
2.3.2 CENTRAL SEA WATER COOLING SYSTEM The systems normally operate independently of each other but a cross- Position Description Valve
connection valve CS72 enables sea water to be supplied to either set of coolers
Open No.1 machinery fresh water cooler inlet valve CS21
Engine Room Machinery Cooling Sea Water Pump by either set of pumps. The flow rate of the cargo cooling sea water pumps
Maker: Hamworthy KSE is much lower than that of the machinery cooling sea water pumps and so Open No.1 machinery fresh water cooler outlet valve CS55
only limited cooling of the machinery system could be achieved by the cargo Open No.2 machinery fresh water cooler inlet valve CS22
No. of sets: 2
cooling sea water pumps. However, the high capacity of the machinery cooling
Type: Centrifugal sea water pumps enable the cargo system to be supplied if necessary. Open No.2 machinery fresh water cooler outlet valve CS56
Model: CGD250 V48 BAN Open Overboard hydraulically operated discharge valve CS4
CGD250 V84 BAN Machinery and cargo cooling sea water pumps can take suction from the
Closed Cross-connection valve to cargo cooling system CS72
Capacity: 650m3/h at 2.0 bar sea water crossover main or the auxiliary suction main, however, they will
normally take suction from the sea water crossover main. Closed Sawdust injector inlet valve CS69
Motor: 65kW
Closed Sawdust injector outlet valve CS70
The inert gas cooling pump also takes suction from the sea water crossover
Cargo Machinery Cooling Sea Water Pump main but this pump is totally independent of the other systems.
Maker: Hamworthy KSE d) Start one of the machinery cooling sea water pumps and select
No. of sets: 2 the other pump for automatic standby.
Type: Centrifugal Procedure for Operation of the Engine Room Machinery Sea e) The machinery cooling sea water system is now operational.
Model: CGD150 V48 BAN Water Cooling System
CGD150 V84 BAN
The description assumes that the machinery cooling sea water pumps are taking Procedure for Operation of the Cargo Machinery Sea Water
suction from the sea water crossover main. All valves are manually operated. Cooling System
Motor: 9.5kW
Pumps may be set for local operation or remote operation via the IAS mimic The description assumes that the cargo cooling sea water pumps are taking
Inert Gas Cooling Sea Water Pump display. In remote operation pumps may be started and stopped manually and suction from the sea water crossover main. All valves are manually operated.
Maker: Hamworthy KSE one pump may be selected for automatic operation to act as the standby pump
and start should the duty pump fail to maintain the correct sea water pressure. Pumps may be set for local operation or remote operation via the IAS mimic
No. of sets: 1
display. In remote operation pumps may be started and stopped manually and
Type: Centrifugal a) Ensure that the sea water crossover main is flooded as described one pump may be selected for automatic operation to act as the standby pump
Model: CAD400-12 V48 AAN in section 2.3.1 above. and start should the duty pump fail to maintain the correct sea water pressure.
Capacity: 1,608m3/h at 3.9 bar
Motor: 260kW b) Ensure that all instrumentation root valves are open and that all a) Ensure that the sea water crossover main is flooded as described
instruments are operating correctly. in section 2.3.1 above.
SW PUMP FOR FW COOLER FOR DECK HYD EQUIP?? c) Set the valves as in the following table. b) Ensure that all instrumentation root valves are open and that all
Introduction instruments are operating correctly.
The central cooling sea water system comprises two independent but c) Set the valves as in the following table.
interconnected cooling systems, one for the machinery in the engine room Open Line suction valve from sea water crossover main CS49
and the other for the cargo machinery; the engine room machinery system Closed Pneumatically operated suction valve from auxiliary Position Description Valve
also supplies water to the sawdust injector which is used for injecting sawdust suction main CS5
into the main condenser for leakage control. Each system has two cooling sea Open Line suction valve from sea water crossover main CS49
water pumps, one acting as the duty pump and the other acting as the standby Open No.1 machinery cooling sea water pump suction valve CS51
Closed Pneumatically operated suction valve from auxiliary
pump, and two fresh water coolers. Apart from the overboard discharge valves Open No.1 machinery cooling sea water pump discharge suction main CS5
all system valves are manually operated. The pumps for each system normally valve CS52
take suction from the sea water crossover main via manually operated valve Open No.1 cargo cooling sea water pump suction valve CS46
Open No.2 machinery cooling sea water pump suction valve CS50
CS49 but they may also take suction from the port low sea chest auxiliary main Open No.1 cargo cooling sea water pump discharge valve CS44
via valve CS5; valve CS5 is normally closed. Open No.2 machinery cooling sea water pump discharge
valve CS53

F T N AV I E R A
Illustration 2.3.2a Central Sea Water Cooling System
H CS3 H CS4
CS58 CS59 CS55 CS56
TI TI TI TI
4102 4104 4106 4108
Cargo Fresh Cargo Fresh Machinery Fresh Machinery Fresh

Water Cooler Water Cooler Water Cooler Water Cooler
TI TI TI TI
4101 4103 4105 4107
CS54 CS57 CS21 CS22
PT PT
5005 5006
Key
To Saw Dust CS72
Injector
Sea Water
Steam
CS53 CS52 CS45 CS44
Electrical Signal
PI PI PI PI
4004 4002 4007 4014
Cargo Cargo Machinery Machinery Instrumentation
Sea Water Sea Water Sea Water Sea Water
E Cooling E Cooling E Cooling E Cooling
Pump Pump Pump Pump
PI (650m3/h PI (650m3/h PI (100m3/h PI (100m3/h
4003 2 bar) 4001 2 bar) 4015 2 bar) 4013 2 bar)
CS50 CS51 CS47 CS46

To Circulating
Auxiliary Pump
To Main
CS48 To Fresh Water
Circulating To Fire
Pump Fighting Pump Generator Pumps
To Main Circulating To Fire Fighting /

Pump Bilge Pump
VA25 Steam H VA64
To
High Sea Chest To Ballast Pump Inert High Sea Chest
Gas Room CS62 CS2
VA24 VA63
To To Fire Fighting
Spray Jockey Steam
Starboard H H H Pump Pump
Low Sea Chest Port
TT PI Low Sea Chest
5001 5002
H P H

F T N AV I E R A
Position Description Valve Procedure for Operation of the Main Condenser Sawdust c) Set the valves as in the following table.
Open No.2 cargo cooling sea water pump suction valve CS47 Injection System
Open No.2 cargo cooling sea water pump discharge valve CS45 In the event of a sea water tube leak in the main condenser during operation Open Inert gas cooling sea water suction valve from the
Open No.1 cargo fresh water cooler inlet valve CS54 immediate action must be taken to provide a temporary seal of the leak without sea water crossover main CS65
impairing the condenser performance. This is achieved by injecting sawdust
Open No.1 cargo fresh water cooler outlet valve CS58 Open Inert gas cooling sea water pump discharge valve CS66
into the sea water supply to the condenser.
Open No.2 cargo fresh water cooler inlet valve CS57 Some of the sawdust particles will be drawn to the area of the leakage and will Closed Supply line valve from ballast system CS67
Open No.2 cargo fresh water cooler outlet valve CS59 lodge in the hole, crack or defective expanded tubeplate connection which is
causing the leak. The sawdust particles will expand when in contact with the Open Freon cooler inlet valve CS85
Open Overboard hydraulically operated discharge valve CS3 sea water and this expansion will cause the particles to seal the leak. It must be Open Dryer cooler inlet valve CS82
Closed Cross connection valve to machinery cooling system CS72 appreciated that this is only a temporary measure for sealing the leak and when
Open Dryer cooler outlet valve CS83
the condenser is shut down a permanent repair must be carried out.
Open Washing cooling tower hydraulically actuated
d) Start one of the cargo cooling sea water pumps and select the a) Ensure that the machinery cooling sea water system is operating outlet valve CS2419
other pump for automatic standby. and that the main sea water system is operating and supplying Open Overboard discharge valve CS20
sea water to the main condenser.
e) The cargo cooling sea water system is now operational.
b) Fill the sawdust injector box with the appropriate amount of d) Start the inert gas sea water cooling pump.
sawdust.
Procedure for Operation of the Machinery and Cargo Sea
e) Ensure that sea water is flowing through the inert gas system.
Water Cooling Systems with Suction from the Auxiliary Sea c) Open the outlet valve from the sawdust injector CS70 and the
Water Suction Main inlet valve to the sawdust injector CS69. f) The inert gas system may now be started.
The machinery and cargo cooling sea water cooling pumps normally take d) Sawdust will be discharged from the sawdust injector into the
suction from the sea water crossover main. However, in an emergency the main sea water flow to the main condenser.
pumps may take suction from the auxiliary sea water suction main connected
to the port low sea chest. e) When the sawdust has been discharged, close the sawdust
injector outlet and inlet valves.
a) Ensure that the auxiliary sea water suction main is flooded as
described in section 2.3.1 above. f) Check the effectiveness of the sawdust sealing system.
b) Open the pneumatically operated auxiliary sea water main

suction valve CS5 and close the suction line valve from the sea Procedure for Operation of the Inert Gas Sea Water Cooling
water crossover main CS49. System
(Note: In the event of an engine room fire the interconnection valve between Although the inert gas cooling sea water system is not strictly part of the
the fire fighting system and the sea water cooling system CS5 should central cooling sea water system, the inert gas cooling pump takes suction from
be closed from the fire control station. This provides a dedicated sea the sea water crossover main. There is one inert gas sea water cooling pump
water supply to the fire fighting pumps. If maintenance is to be carried but the inert gas cooling system may also be supplied in an emergency from the
out on the port lower sea chest filter, valve CS5 would be opened to ballast system. The pump can be started and stopped from the IAS. The pump
provide a supply to the fire fighting pumps. Under normal operations will automatically start when the IAS receives an Auto Start command from
the suction for the fire fighting system is through the sea water filter the IG control uni,t but the pump has to be stopped manually
via valve CS61 and the suction for the sea water cooling system is
made from the sea water crossover valve CS49.) a) Ensure that the sea water crossover main is flooded as described
in section 2.3.1 above.
c) The machinery and cargo cooling sea water pumps now take
suction from the auxiliary sea water main. b) Ensure that all instrumentation root valves are open and that all
instruments are operating correctly.

F T N AV I E R A
Illustration 2.3.3a Fresh Water Generating Sea Water Service System
To Ejector
Steam To Main
Fresh Water From Main/Auxiliary PI Condensate
Tanks Condensate Pump TI System
Key Discharge From
Steam Ejector
Condensate/Distilled Water To Supply Condenser
Distilled Condensate e F
Steam Tanks Cooled
F TIC
C
Fresh Water DF48
S
DF49 a TI
C
Instrumentation
C TI
TI
Electrical Signal Distillate
Distillate
Cooler
Pump Heater
Sea Water F
From
Main Condensate
System Chemical
Injection Tank
From Power From Power
Supply Supply M
SC
To Atmos.
To Main M Drain Tank
Condenser
SC
Brine
C To Bilge
Pump
To Bilge
To Bilge Overboard
From
Ejector
Steam PI
T Feed Water Heater C
a S Ejector
Condenser
TI C From
Salinity Main/Auxiliary
Indicator Condensate Pump
From Power
Discharge
Supply TI TI e
a
C C From Power
SC TIC Supply
From Heating
Distillate
Steam
Cooler C 2ND 1ST SC
M
Stage Stage
C
T
Distillate To Bilge
Chemical
Pump Chemical To Vacuum
Cleaning
Cleaning Condenser
C To Atmos. M Pump To Clean
SC Tank
Drain Tank Drain Tank
Chemical From
Injection Tank Brine Power
Pump To Bilge Supply
H
VA64
CS41 CS42 CS62 CS2 High Sea Chest
VA25 To
PI PI
To Cargo To Machinery 4018 Fresh Water 4020 Fresh Water To Fire Fighting
High Sea Chest Fresh Water Fresh Water Spray Generator Generator Jockey VA63
To Ballast Pumps To Inert E E
Coolers Coolers Pump Pump Pump Pump Steam
Steam Gas Generator (7.0m3/h (45m3/h
VA24
Cooling PI
4 bar)
PI
4 bar) Port
4017 4019
Starboard TT PI CS39 CS40 Low Sea Chest

H H H
Low Sea Chest 5001 5002
H P H

F T N AV I E R A
2.3.3 FRESH WATER GENERATOR SEA WATER SYSTEM Procedure for Operating the Fresh Water Generator Sea
Water Systems
Low Pressure Boiling Water Fresh Water Generator Sea Water Pump
Maker: Hamworthy KSE The fresh water generators are operated as described in section 2.14.1. The
No. of sets: 1 description which follows applies only to the setting and operating of the fresh
Type: Centrifugal water generator sea water systems.
Model: SOB332WG11E22 The description below assumes that the pump cross-connection outlet valve
Capacity: 7.5m3/h at 4.0 bar CS43 is closed and that each sea water pump is supplying its associated fresh
water generator.
Flash Evaporator Fresh Water Generator Sea Water Pump
a) Set the auxiliary sea water suction main as described in section
2.3.1.
No. of sets: 1
Type: Centrifugal b) Open all instrumentation root valves and check that the
Model: CGB80 Form V48 instruments are operating correctly.
c) Set the valves as in the following table.
Introduction Position Description Valve

There are two fresh water generators and each has its own sea water supply Closed Pump discharge cross-connection valve CS43
pump, which can be manually started and stopped from the IAS. One fresh water
Open Overboard discharge valve CS33
generator is of the low pressure boiling water type and this uses condensate
cooling water as the heating source. The other fresh water generator is of the Open Low pressure FW generator sea water pump
two stage flash type and this uses desuperheated steam as the heating source. suction valve CS39
Both fresh water generators have a capacity of 45 tons/day. Open Low pressure FW generator sea water pump
discharge valve CS41
The fresh water generator sea water pumps take suction from the auxiliary
sea water main (see section 2.3.1) and each pump will normally supply the Open Low pressure FW generator sea water inlet valve CS38
fresh water generator with which it is associated. However, there is a cross- Closed Low pressure FW generator sea water bypass valve CS81
connection line at the outlets from the pump and this allows either pump to
supply either fresh water generator. It must be appreciated that the low pressure Open Low pressure FW generator brine outlet valve CS79
boiling fresh water generator sea water pump only has a capacity of 7.0m3/h Open Flash evaporator sea water pump suction valve CS40
and if this pump was used to supply the flash evaporator the output would be
Open Flash evaporator sea water pump discharge valve CS42
considerably reduced.
Open Flash evaporator sea water inlet valve CS36
Chemical dosing units are provided for each fresh water generator and these Open Flash evaporator brine outlet valve CS35
supply treatment chemicals to the sea water feed to the fresh water generators.
Such treatment is necessary in order to prevent foaming in the fresh water
generator and to prevent the formation of scale on the heat transfer surfaces. d) The fresh water generator sea water system is now set and
The chemical dosing unit operates whenever the associated fresh water the fresh water generator sea water pumps and fresh water
generator is operated and the dosing level must be adjusted to suit the sea generators may be started as required. (See section 2.14.1.)
water throughput.
The brine which is discharged from the fresh water generators connects at a
common discharge pipe which has an overboard discharge valve. Each fresh
water generator has its own brine pump which removes the brine from the fresh
water generator and passes it to the overboard discharge line.

2.4 Centralised Fresh Water Cooling System
2.4.1 Central Fresh Water Cooling System
2.4.2 Cargo Machinery Fresh Water Cooling System
Illustrations
2.4.1a Central Fresh Water Cooling System
2.4.2a Cargo Machinery Fresh Water Cooling System

F T N AV I E R A
Illustration 2.4.1a Central Cooling Fresh Water System
Chemical Chemical Chemical
Additive Additive Additive
CF96 FS FS CF73 CF121
TI TI TI TI TI TI TI TI TI TI
5025 4069 4068 5027 4019 4018
4065 4064 4011 4010 4015 4014
LI TI LAL
CF78 CF76 CF60 CF58 CF85 CF81 CF87 CF83 CF53 CF51 LI TI LAL LI TI LAL
4075 4079 5005 4073 4076 5004 4074 4078 5003
CF
136
4067 4066 4071 4070 4013 4012 4017 1 4021 4020
CF97 CF95 Filling CF75 CF74 Filling CF117 CF118
Filling
Line CF79 CF77 CF61 CF59 CF86 CF82 CF88 CF84 CF52 CF50 line line
FS FS
5026 5028
N2 Compressors Accommodation Service Air Compressors Control Air Compressors Refrigeration Machinery
Air Condensers Condensers
Pre-
heater
PS TI TI
Cooler for Hydraulic TI 0460 0422 0402
Deck Machinery Sample Coolers
CF122 0452 Air Cooler PI
0451
TI CF46
4051 TI PI TT TSH
CF 4050 Oil Cooler TI 0451 0402 0402
123 0472
TI TI
4023 4022 FS TI TI
CF CF CF47 Alternator Cooler 5029 4043 4042
TI TI Turbine TI 125 124 TI
CF99 CF98 4080 4081 Generator 1003 1002
CF64 CF62
HT
CF126 TI Cooler TI
4056 4054
Oil Coolers for Feed Water Pumps Stern Tube LO
TI CF48
Drain Coolers 4053 TI TI TI
Coolers CF 4052 4045 4044
127
CF CF CF49 TI TI
T E T 4055 4057 CF65 CF63
Turbine TI 129 128 TI
TI TI TI TI TI TI TI TI TI TI Generator 2003 2002 FS
4025 4024 4029 4028 4027 4026 4031 4030 4033 4032 5030
CF CF CF CF CF CF CF CF CF CF Machinery Room
94 91 93 90 92 89 08 10 57 56 Air Condition Unit
To / From
Technical Space
Service CF55 CF54
Cargo
System
TI P Air TI P Air
4035 TAH 4039 TAH
TI CF45 TI CF28
4034 TT PI E PI 4038 TT PI E PI
CF37 5014 4001 4002 CF17 5014 4005 4006
CF32 CF119
CF27 CF12 Key
Fresh Water TI CF40 CF43 Fresh Water TI CF21 CF26
Coolers 4037 PI PI Coolers 4041 PI PI
Fresh Water Cooling Pumps 5002 6002 Fresh Water Cooling Pumps 5001 6001
TI CF38 TI CF20 Fresh Water
4036 CF36 (100m3/h 3.5 bar) 4040 (650m3/h 3 bar)
CF18
Air
PI E PI PI E PI
CF33 4003 4004 CF11 4003 4004
Electrical Signal
CF39 CF44 CF22 CF26 Instrumentation

F T N AV I E R A
2.4 FRESH WATER COOLING SYSTEMS The circulating fresh water is chemically treated in order to minimise the risk Procedure for Operation of the Fresh Water Central Cooling
of corrosion in the system. Distilled water is used in order to prevent scale System
formation. Chemical treatment is added directly to the header tanks. There
2.4.1 CENTRAL FRESH WATER COOLING SYSTEM
are two expansion tanks which maintain a static pressure in the associated a) Ensure that the fresh water central cooling system is fully
systems and allow for expansion of water in the system. One expansion tank charged with chemically treated fresh water and that air is
Central Fresh Water Cooling Pump
is associated with the main central fresh water cooling system and this has vented from all parts of the system. Ensure that the central
Maker: Hamworthy KSE a connection at the suction main of the two circulation pumps. The other cooling system expansion tank is at the normal operating level
No. of sets: 2 expansion tank is associated with the high temperature jacket cooling water and that the float make-up valve is operational.
Type: Centrifugal circuit of the diesel generator engine. Both expansion tanks have make-up
Model: CGD250 V48 FAN connections from the fresh water system and a manual valve is provided for b) Ensure that the diesel generator engine high temperature fresh
filling the system. Both expansion tanks are fitted with level and temperature water cooling system is fully charged with chemically treated
indicators and low level alarms. water and that the system is vented. Ensure that the diesel
Motor: 75kW
generator engine expansion tank is at the normal operating level
The diesel generator has high and low temperature cooling systems (see and that the float make-up valve is operational.
section 2.12.1). The high temperature system is independent of the central
Introduction cooling system and it services the engine cylinder jackets and cylinder c) Ensure that the sea water central cooling system is in operation,
covers. The diesel generator engine low temperature cooling system services see section 2.3.2.
The machinery central cooling system has two fresh water circulation pumps
the lubricating oil cooler, the charge air cooler and the alternator air cooler.
which supply cooling water to the following:
The low temperature cooling water also cools the water circulating in the d) Open all instrumentation root valves and ensure that the
• The diesel generator engine and alternator high temperature system. The diesel generator low temperature cooling instruments are all working correctly.
• Machinery space air conditioning units water system is supplied from the central fresh water cooling system. There
are engine driven high and low temperature circulating pumps and when e) Set the valves as in the following table:
• The turbine generator alternator and lubricating oil coolers the diesel generator engine is running these pumps circulate cooling water
• Water sample coolers through the high and low temperature circuits. An electrically driven preheater (Note: System valves are shown as open but they will only be open when a
circulation pump is fitted, together with a jacket water preheater in the high particular system is operating.)
• Aft hydraulic deck machinery oil cooler temperature system. This unit operates whenever the diesel engine is in the
• Feed water pump oil coolers standby condition and maintains the diesel generator engine cylinder jackets
and cylinder covers at the correct temperature. The preheater and preheater
• Stern tube lubricating oil cooler Open No.1 central fresh water cooling pump suction valve CF21
pump shut down when the diesel generator engine is started.
• Drain cooler Open No.1 central fresh water cooling pump discharge valve CF24
• Nitrogen compressors The duty central fresh water cooling pump supplies water to the central cooling
main from where it is distributed to the various users. Return lines from the Open No.2 central fresh water cooling pump suction valve CF22
• Accommodation air conditioning units various users flow to the return main which returns the water to the pump Open No.2 central fresh water cooling pump discharge valve CF26
• Service air and control air compressors suction, either directly or via the fresh water coolers. Outlet valves from the
various users are of the flow control type. A three-way valve, located at the Operational Automatic pressure regulating valve CF28
• Provision refrigeration machinery condensers central fresh water cooling pump suction main, allows water to be drawn into Operational Three-way temperature controlled valve CF19
the pump suction main via the coolers or directly from the return line. The
Closed Drain valve CF20
Fresh water is circulated through the central cooling system by two fresh water IAS controls the three-way valve and enables a set temperature of 36°C to be
circulating pumps. One pump is normally selected as the duty pump and the maintained in the central cooling water supply system. Open No.1 central fresh water cooler inlet valve CF12
other pump selected as the standby pump to start automatically should the duty Open No.1 central fresh water cooler outlet valve CF17
pump fail to maintain the correct water supply pressure. Pumps may be started The two central fresh water coolers are circulated with sea water as part of the
and stopped locally but are normally set to remote operation for control via sea water central cooling system, see section 2.3.2. Open No.2 central fresh water cooler inlet valve CF11
the IAS. The duty pump is started manually at the IAS mimic diagram for the Open No.2 central fresh water cooler outlet valve CF18
central cooling system and the other pump is selected for automatic operation Manual valves in the system are normally left in the open or closed position
to suit the operation of a particular service or system. The standby circulating Open Drain cooler inlet valve CF56
to act as the standby pump.
pump suction and discharge valves are open in order to enable the pump to Operational Drain cooler outlet control valve CF57
start automatically and circulate fresh water through the system.

F T N AV I E R A
Illustration 2.4.1a Central Cooling Fresh Water System
Chemical Chemical Chemical
Additive Additive Additive
CF96 FS FS CF73 CF121
5025 4069 4068 5027 4019 4018
4065 4064 4011 4010 4015 4014
LI TI LAL
CF78 CF76 CF60 CF58 CF85 CF81 CF87 CF83 CF53 CF51 LI TI LAL LI TI LAL
4075 4079 5005 4073 4076 5004 4074 4078 5003
CF
136
4067 4066 4071 4070 4013 4012 4017 1 4021 4020
CF97 CF95 Filling CF75 CF74 Filling CF117 CF118
Filling
Line CF79 CF77 CF61 CF59 CF86 CF82 CF88 CF84 CF52 CF50 line line
FS FS
5026 5028
N2 Compressors Accommodation Service Air Compressors Control Air Compressors Refrigeration Machinery
Air Condensers Condensers
Pre-
heater
PS TI TI
Cooler for Hydraulic TI 0460 0422 0402
Deck Machinery Sample Coolers
CF122 0452 Air Cooler PI
0451
TI CF46
4051 TI PI TT TSH
CF 4050 Oil Cooler TI 0451 0402 0402
123 0472
TI TI
4023 4022 FS TI TI
CF CF CF47 Alternator Cooler 5029 4043 4042
TI TI Turbine TI 125 124 TI
CF99 CF98 4080 4081 Generator 1003 1002
CF64 CF62
HT
CF126 TI Cooler TI
4056 4054
Oil Coolers for Feed Water Pumps Stern Tube LO
TI CF48
Drain Coolers 4053 TI TI TI
Coolers CF 4052 4045 4044
127
CF CF CF49 TI TI
T E T 4055 4057 CF65 CF63
Turbine TI 129 128 TI
TI TI TI TI TI TI TI TI TI TI Generator 2003 2002 FS
4025 4024 4029 4028 4027 4026 4031 4030 4033 4032 5030
CF CF CF CF CF CF CF CF CF CF Machinery Room
94 91 93 90 92 89 08 10 57 56 Air Condition Unit
To / From
Technical Space
Service CF55 CF54
Cargo
System
TI P Air TI P Air
4035 TAH 4039 TAH
TI CF45 TI CF28
4034 TT PI E PI 4038 TT PI E PI
CF37 5014 4001 4002 CF17 5014 4005 4006
CF32 CF119
CF27 CF12 Key
Fresh Water TI CF40 CF43 Fresh Water TI CF21 CF26
Coolers 4037 PI PI Coolers 4041 PI PI
Fresh Water Cooling Pumps 5002 6002 Fresh Water Cooling Pumps 5001 6001
TI CF38 TI CF20 Fresh Water
4036 CF36 (100m3/h 3.5 bar) 4040 (650m3/h 3 bar)
CF18
Air
PI E PI PI E PI
CF33 4003 4004 CF11 4003 4004
Electrical Signal
CF39 CF44 CF22 CF26 Instrumentation

F T N AV I E R A
Position Description Valve Position Description Valve Position Description Valve
Open Stern tube LO cooler inlet valve CF10 Operational No.1 turbine generator outlet control valve CF47 Closed Central cooling system expansion tank chemical
filling valve CF73
Operational Stern tube LO cooler outlet control valve CF08 Open No.1 turbine generator alternator cooler inlet valve CF122
Closed Central cooling system expansion tank drain valve CF74
Open No.1 feed water pump LO cooler inlet valve CF89 Open No.1 turbine generator alternator cooler outlet valve CF123
Operational No.1 feed water pump LO cooler outlet control valve CF92 Open No.1 turbine generator LO cooler inlet valve CF124
(Note: The sample cooler inlet and outlet valves are opened as required in
Open No.2 feed water pump LO cooler inlet valve CF90 Open No.1 turbine generator LO cooler outlet valve CF125 order to cool the boiler water samples when the water analysis unit is
Operational No.2 feed water pump LO cooler outlet control valve CF93 Open No.2 turbine generator inlet valve CF48 operating.)
Open No.3 feed water pump LO cooler inlet valve CF91 Operational No.2 turbine generator outlet control valve CF49
f) Select one central fresh water cooling pump as the duty pump
Operational No.3 feed water pump LO cooler outlet control valve CF94 Open No.2 turbine generator alternator cooler inlet valve CF126 and start that pump manually and select the other pump as the
Open Aft hydraulic deck machinery cooler inlet valve CF98 Open No.2 turbine generator alternator cooler outlet valve CF127 standby pump.
Operational Aft hydraulic deck machinery cooler outlet control valve CF99 Open No.2 turbine generator LO cooler inlet valve CF128 g) Check that water is circulating to all users and check the system
Open No.1 accommodation air conditioning unit inlet valve CF58 Open No.2 turbine generator LO cooler outlet valve CF129 for leaks as the temperature rises when the users are on line.
Operational No.1 accommodation air conditioning unit outlet Open No.1 engine room conditioning unit inlet valve CF62 h) When the system is operating correctly using the duty pump
control valve CF60 select the other pump for automatic operation to act as the
Operational No.1 engine room air conditioning unit outlet
Open No.2 accommodation air conditioning unit inlet valve CF59 control valve CF64 standby pump.
Operational No.2 accommodation air conditioning unit outlet Open No.2 engine room air conditioning unit inlet valve CF63
i) Ensure that there is an electrical power supply available at
control valve CF61
Operational No.2 engine room air conditioning unit outlet the diesel generator preheater and start the diesel generator
Open Automatic vent valve CF136 control valve CF65 preheater. Ensure that the diesel generator engine jacket water
Open No.1 service air compressor inlet valve CF81 Open Diesel generator engine LT cooling water inlet valve CF54 system temperature rises to the appropriate value. When the
jacket water temperature is at the correct value the diesel
Operational No.1 service air compressor outlet control valve CF85 Operational Diesel generator engine LT cooling water outlet generator engine may be started if required.
control valve CF55
Open No.2 service air compressor inlet valve CF82
Open Diesel generator engine LT cooling water valves j) The central fresh water cooling system is now operational.
Operational No.2 service air compressor outlet control valve CF86
Open Diesel generator engine HT cooling valves k) Test the water in the central cooling system and the generator HT
Open No.1 control air compressor inlet valve CF83
Open Diesel generator HT system expansion tank cooling system at intervals advised by the chemical treatment
Operational No.1 control air compressor outlet control valve CF87
outlet valve CF117 supplier and supply treatment chemicals to the systems as
Open No.2 control air compressor inlet valve CF84 appropriate.
Open Diesel generator HT system expansion tank float
Operational No.2 control air compressor outlet control valve CF88 filling valve line valve
(Note: Water losses from the cooling systems will be made up from the water
Open No.1 nitrogen compressor inlet valve CF76 Closed Diesel generator HT system expansion tank manual supply to the expansion tanks by way of the float operated valve.
Operational No.1 nitrogen compressor outlet control valve CF78 filling valve The expansion tanks are fitted with low level alarms which will give
Closed Diesel generator HT system expansion tank chemical warning should the automatic make-up arrangements fail.
Open No.2 nitrogen compressor inlet valve CF77
filling valve CF121
Operational No.2 nitrogen compressor outlet control valve CF79 The flow meters on the make-up lines to the header tanks will give an
Closed Diesel generator HT system expansion tank early indication of excess make-up over and above the normal system
Open No.1 refrigerating machinery inlet valve CF51 drain valve CF118 losses.)
Operational No.1 refrigerating machinery outlet control valve CF53 Open Central cooling system expansion tank outlet valve CF75
Open No.2 refrigerating machinery inlet valve CF50 Open Central cooling system expansion tank float filling
Operational No.2 refrigerating machinery outlet control valve CF52 valve line valve
Open No.1 turbine generator inlet valve CF46 Closed Central cooling system expansion tank manual
filling valve

F T N AV I E R A
Illustration 2.4.2a Cargo Machinery Fresh Water Cooling System
Cargo Machinery Room

Motor Room Compressor Room
TI PI
T16B P16B
TI PI M Low Duty
T16A P16A Compressor No.2
TI PI
FW
S
T16B P16B
Cargo Low Temperature 01 S
Key Fresh Water Expansion Tank
FW03 Low Duty
FW TI PI M
Fresh Water T16A P16A Compressor No.1
Chemical 02
Additive
Compressed Air CF96 TI PI
FW FW04
T16B P16B
12 S
FW FW17 TI PI M
LI TI LAL
High Duty
14 T16A P16A
4075 4079 5005 Compressor No.2
FW05 TI PI
FW T16B P16B
15 S
FW FW20
CF97 CF95 TI PI M High Duty
Filling 16 T16A P16A
Compressor No.1
Line
Near Scupper
FW06
TI TI
5 6
FW07
FW13
PI PT TT
4200 5031 5032 Drain Cooler
FW FW PI
4201
18 19 Vacuum Pump No.1
TI FS TI PI
T10 FSL1 T9 P7
TI TI P Air S
4034 4035 TAH
PI PI CF45 FW09 FW08

CF27 CF37 TT
4001
E 4002
5014 M
Fresh Water CF40 CF43 Vacuum Pump No.2

Coolers CF32 PI PI TI FS TI PI
Fresh Water Cooling Pumps 5002 6002
CF38 T10 FSL1 T9 P7
TI TI
4036 4037 (100m3/h 3.5 bar)
S
PI E PI
CF33 CF36 4003 4004 FW11 FW10
M
CF39 CF44 Engine Room

F T N AV I E R A
2.4.2 CARGO MACHINERY FRESH WATER COOLING b) Ensure that the sea water central cooling system is operational, Position Description Valve
SYSTEM see section 2.3.2. Operational No.1 low duty compressor outlet control valve FW03
Cargo Machinery Fresh Water Cooling Pump c) Open all instrumentation root valves and ensure that the Open No.2 low duty compressor inlet valve FW02
Maker: Hamworthy KSE instruments are all working correctly. Operational No.2 low duty compressor outlet control valve FW01
No. of sets: 2 Open No.1 vacuum pump cooler inlet valve FW08
d) Set the valves as in the following table.
Type: Centrifugal Open No.1 vacuum pump cooler outlet valve FW09
Model: CGB100 V48 FAN (Note: System valves are shown as open but they will only be open when a
Operational No.1 vacuum pump solenoid valve
Capacity: 100m3/h at 3.5 bar particular system is operating.)
Open No.2 vacuum pump cooler inlet valve FW10
Motor: 16.2kW
Position Description Valve Open No.2 vacuum pump cooler outlet valve FW11
Open No.1 cargo fresh water cooling pump suction valve CF40 Operational No.1 vacuum pump solenoid valve
Introduction
Open No.1 cargo fresh water cooling pump discharge valve CF43
The cargo machinery cooling system is separate from the engine room central
cooling system. Open No.2 cargo fresh water cooling pump suction valve CF39 e) Select one cargo fresh water cooling pump as the duty pump
and start that pump manuallyand select the other pump as the
Open No.2 cargo fresh water cooling pump discharge valve CF44
The cargo machinery fresh water circulation system consists of two circulation standby pump.
pumps, one normally acting as the duty pump and the other as the standby Operational Automatic pressure regulating valve CF45
pump, and two fresh water coolers circulated with sea water, see section Operational Three-way temperature controlled valve CF32 f) Check that water is circulating to all cargo cooling system users
2.3.2 Central Sea Water Cooling System. The duty pump draws fresh water and check the system for leaks as the temperature rises when
through the cargo machinery cooling water cooler(s), in order to maintain the Closed Drain valve CF38 users are on line.
desired temperature, and circulates the fresh cooling water to the to the cargo Open No.1 cargo fresh water cooler inlet valve CF27
machinery located in the cargo machinery room. This cargo machinery consists g) When the system is operating correctly using the duty pump,
of two high duty compressors, two low duty compressors, a drain cooler, and Open No.1 cargo fresh water cooler outlet valve CF37
select the other pump for automatic operation to act as the
two vacuum pump coolers. Open No.2 cargo fresh water cooler inlet valve CF33 standby pump.
Open No.2 cargo fresh water cooler outlet valve CF36
A three-way valve at the circulation pump suction allows water flowing to h) The cargo cooling system is now operational.
the pump suction to bypass the coolers or flow through the coolers in order to Open Supply valve to cargo equipment (in passageway) FW18
maintain the desired temperature of the water circulated to the cargo machinery. Open Return valve from cargo equipment (in passageway) FW19 i) Test the water in the cargo cooling system at intervals advised
The IAS controls the three-way valve and enables a set temperature of 36°C to by the chemical treatment supplier and supply treatment
be maintained in the central cooling water supply system. Open Drain cooler inlet valve FW07 chemicals to the systems as appropriate.
Open Drain cooler outlet valve FW13
The cargo machinery fresh water circulation system is provided with an (Note: Water losses from the cooling system will be made up from the water
expansion tank which allows for thermal expansion of water in the system, Open No.1 high duty compressor inlet valve FW06 supply to the expansion tank by way of the float operated valve. The
enables make-up water to be supplied via float operated and manual valves, Operational No.1 high duty compressor outlet control valve FW20 expansion tank is fitted with low level alarms which will give warning
and provides a facility for the addition of treatment chemicals. Chemical should the automatic make-up arrangements fail.)
Open Supply line isolating valve FW16
treatment is used to minimise the risk of corrosion on the system.
Open Return line isolating valve FW15 (Note: The flow meter on the make-up line to the header tank will give an
Open No.2 high duty compressor inlet valve FW05 early indication of excess make-up over and above the normal system
Procedure for Operation of the Cargo Machinery Fresh Water losses.)
Cooling System Operational No.2 high duty compressor outlet control valve FW17
Open Supply line isolating valve FW14 (Note: The vacuum pump solenoid outlet valve will open when the vacuum
a) Ensure that the cargo machinery fresh water cooling system is pumps are started.)
fully charged with chemically treated fresh water and that air Open Return line isolating valve FW12
is vented from all parts of the system. Ensure that the cargo Open No.1 low duty compressor inlet valve FW04
machinery cooling system expansion tank is at the normal
operating level and that the float make-up valve is operational.

2.5 Boiler Water Sampling and Treatment System
Illustrations
2.5a Boiler Water Sampling and Treatment System

F T N AV I E R A
Illustration 2.5a Boiler Water Sampling and Treatment System
N2 H 4
No.1 Boiler No.2 Boiler
Injection Equipment
From Condensed
Steam Drum Steam Drum Water Pump
15B 16B 15B 16B

BF26
Deaerator
(30m3)
LA
Water Drum Water Drum N 2 H4 From
L Desuperheater
From Condensed 67B 68B 67B 68B
Water Pump
Boiler Water Chemical

Injection Equipment
BF27
From Fresh
Water Cooling M
System
BF34 TI
4113
TT
LA LA
BF50 5114
L L ZS SC SAH
BF25 2341
BF52
BF49
ZS ZS ZS
M BF33 BF15 BF3 BF2 BF1

PI PI
To Seal Control To Seal Control
1004 2004
PDI Valve Valve
4117
PI PI PI PI
4109 4107 1005 2005
E E T T
Cold Start Feed Electric Feed Turbofeed Turbofeed
Water Pump Water Pump Water Pump Water Pump
PI
4110 PI PIC PS PIC PS
To Desuperheater 4108 1009 1008 2009 2008
PIC
PI FM PI FM TI FM FM BF14 5108 PI PI
1006 2006
CM CM
BF17 BF18
PM PM PM CM BF16
To Boiler
Key
BF37 BF36
Feed Water
BF41 BF42
BF43 BF44 BF45 BF46
Condensate
Fresh Water Cooling WATER ANALYSIS EQUIPMENT BF13 BF12 BF11 BF10 BF9 BF8 BF7 BF6 BF5 BF4
Water BF47
To Fresh Water
Cooling System To Clean Drain Tank

F T N AV I E R A
2.5 BOILER WATER BLOWDOWN, SAMPLING AND Chemical treatment and analytical tests must be undertaken in accordance All the above permanent test points can be bypassed to enable samples to be
TREATMENT SYSTEM with the detailed instructions given by the chemical supplier and the water taken and manual testing to be done. Manual testing should be carried out to
characteristics maintained within the ranges specified. Test results are to test for contaminants not covered by the permanent testing meters. Manual
be recorded in a form that enables trends and the effect of treatment to be testing should also be made to check calibration of the permanent test meters
Hydrazine Injection Unit
monitored. on a regular basis.
Maker: Sakura Seisakusho Ltd.
No. of units: 1 The dissolved solids in the boiler water are controlled by use of scum lines Samples are cooled to give a constant temperature for the test equipment. The
in the steam drum and/or blowdown valves in the water drum, through which cooling water is taken from the central cooling system where it is returned once
Unit type: MQ2312RX
these impurities are discharged overboard. These systems are an integral part it has passed through the coolers. Sample water from the boilers and the feed
Pump type: CJQ 083-2 of the boiler water treatment. system is returned via an open sink to the atmospheric drains tank from where
Tank size: 300 litres it is recycled into the condensate system.
Discharge pressure: 8kg/cm2
Water Analysis and Treatment Integration with the IAS
Capacity: 0-3.5 litres/hour Chemical Injection Units
System
Rating: 440V, 0.4kw, 3phase
IAS graphics screen T30-452-08 displays the continually updated results There are two separate chemical injection units fitted to supply chemicals to
from various test points around the feed system. It also displays the chemical the boilers. As these units contain chemicals, they are constructed of chemical
Boiler Water Chemical Injection Unit
containment tanks and allows control of the mixing paddles and the injection resistant materials such as stainless steel throughout.
Maker: Sakura Seisakusho Ltd. pumps.
No. of units: 1 The hydrazine injection unit provides a continuously metered supply of
Unit type: MQ2322RX On-line analysers are fitted to various units in the feed system and constantly hydrazine into the drop line to the feed water pump suction. The hydrazine is
monitor the water condition raising an alarm when a specific contamination is used as an oxygen scavenger in the system. The unit consists of a tank, which
Pump type: CJQ 153-2 is filled with a mixture of distillate water supplied from the main condensate
detected. They are fitted at the following points:
Tank size: 2x150 litres system and hydrazine compound. They are mixed in the tank using an agitator
Discharge pressure: 80kg/cm2 No.1 evaporator distillate: Salinity and the resulting mix is injected into the feed line through the metered pump.
Capacity: 0-15 litres/hour The stroke of this pump can be adjusted to give correctly metered amounts
No.2 evaporator distillate: Salinity into the system.
Rating: 440V, 0.4kw, 3phase
Auxiliary condenser outlet: Salinity The boiler chemical injection unit consists of two tanks of 150 litres capacity
Boiler/Feed Water Analysis Unit each into which the chemicals to be dosed are mixed with distillate water
Condensate drains pump discharge: Salinity supplied from the main condensate system. The two tanks serve the two boilers
Maker: DKK-TOA Corporation using high pressure dosing pumps to inject the chemicals into the boiler steam
No. of sets: 1 Deaerator outlet: Salinity drum, through its chemical injection valves. The dosing rate is 15 litres/hour
Model: BSC3-3M-3E-3P-3C and therefore the dosage can take place over several hours rather than a
No. of sample points: 3 - feed water, port boiler and starboard boiler Main condensate pump discharge: Salinity concentrated quick dose. The chemical dosing line is common and therefore
only one boiler can be dosed at a time although the independent mixes can be
Test equipment: pH, conductivity, temperature, flow prepared in the two separate tanks. The stirring paddles and the dosing pumps
The main water analyser unit for the boilers has permanent sample lines fitted.
Rating: 220V Each sample point is led to its own independent test equipment line which can be operated from the DCS screen.
comprises the sample being led through a cooler and then to permanent test
Introduction meters. The main water analyser unit for the boilers samples the following
points:
Chemical analysis and treatment of feed water is undertaken to prevent
Port boiler water drum sample: Test for pH and conductivity
corrosion and scale formation in the main boilers and feed system and
degradation of the steam quality. Inadequate or incorrect treatment can result
Starboard boiler water drum sample: Test for pH and conductivity
in severe damage to the boilers and constant monitoring is necessary to give an
early indication of possible contamination of the feed water.
Feed pump discharge sample: Test for pH and conductivity

F T N AV I E R A
N2 H 4
Injection Equipment
From Condensed
15B 16B 15B 16B

BF26
Deaerator
(30m3)
LA
L Desuperheater
Water Pump

Injection Equipment
BF27
From Fresh
Water Cooling M
System
BF34 TI
4113
TT
LA LA
BF50 5114
L L ZS SC SAH
BF25 2341
BF52
BF49
ZS ZS ZS

PI PI
1004 2004
PDI Valve Valve
4117
PI PI PI PI
4109 4107 1005 2005
E E T T
PI
PIC
1006 2006
CM CM
BF17 BF18
PM PM PM CM BF16
To Boiler
Key
BF37 BF36
Feed Water
BF41 BF42
BF43 BF44 BF45 BF46
Condensate
Water BF47
To Fresh Water

F T N AV I E R A
Water Specification (Boiler Manufacturer Figures) Excessive hardness in boiler water tends to form scale on the tubes which can Sampling Procedure
result in local overheating and tube failure. Hardness is mostly caused by sea
Boiler Water
water contamination of the feed water and is controlled by chemical injection, The following information applies to whichever of the sample units is being
pH: 9.6 - 10.3 forming a harmless sludge which settles and can be blown out of the boiler. used.
Conductivity: less than 400µS/mm It is therefore advisable to keep the hardness of the feed water to a minimum
Total dissolved solids: less than 200ppm to reduce chemical and feed water consumption. This vessel is fitted with a a) Check that the cooling water lines from the central cooling
Chlorides: less than 20ppm deioniser unit (see section 2.2.1) to eliminate hardness from the make-up water. system to the individual analyser coolers are open. Check that
Phosphates: 10 - 20ppm Should contamination be detected in the system, the source must be identified the cooling water flow is correct in the sight glass.
Silica: less than 3ppm and eliminated as soon as possible, with increased blowdown and chemical
treatment simultaneously attempting to maintain the pH and phosphate levels b) Ensure that the cooler outlet valve to the sensing units is closed
Feed Water in the boiler water. and open the bypass valve to drain the line to the collecting
tray.
pH: 8.0 - 9.0 (target 8.7) Silica contamination is unlikely to occur whilst using ship’s make-up water but
Total hardness: 0ppm may occur when the vessel bunkers distilled water, or is operating in a sandy c) Open the inlet valve to and the outlet valve from the cooler,
Oxygen: 0.02cc/litre coastal area. Silica solubility in steam increases as boiler pressure increases. allowing the line to be tested to flow through the cooler. Allow
Hydrazine reserve: 0.01 or above This may result in a hard scale formation on turbine nozzles and blades several minutes to pass while the line is drained of any standing
resulting in a drop in efficiency and mechanical troubles. Silica contamination water which may be present from previous use. Some of these
(Note: The following information is given for general guidance only. should therefore be restricted to the 3ppm limit previously defined. lines cover large distances and must be allowed time to clear in
Reference must be made to the specific instructions from the boiler order to ensure a water sample is taken of the water presently in
chemical supplier regarding final data for chemical treatment of the Chloride contamination attacks the protective film that forms on the tube the system.
boilers and feed water.) surfaces inside the boiler, promoting corrosion. Chloride contamination is
easy to measure and can be used as a guide to the dissolved solids content of d) Check the thermometer in the line to ensure that the sample is at
Corrosion of steel by high temperature water such as boiler water is the boiler water. Chloride contamination can usually be tracked using the feed the correct temperature. A sample taken while the temperature
minimised at a pH of around 12. However, it has been demonstrated that, as system salinometers, but where no particular contamination source has been is too high may not be tested satisfactorily, as the test chemicals
the pressure and load on the boiler increases, a high pH value tends to form identified and chloride levels are rising, it can be taken as a measure of main and the test equipment is only rated at certain temperatures.
local concentrations in hot spots resulting in increased local corrosion. For this condenser leakage. Chloride contamination cannot be tackled by any other
reason, the pH is maintained at 9.6-10.3 using phosphate treatments instead of means than blowing down and this should be done in practice to keep the e) Once the line has cleared and the temperature is correct, the
highly concentrated caustic soda. This results in phosphate reserve in the boiler chloride levels as low as possible. 20ppm should be considered a maximum. bypass valve may be closed and the valve to the test analyser
water as defined above. As chloride levels are kept so low in the boiler, it is considered unnecessary/ units opened. Check individual flow meters to ensure correct
impractical to measure the levels in the feed water. water flow through the sensors.
Control of the feed water pH is necessary to prevent corrosion in the feed
water system. Too low a feed water pH will result in corrosion in the feed A high dissolved solids content in boiler water results in increased carry- f) Manual samples may be taken from the bypass line.
water system with the corrosion products being carried into the boiler where over, which results in deposits in the superheater section of the boiler and
they form scale and sludge. Too high a pH can result in damage to any copper in the turbine and also results in increased electrical conductivity, which CAUTION
alloys in the system. Feed water pH is controlled by injecting hydrazine into promotes corrosion. Exact measurement of the dissolved solids content is a Boiler water samples are taken from the water drum or the main feed line
the system before the feed pump suction. long and difficult process, however, electrical conductivity is approximately and are therefore at a high pressure and temperature. Great care should
proportional to the concentration of dissolved solids and this relationship can be taken whenever these valves to the sample unit are opened. This must
Hydrazine also acts as a oxygen scavenger and acts to eliminate oxygen from be used to provide an approximate measurement of the dissolved solids total. be done slowly.
the system. Oxygen content in the system will result in pitting which can be
both rapid and severe. This undesirable effect is avoided initially by the correct This relationship is not exact as many ions are not electrically conductive, so If any samples are also to be taken from the analyser unit meters, then clean dry
operation of the deaerator and then by use of hydrazine injection. Hydrazine this measurement is only a rough guide to the condition of the boiler water. flasks with stoppers are to be used. The flask should be filled to overflowing
does not function as an oxygen scavenger at temperatures below 130°C and A more useful and accurate measurement is produced by carrying out the and sealed to prevent any ingress of oxygen while the flask is standing waiting
decomposes once inside the boilers due to the high temperature. It is therefore chloride ion test detailed above. testing.
pointless to add the chemical to the feed system at too early a stage or to
attempt to maintain a hydrazine reserve in the boiler. Sufficient hydrazine
should be added to leave a detectable trace at the inlet to the boiler i.e. after
the economiser.

F T N AV I E R A
N2 H 4
Injection Equipment
From Condensed
15B 16B 15B 16B

BF26
Deaerator
(30m3)
LA
L Desuperheater
Water Pump

Injection Equipment
BF27
From Fresh
Water Cooling M
System
BF34 TI
4113
TT
LA LA
BF50 5114
L L ZS SC SAH
BF25 2341
BF52
BF49
ZS ZS ZS

PI PI
1004 2004
PDI Valve Valve
4117
PI PI PI PI
4109 4107 1005 2005
E E T T
PI
PIC
1006 2006
CM CM
BF17 BF18
PM PM PM CM BF16
To Boiler
Key
BF37 BF36
Feed Water
BF41 BF42
BF43 BF44 BF45 BF46
Condensate
Water BF47
To Fresh Water

F T N AV I E R A
Boiler Chemical Injection Unit Hydrazine Dosing Unit Boiler Blowdown Procedure
Chemicals are injected into the boiler steam drum under its water level. This The hydrazine dosing unit should be operated continuously to maintain a Boiler blowdown through the valves on the water drum or steam drum imposes
is done so the natural water circulation system within the boiler will move the constant hydrazine reserve with little fluctuation. The capacity of the tank is a considerable load on the boiler. When in port, the duty deck officer should
chemicals around the boiler and ensure an even distribution. such that a full tank will continuously dose the system for approximately three be contacted, to ensure that the discharge from the ship’s side will not be
days. The concentration of hydrazine should be varied depending upon the dangerous. The correct amount of blowdown is determined from experience
results of the tests. and through consistent testing and blowing down procedures.
Dosing Procedure
a) Fill the two sections of the dosing tank with water from the a) Open the following valves fully.
Dosing Procedure
main condensate discharge, piped to the filling valves.
a) Fill the dosing tank with water from the main condensate Position Description Valve
b) Add the chemicals to be dosed to the separate tanks, based on discharge, piped to the filling valve.
the results of the boiler tests. Start the stirring paddles and allow Open Ship’s side blowdown valves BF32/BF31
any powdered chemical to dissolve. b) Add the hydrazine to be dosed to the tank based on the results Open No.1 boiler primary blowdown valve BF1065
of the condensate and boiler tests.
c) Open the tank outlet valves, the pump’s discharge valves and Open No.2 boiler primary blowdown valve BF2065
the boiler drum chemical injection primary and secondary c) Open the tank outlet valves, the pump’s discharge valves and the Open No.1 boiler primary scumming valve BF1062
valves. Ensure that the dosing pump crossover valve and the boiler drum chemical injection primary and secondary valves.
Open No.2 boiler primary scumming valve BF2062
boiler drum chemical injection primary and secondary valves Ensure that the dosing pump crossover valve is closed. Open
on the boiler not being dosed are closed. valve BF34 on the deaerator to the main feed pumps line.
b) For blowdown or scumming, slowly crack open the secondary
d) Start the pump motor which drives both pumps simultaneously. d) Start the pump motor which drives both pumps simultaneously. valve as required, as in the following table
Both the pumps and the paddles can be started locally or from Both the pumps and the paddles can be started locally or from
the IAS. the IAS. Position Description Valve
Open No.1 boiler secondary blowdown valve BF1064
The dosing pumps will be stopped by a level switch when the tank is nearly The dosing pumps will be stopped by a level switch when the tank is nearly
empty. empty. Open No.2 boiler secondary blowdown valve BF2064
Open No.1 boiler secondary scumming valve BF1061
WARNING WARNING
Handling chemicals is a hazardous procedure and full protective clothing Handling chemicals is a hazardous procedure and full protective clothing Open No.2 boiler secondary scumming valve BF2061
must be worn at all times whilst handling these substances. must be worn at all times whilst handling these substances.
c) The blowdown/scumming line is fitted with an orifice plate
which should limit the blowdown rate, allowing the secondary
valve to be fully opened. This should be done slowly and with
due regard to the boiler load.
d) As the blowdown progresses, continually monitor the boiler

water level and ensure this is being maintained and the feed
pump discharge is coping with the extra load.
e) When the blowdown is to be stopped, close the secondary and

primary blowdown valves, then the ship’s side valve.
(Note: Blowdown or scumming should always be controlled on the secondary

valve to prevent damage to the primary valve.)

2.6 Fuel Oil and Fuel Gas Service Systems
2.6.1 Fuel Oil Bunkering and Transfer Systems
2.6.2 Diesel Oil Purifier and Generator Engine Diesel Oil Service System
2.6.3 Boiler Fuel Oil and Fuel Gas Service System
2.6.4 Incinerator Fuel Oil Service System
Illustrations
2.6.1a Fuel Oil Temperature-Viscosity Graph
2.6.1b Fuel Oil Bunkering and Transfer System - Engine Room
2.6.1c Fuel Oil Bunkering and Transfer System - Deck
2.6.2a Diesel Oil Purifier and Generator Engine Diesel Oil Service System
2.6.2b Gas Oil Transfer System
2.6.3a Boiler Fuel Oil Service System
2.6.3b Boiler Fuel Gas Service System
2.6.4a Incinerator Fuel Oil Service System

F T N AV I E R A
Illustration 2.6.1a Fuel Oil Viscosity - Temperature Graph
Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
e lO
il
5,000 5,000 5,000
2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000
Typical Marine Fuels

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

usually between 15 and 65 centistokes
Ma
rin
eD
ies
el
20 Oi 20 20
l
15 15 Diesel Injection Viscosity 15

usually between
8 and 27 centistokes
Ma
rin
10 eG 10 10
IF
as -3
Oi 80
l
IF
- 18
0
IF
-1
00
IF
- 60
5 5 5
IF
- 30
4 4 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C

F T N AV I E R A
2.6 FUEL OIL AND FUEL GAS SERVICE SYSTEMS Located at the manifolds is a connection to allow for filling of the diesel oil Valve Location
and gas oil storage tanks.
CF31 HFO fore deep tank filling valve
2.6.1 FUEL OIL BUNKERING AND TRANSFER SYSTEM
HFO is transferred to the HFO service tanks from any of the HFO bunker tanks FO07 IMO HFO tank outlet valve
where it is allowed to settle prior to being used in the boilers. Two HFO service FO08 Port HFO bunker tank outlet valve
Heavy Fuel Oil Transfer Pump tanks are provided for this purpose.
FO9 Starboard HFO bunker tank outlet valve
Maker: Azcue
No. of units: 1 The HFO transfer pump is used to transfer HFO from the bunker tanks to FO10 Starboard HFO service tank outlet valve
the service tanks. The HFO transfer pump may be started and stopped locally
Type: Gear FO11 Port HFO service tank outlet valve
or remotely. For local operation the control selector switch must be set to
Model: BT-LV125T-F LOCAL position before the pump can be started and stopped with the local CF30 HFO fore deep tank outlet valve
Capacity: 90m3/hr at 6 bar pushbuttons.
CF32 Forward HFO transfer pump A discharge valve
CF33 Forward HFO transfer pump B discharge valve
IAS Control
Diesel Oil Transfer Pump
The transfer of oil from the bunker tanks to the service tanks can be set to The MDO storage tank and MGO storage tank are located in the engine room
Maker: Azcue
automatic mode. The bunker tank to be transferred is selected and the transfer and are filled from the DO bunkering line.
No. of units: 1 pump and filling and discharge valves are set to automatic mode.
Type: Gear The HFO and DO bunkering stations are located forward and aft on the port
Model: BT-IL70D2-F When the service tank level operates a low level switch the following sequence and starboard sides of the vessel. Sampling valves are fitted at each bunkering
Capacity: 20m3/hr at 6 bar is activated: connection for both HFO and DO. There are straight basket filters fitted in
• The inlet valve of the service tank is opened the bunkering lines between the bunker manifold and the bunker tanks. These
filters should be inspected and cleaned at regular intervals.
Forward Fuel Oil Transfer Pump • The outlet valve of the selected bunker tank is opened
Maker: Azcue • The transfer pump valves are opened and the pump is started The two HFO bunker tanks incorporate an overflow tank. A drop valve is fitted
to allow the overflow tank to drain into the bunker tanks.
No. of units: 2
Type: Gear When the level in the service tank operates a high level switch the following
The forward HFO system incorporates an HFO fore deep tank located forward
sequence is activated:
Model: BT-LV125T-F of the cargo tanks and above the forward water ballast tank. The HFO fore
Capacity: 90m3/hr at 6 bar • The transfer pump is stopped deep tank is located on the vessel’s centre line. The tank is filled from the same
• The outlet valve of the selected bunker tank is closed connections as the aft HFO tanks. The forward HFO transfer pumps are used
to transfer HFO from the HFO fore deep tank to the aft HFO bunker or service
Gas Oil Transfer Pump • The service tank inlet valve is closed tanks as required. Only one pump is used at any time.
Maker: Azcue When transferring from the forward bunker tanks, one of the two transfer All valves in the DO bunkering and transfer system are manually operated
No. of units: 1 pumps is selected for automatic use and the above automatic transfer sequence except for the following which are hydraulically operated:
Type: Gear is activated.
Model: BT-HM38D2-F Valve Location
All valves in the HFO bunkering and transfer system are manually operated
Capacity: 2.5m3/hr at 6 bar except for the following which are hydraulically operated: DO01 MGO storage tank filling valve
DO02 MDO storage tank filling valve
Valve Location
Introduction
FO02 IMO HFO tank filling valve All fuel tanks, HFO, MDO and MGO are fitted with high level alarms set at
Heavy fuel oil for the boilers is stored in two HFO bunker tanks located at the 95% volume. Incorporated in the MDO and MGO storage tanks is an overflow
FO03 Port HFO bunker tank filling valve
engine room, a HFO fore deep tank located forward of the cargo tanks and an system. The MGO daily tank overflows to the MGO storage tank whilst the
IMO HFO tank also located at the engine room. These bunker tanks are filled FO04 Starboard HFO bunker tank filling valve MGO storage tank overflows to the MDO storage tank. As does the MDO daily
from any of the four bunker manifolds. High level alarms are provided and will tank. The MDO storage tank is fitted with an overflow alarm situated 300mm
FO05 Starboard HFO service tank filling valve
automatically close the filling valve to the respective tank. from the top of the tank.
FO06 Port HFO service tank filling valve

F T N AV I E R A
Illustration 2.6.1b Fuel Oil Transfer - Engine Room
From / To Heavy Fuel Oil Tank

Fore Tank and Manifold
FS FS
Emergency Incinerator 5145 5155
Generator Gas Oil DO70
Diesel Oil Tank Service Tank
LT LI LT LI FO FO FO
5101 4101 5140 4112 02 03 04
Overflow Tank From Overflow Tank
Sludge
86.7m3 Pump 86.7m3
TI LT TT LAH TI LT TT LAH FO FO
4104 5116 5118 5117 4110 5134 5136 5135 05 06
FO FO
LT TT LAH LT TT LAH 21 20 LT TT LAH LSH LT TT LAH LSH LT TT LAH
5110 5112 5111 5113 5115 5114 5119 5121 5120 5125 5122 5124 5123 5131 5128 5130 5129
LI LI
4107 4109
IMO Heavy Fuel oil
Heavy Fuel oil Heavy Fuel oil Heavy Fuel oil
Heavy Fuel oil Bunker Tank
Bunker Tank Service Tank Service Tank
Tank 649.3m3 1543.5m3
1757.8m3 TC 222.5m3 TC 184.9m3
FO TI FO FO FO FO FO FO
4102
12 13 14 TI TI FO 16 TI 17 18 TI 19
4103 WD 4105 WD 4106 WD 4108
5127 15 5127 5133
FO FO FO FO FO
FO 07 TC 08 FO FO TC 27 FO 10 FO 11
50 TC 53 56 57 LSL 58 LSL
5126 5132
To Boiler
Fuel Unit To Boiler
Fuel Unit
To Boiler To Sludge
Fuel Unit Pump
GO
778
DO
51 DO01
DO LT LAH DO02
5103 5102 LT LAH LT LAH LT LAH
49 5104 5105 DO 5106 5107 5108 5109
Main Diesel Oil 52
Daily Tank Main Diesel Oil Main Gas Oil Main Gas Oil From Fuel
58.8m3 Storage Tank Storage Tank Daily Tank Oil Room
DO DO FO DO 335.2m3 DO 58.6m3 DO 58.8m3 DO DO
41 54 From Key
03 04 08 05 06 07 From Boiler
Inert Gas
FO FO DO System Fuel Unit Heavy Fuel Oil
43 47 48 DO DO Diesel/Gas Oil
33 40
To Boiler DO34 DO FO42 FO
To Inert Gas Fuel Unit 39 44
From Diesel System DO
From To Boiler Generator 30 PT
PI PI 5142 PI
Diesel Fuel Unit
4114 4116 4118
Generator To Diesel
FO C B A
Generator
28 PI PI PI
4113 4115 4117
PT
5141
LT LAH TI DO FO FO
5137 5189 4111
31 35 45
Fuel OIl
Drain Tank
From Boiler 1950 Litres
Fuel Unit DO32 DO35 DO FO46
36

F T N AV I E R A
All fuel tanks are fitted with a quick closing pneumatic outlet valve with a c) Company rules regarding the taking of bunkers and transfering o) The initial loading rate must be agreed with the barge or shore
collapsable bridge operated from the vessel’s control centre. The valves must of fuel oil within the vessel must be understood by all involved station and bunkering commenced at an agreed signal. Only
be reset locally after being tripped. Each tank is also fitted with a self-closing in the fuel oil bunkering and transfer procedure. upon confirmation of there being no leakages and fuel going
test cock to test for the presence of water and to drain any water present. into only nominated tanks, should the loading rate be increased
Tundishes under the self-closing cock drain any liquid to the FO drain tank. All d) Samples are to be taken using a recognised sampling device that to the agreed maximum.
HFO tanks are fitted with a heating coil thermostatically controlled with local will give a representative sample of the fuel oil bunkered. The
temperature indication. The HFO service tanks overflow to the overflow tank sample should be taken at the bunker manifold and on board p) Before the tank being filled reaches the maximum volume
situated above the HFO bunker tank via a chamber fitted with a flow switch. fuel tests carried out as soon as possible after bunkering. A specified by the company, the rate should be reduced by
All HFO lines are insulated with steam tracing. second sample should be sealed and sent ashore for analysis. diverting some of the flow to another bunker tank; if the final
tank is being filled the pumping rate must be reduced. When
e) As far as possible new bunkers should be segregated from topping off the final tank the filling rate must be reduced at the
Heavy Fuel Oil Tanks
existing bunkers on board. If bunkers being received are to be barge or shore station and not by throttling the filling valve.
Compartment Capacities (m3) loaded into the same tanks as existing bunkers on board, great
care must be taken to avoid problems of incompatibility. If there CAUTION
IMO HFO tank 649.3m3
is any doubt about the compatibility between the new bunkers At least one bunker tank filling valve must be fully open at all times
HFO bunker tank 1543.5m3 and the existing bunkers, the new bunkers should not be loaded during the bunkering operation.
HFO bunker tank 1757.8m3 on top of the existing bunkers.
All relevant information regarding the bunkering operation is to be entered in
HFO service tank 222.5m3 f) No internal transferring of bunkers should take place during the Oil Record Book on completion of loading. The information required to be
HFO service tank 184.9m3 bunker loading operations, unless permission has been obtained entered includes date, time, quantity transferred and tanks used.
from the Chief Engineer.
HFO fore deep tank 3606.3m3
Overflow tank 86.7m3 g) Bunker tanks should not exceed the maximum volume stated in Procedure for the Loading of Fuel Bunkers from a Shore
the company policy. High level alarms are set at 95% on all fuel Station or Barge
Overflow tank 86.7m3
tanks.
a) Remove the blank fitted at the bunker connection and connect
Precautions to be Observed Prior to and During the Loading h) Any bunker barges attending the vessel are to be safely moored the bunkering hose ensuring the gasket used is not damaged.
of Bunkers alongside before any part of the bunker loading operation begins. Containers for the samples must be prepared and in place before
Frequent checks must be made of the mooring arrangements as the bunkering operation begins. Oil spill response kits must be
the bunker barge draught will change during bunkering. in place as per company instructions.
The following is only a guide and company procedures should be checked.
i) Level alarms fitted the bunker tanks should be tested prior to b) Ensure the blanks on the other 3 bunker connections are secure,
Before and during bunkering, the following steps should be complied with: that the valves are closed and that the drain and sampling valves
bunker loading operations.
are closed. The drip tray should be empty with the plugs fitted.
a) A pre-bunker conference should be held with all personnel
j) The soundness of all pipework should be verified by a visual
involved with bunkering being present. A bunker plan should c) Open the correct hydraulic filling valves for the tanks to be
inspection.
be drawn up and all personnel involved in bunkering must be bunkered as listed previously.
fully aware of the contents of the plan and understand the entire
k) The pre-bunkering checklist should be completed prior to
operational procedure. The contents of the plan will include but d) Open the required valve at the selected bunkering connection as
starting bunker operations.
not be limited to, tanks to be bunkered, start and stop ullages/ per follows:
dips, names of personnel involved and duties assigned. The time
l) A watch must be kept at the bunker manifold during loading of
that the pre-bunker conference took place should be entered into
bunkers with all personnel involved being in radio contact. Description Valve
the vessel’s log book.
Port aft manifold HFO filling valve CF12
m) Scuppers and save-alls, including those around bunker tank
b) All personnel involved with bunkering should know exactly Port aft manifold DO filling valve DO07
vents, should be effectively plugged.
what role they are to play and what their duties are. Personnel
involved should know the location of all valves and gauges Port forward manifold HFO filling valve CF11
n) Any Oil Spill Response kit provided by the company must be in
and be able to operate the valves both locally and remotely if Port forward manifold DO filling valve DO04
place.
required.
Starboard aft manifold HFO filling valve CF15

F T N AV I E R A
Illustration 2.6.1b Fuel Oil Transfer - Engine Room
From / To Heavy Fuel Oil Tank

Fore Tank and Manifold
FS FS
Emergency Incinerator 5145 5155
Generator Gas Oil DO70
Diesel Oil Tank Service Tank
LT LI LT LI FO FO FO
5101 4101 5140 4112 02 03 04
Overflow Tank From Overflow Tank
Sludge
86.7m3 Pump 86.7m3
TI LT TT LAH TI LT TT LAH FO FO
4104 5116 5118 5117 4110 5134 5136 5135 05 06
FO FO
LT TT LAH LT TT LAH 21 20 LT TT LAH LSH LT TT LAH LSH LT TT LAH
5110 5112 5111 5113 5115 5114 5119 5121 5120 5125 5122 5124 5123 5131 5128 5130 5129
LI LI
4107 4109
IMO Heavy Fuel oil
Heavy Fuel oil Heavy Fuel oil Heavy Fuel oil
Heavy Fuel oil Bunker Tank
Bunker Tank Service Tank Service Tank
Tank 649.3m3 1543.5m3
1757.8m3 TC 222.5m3 TC 184.9m3
FO TI FO FO FO FO FO FO
4102
12 13 14 TI TI FO 16 TI 17 18 TI 19
4103 WD 4105 WD 4106 WD 4108
5127 15 5127 5133
FO FO FO FO FO
FO 07 TC 08 FO FO TC 27 FO 10 FO 11
50 TC 53 56 57 LSL 58 LSL
5126 5132
To Boiler
Fuel Unit To Boiler
Fuel Unit
To Boiler To Sludge
Fuel Unit Pump
GO
778
DO
51 DO01
DO LT LAH DO02
5103 5102 LT LAH LT LAH LT LAH
49 5104 5105 DO 5106 5107 5108 5109
Main Diesel Oil 52
Daily Tank Main Diesel Oil Main Gas Oil Main Gas Oil From Fuel
58.8m3 Storage Tank Storage Tank Daily Tank Oil Room
DO DO FO DO 335.2m3 DO 58.6m3 DO 58.8m3 DO DO
41 54 From Key
03 04 08 05 06 07 From Boiler
Inert Gas
FO FO DO System Fuel Unit Heavy Fuel Oil
43 47 48 DO DO Diesel/Gas Oil
33 40
To Boiler DO34 DO FO42 FO
To Inert Gas Fuel Unit 39 44
From Diesel System DO
From To Boiler Generator 30 PT
PI PI 5142 PI
Diesel Fuel Unit
4114 4116 4118
Generator To Diesel
FO C B A
Generator
28 PI PI PI
4113 4115 4117
PT
5141
LT LAH TI DO FO FO
5137 5189 4111
31 35 45
Fuel OIl
Drain Tank
From Boiler 1950 Litres
Fuel Unit DO32 DO35 DO FO46
36

F T N AV I E R A
Description Valve o) When the final tank is full, the barge or shore station must be d) Start the selected HFO transfer pump.
Starboard aft manifold DO filling valve DO06 signalled to stop pumping unless they have already done so.
e) When the desired quantity of fuel has been transferred, stop the
Starboard forward manifold HFO filling valve CF08 p) Ensure that the sample containers are sealed and labelled pump, close all valves and make the necessary entry into the Oil
Starboard forward manifold DO filling valve DO01 correctly. Record Book.
q) When bunkering has finished and the lines have been blown
Depending on which HFO bunker tank is to be bunkered determines which
through close all bunker manifold and tank filling valves. Procedure for Transferring Heavy Fuel Oil from the Heavy
HFO line isolation valve will need to be closed. If the aft bunker tanks are to Fuel Oil Bunker Tanks to the Heavy Fuel Oil Service Tanks
be filled then valve CF07 will need to be closed isolating the forward HFO
r) Agree with the barge or shore connection on the quantity using the Machinery Heavy Fuel Oil Transfer Pump
deep tank. This valve would need to be opened and valve CF17 closed if the
supplied and then, if satisfied, sign the bunker receipt.
forward HFO deep tank is to be filled. When bunkering DO, valve DO10 must
The HFO service tanks are fitted with level switches and the machinery transfer
be opened.
s) Disconnect the bunker hose and replace the blank. pump is equipped for automatic stop/start under the control of these switches.
The service tank in operation must be checked periodically and an estimate
e) Establish effective communication between the control room,
made of when a changeover will be needed. If the service tank in operation is
the engine room, the bunker manifold and the bunker barge or Procedure for Transferring Heavy Fuel Oil from the Heavy likely to reach its low level during UMS operation the service tanks should be
shore station; this communication must remain at all times. Fuel Oil Fore Deep Tank to the Aft Heavy Fuel Oil Bunker changed over before that period of UMS operation commences. A low level
tanks using the Forward Heavy Fuel Oil Transfer Pumps service tank should be filled as soon as possible.
f) Agree filling rates, quantity and specification of the fuel to be
supplied and agree on a signalling system with the barge or
The HFO stored in the HFO fore deep tank can be transferred directly to the a) Check the quantity of HFO in the HFO service tank to be
shore connection.
HFO service tanks using the forward transfer pumps and the bunker filling filled and determine how much fuel is to be transferred. Check
line. The procedure is as follows: the quantity of HFO in the tank from which the fuel is to be
g) If possible, take meter readings on the barge or shore station
transferred and note the temperature. If the quantity of HFO
supply line prior to commencing bunker transfer and dip DO
a) Check the quantity of HFO in the service tank to be filled and in the bunker tank is less than the quantity to be pumped be
tanks using a little water finding paste to ensure no water is
check the quantity of HFO in the HFO fore deep tank. prepared to change over tanks.
present in the fuel.
b) Ensure the temperature of the HFO in the HFO fore deep tank b) Ensure the machinery HFO transfer pump filter is clean.
h) Signal to the shore station or barge to commence bunkering at a
is sufficient for pumping.
slow rate.
c) Open the quick closing suction valve and the hydraulic suction
c) Ensure the suction filter for the forward HFO transfer pump to valve on the bunker tank from which the fuel is to be transferred
i) Check the bunker hose connections and pipeline for any leaks.
be used is clean. from as follows:
j) Check the fuel is flowing into the correct tank and not to any
Open the valves as listed: Description Valve
other tank.
IMO HFO tank quick closing suction valve FO13
k) Increase the bunkering rate to the agreed maximum. Position Description Valve
IMO HFO tank hydraulic suction valve FO07
Open HFO fore deep tank outlet valve CF30
l) Ensure bunker sampling has commenced.
Open Forward HFO transfer pump suction valve CF02/CF03
Port HFO bunker tank quick closing suction valve FO14
m) As the level in the first bunker tank approaches the amount Open Forward HFO transfer pump discharge valve CF32/CF33
stated in the bunker plan open the filling valve to the second Port HFO bunker tank hydraulic suction valve FO08
Open Bunker line isolation valve CF07
tank and slowly close in the filling valve to the tank being
topped off. Open Bunker isolation valve CF17
Starboard HFO bunker tank quick closing suction valve FO15
Open HFO filling valve FO01
n) Fill the remaining tanks in the same way. For the final bunker Starboard HFO bunker tank hydraulic suction valve FO27
tank the filling rate must be reduced by slowing the pumping Open HFO service tank filling valve FO05/FO06
operation and this must be signalled to the barge or shore
station. It is important to ensure the valves are closed on all the other bunker tanks and d) Open the machinery HFO transfer pump suction and discharge
the service tank not being filled. valves FO45 and FO44 ensuring any crossover valves with the
MGO transfer pump are closed and the blanks fitted.

F T N AV I E R A
Illustration 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
Port Starboard
TRAY Sampling Flanges TRAY Sampling Flanges
CF34 CF DO DO CF CF35
12 07 04 11
PI TI PI PI TI PI
4301 4300 4302 4303 4305 4304
CF13 DO09 DO03 CF10
Steam Tracing Condensate from Tracing

Upper Deck
Key
TRAY TRAY Heavy Fuel Oil

PI PI
4311 4312
CF14 DO06 DO02 CF09 Diesel/Gas Oil
PI TI PI PI TI PI Steam Tracing CF
4307 4306 4308 4313 4315 4314
31 CF CF
Condensate 32 33
CF DO DO CF
15 05 01 08
LAH
5018 PI PI
CF36 CF37 4318 4320
A A
Fuel Oil
PI PI
Fore Deep Tank 4319 4321
CF CF
02 03
PI PI
4316 4317
DO CF
10 17
CF30
Upper Deck Thruster Room
LT
5017
FS FS
5145 5155
Cofferdam
FO FO FO
DO 02 03 04
DO02
01 Overflow Tank From Overflow Tank
86.7m3 Sludge 86.7m3
LT LAH LT LAH
5104 5105 5106 5107 TI LT TT LAH Pump TI LT TT LAH FO FO
4104 5116 5118 5117 4110 5134 5136 5135
Main Diesel Oil Main Gas Oil 05 06
Storage Tank Storage Tank From
335.2m3 58.6m3 LT TT LAH LT TT LAH Fuel LT TT LAH LSH LT TT LAH LSH LT TT LAH
5110 5112 5111 5113 5115 5114 Oil Pump 5119 5121 5120 5125 5122 5124 5123 5131 5128 5130 5129
IMO Heavy Fuel oil Heavy Fuel oil Heavy Fuel oil LI Heavy Fuel oil LI
4107 4109
Heavy Fuel oil Bunker Tank Bunker Tank Service Tank Service Tank
Tank 649.3m3 1543.5m3 1757.8m3 222.5m3 184.9m3

F T N AV I E R A
e) Open the filling valve to the service tank being filled FO05 or Diesel Oil and Gas Oil Tanks i) When the correct amount of fuel has been taken and the bunker
FO06. hose is empty close the bunker manifold valve, disconnect the
Compartment Capacities bunker hose and refit the blank.
f) Ensure that the bunker filling valve FO01 is closed and the MDO storage tank 335.2m3
filling valves to the other bunker tanks are also closed. j) Seal and label the sample bottle for analysis, sign the bunker
MDO daily tank 58.8m3
receipt and complete the Oil Record Book as required.
g) Start the machinery HFO transfer pump. The pump must be MGO storage tank 58.6m3
selected for automatic cut out when the service tank level MGO daily tank 58.8m3
reaches the level switch. Procedure for the Transfer of Marine Diesel Oil using the
Diesel Oil Transfer Pump
h) Check that the fuel is being transferred from the required bunker Marine Diesel Oil (MDO) and Marine Gas Oil (MGO) are bunkered directly to
tank to the designated service tank. two storage tanks located in the engine room. MDO is used by the emergency Diesel oil may be transferred to the MDO daily tank and the emergency
generator, the main diesel generator and for starting the boilers from cold. MGO generator service tank using the DO transfer pump. The emergency generator
i) When the required amount of oil has been transferred, stop is used by the inert gas generator and for starting the waste oil incinerator. service tank has a high level monitor switch LT5101 that stops the DO transfer
the pump. Alternatively the pump can be allowed to stop pump when activated.
automatically when the service tank level switch is activated.
Procedure for Loading Marine Diesel Oil and Marine Gas Oil a) Ensure there is sufficient DO in the MDO storage tank and that
j) Close all tank suction and filling valves unless the pump is to from a Shore Station or a Barge the tank to which the diesel oil is to be pumped has sufficient
remain in automatic start mode. space to take the fuel.
The precautions and organisation for loading MDO and MGO should be
k) Make the necessary entry into the Oil Record Book followed, as described for HFO. The MDO and MGO storage tanks should b) Check that all crossover valves connecting the DO transfer
be checked to ensure there is sufficient capacity for the MDO and MGO to be pump to the MGO and HFO transfer pumps are closed.
The machinery HFO, MDO and MGO transfer pumps are all interconnected loaded.
allowing any pump to be used with all grades of fuel. It is recommended that c) Ensure that the DO transfer pump suction filter is clean.
the pumps remain isolated by the blanks and the crossover valves closed to a) Remove the bunker line blank at the DO bunker connection and
ensure no fuel contamination can occur. Only in the event of a pump failure connect the bunker hose inspecting the gasket before it is used. d) Set the system valves as follows:
necessitating the use of another pump should the blanks be removed.
b) Ensure any Oil Response Kit is in place, that scuppers and Position Description Valve
drains are plugged and that a method for taking a representative
Procedure for Transferring Heavy Fuel Oil from the Aft sample is set up. Open MDO storage tank suction valve DO05
Bunker Tanks to the Heavy Fuel Oil Fore Deep Tank using the Open Isolation valve DO36
Machinery Heavy Fuel Oil Transfer Pump c) Ensure the blanks on the other bunker connections are secure
Open DO transfer pump suction valve FO38
and that the valves are closed. Open the DO bunker manifold
HFO may be transferred from the aft HFO bunker tanks to the HFO fore valve for the line to be used. All other valves must be closed. Open DO transfer pump discharge valve DO39
deep tank if required. Open the HFO bunker tank suction valves and set up Open Isolation valve DO40
the machinery transfer pump as described in transferring HFO to the service d) Open the DO bunker filling valve DO10
tanks. Instead of opening the service tank filling valve, open the bunker filling Open MDO daily tank filling valve DO51
valve FO01. This will direct the fuel to the HFO fore deep tank and bunker e) Open the MDO storage tank filling valve DO02 or the MGO
manifolds. Open isolation valves CF17 and CF07, HFO fore deep tank filling storage tank filling valve DO01 depending upon which fuel is e) Start the DO transfer pump and check that diesel oil is being
valve CF31. Prior to starting the pump ensure all bunker manifold valves are being loaded. pumped to the MDO daily tank. When the required quantity has
closed and the blanks are fitted. Check the quantity in the HFO fore deep tank been transferred stop the transfer pump.
to ensure there is sufficient space for the fuel to be transferred before starting f) Signal the shore station or barge to start pumping at the agreed
the transfer operation. low rate. The emergency generator service tank would normally be filled from the MDO
daily tank using the transfer pump or from the MDO storage tank using the
g) When it is confirmed there are no leaks and the fuel is filling DO purifier. To fill the emergency generator service tank using the DO transfer
the designated tank, signal to increase the delivery rate to the pump. Set up the valves as before but open the MDO daily tank suction valve
agreed maximum. DO03 instead of the MDO storage tank suction valve DO05 and open the
emergency generator service tank filling valve and close the MDO daily tank
h) Ensure a representative sample is being taken. filling valve.

F T N AV I E R A
Illustration 2.6.1c Fuel Oil Bunkering and Transfer System - Deck
Port Starboard
TRAY Sampling Flanges TRAY Sampling Flanges
CF34 CF DO DO CF CF35
12 07 04 11
PI TI PI PI TI PI
4301 4300 4302 4303 4305 4304
CF13 DO09 DO03 CF10
Steam Tracing Condensate from Tracing

Upper Deck
Key
TRAY TRAY Heavy Fuel Oil

PI PI
4311 4312
CF14 DO06 DO02 CF09 Diesel/Gas Oil
PI TI PI PI TI PI Steam Tracing CF
4307 4306 4308 4313 4315 4314
31 CF CF
Condensate 32 33
CF DO DO CF
15 05 01 08
LAH
5018 PI PI
CF36 CF37 4318 4320
A A
Fuel Oil
PI PI
Fore Deep Tank 4319 4321
CF CF
02 03
PI PI
4316 4317
DO CF
10 17
CF30
Upper Deck Thruster Room
LT
5017
FS FS
5145 5155
Cofferdam
FO FO FO
DO 02 03 04
DO02
01 Overflow Tank From Overflow Tank
86.7m3 Sludge 86.7m3
LT LAH LT LAH
5104 5105 5106 5107 TI LT TT LAH Pump TI LT TT LAH FO FO
4104 5116 5118 5117 4110 5134 5136 5135
Main Diesel Oil Main Gas Oil 05 06
Storage Tank Storage Tank From
335.2m3 58.6m3 LT TT LAH LT TT LAH Fuel LT TT LAH LSH LT TT LAH LSH LT TT LAH
5110 5112 5111 5113 5115 5114 Oil Pump 5119 5121 5120 5125 5122 5124 5123 5131 5128 5130 5129
IMO Heavy Fuel oil Heavy Fuel oil Heavy Fuel oil LI Heavy Fuel oil LI
4107 4109
Heavy Fuel oil Bunker Tank Bunker Tank Service Tank Service Tank
Tank 649.3m3 1543.5m3 1757.8m3 222.5m3 184.9m3

F T N AV I E R A
Procedure for the Transfer of Gas Oil using the Gas Oil
Transfer Pump
The procedure for transferring gas oil from the MGO storage tank to the MGO
daily tank is the same as the procedure for transferring diesel oil except for the
valves. Set up the valves as follows:

Open MGO storage tank suction valve DO06
Open Isolation valve DO32
Open GO transfer pump suction valve DO31
Open GO transfer pump discharge valve DO30
Open MGO daily tank filling valve GO778
When filling the incinerator service tank the procedure is the same except open
the incinerator GO service tank filling valve DO70 instead of the MGO daily
tank filling valve.

F T N AV I E R A
Illustration 2.6.2a Diesel Oil Purifier and Generator Engine Diesel Oil Service System
Emergency Generator Room

Emergency
Generator
Key
Diesel Oil Tank
3m3
Heavy Fuel Oil
LT LI
5101 4101
Diesel/Gas Oil
Sludge
From Heavy Fuel Oil

Service/IMO Tanks
Fuel Oil Room TA
TI TT
5158 DO FO
TAL
60 61
DO
51 From Forward Tank Heater
DO LT LAH DO02 and Manifold
5103 5102 LT LAH
49 5104 5105
Main Diesel Oil FM
4136
Daily Tank Main Diesel Oil
58.8m3 Storage Tank To Sludge
335.2m3 Pump
DO03 DO04 FO41
FO
DO 43 DO Boiler Fuel Unit
08 05
Diesel Oil
Purifier
PAL PI
5159 4111
FT Diesel Generator Engine

5165
Sludge Tank
1.0m3
LS LS LS
5162 5160
5161 FO
28
LO
22
To Sludge Pump
LT LAH TI
FT 5137 5189 4111
5149 PI Fuel OIl
4140
PT Drain Tank
PDI PDS PDI
4125 5163 4139
5164 2.0m3

F T N AV I E R A
2.6.2 DIESEL OIL PURIFIER AND GENERATOR ENGINE Position Description Valve c) Close the control air and operating water valves to the purifier
DIESEL OIL SERVICE SYSTEM along with any other DO valves that were opened prior to start
Open DO purifier discharge valve
up.
Close DO transfer pump discharge isolation valve DO40
Purifier Oil Separator
Open MDO daily tank filling valve DO51 d) Once the purifier has come to a complete stop the brake can be
Maker: Westfalia-Rickmeier applied and preparations made for cleaning if required.
Open MDO storage tank return line from purifier DO52
Type: OSC 5-02-066/4
No. of units: 1 Generator Engine Diesel Oil Service System
e) Ensure the purifier brake is off and that the purifier is free to
Capacity: 1,200 litres/h rotate. The main diesel generator is supplied from the MDO daily tank and returns
Separating temperature: 60°C excess fuel to the same tank. The generator engine has its own electric fuel
f) Check the purifier gearbox oil level. pump which maintains the engine’s fuel rail supply with DO. The fuel feed
pump supplies excess fuel in order to ensure that the fuel rail, which supplies
Purifier Feed Pump the fuel injection pumps, is maintained under a slight pressure at all times. The
g) Start the purifier feed pump. The three-way valve will bypass
Maker: Westfalia-Rickmeier the purifier and return the diesel oil to the MDO storage tank. set pressure for the fuel rail is determined by the regulating valve in the return
Type: R25/16 line.
h) Start the purifier and ensure that the bowl is up to speed before
No. of units: 1
continuing. Two sets of in-line filters are fitted into the DO supply line, each set consisting
Capacity: 1,200 litres/h of two filters. The filters have changeover valves allowing the operator to
The diesel oil purifier is used to purify diesel oil from the MDO storage tank i) Using the manual valves or the solenoid valves ensure the isolate a dirty filter for cleaning.
to the MDO daily tank. The supply and return lines are the same lines used for operating water opens and closes the bowl.
the diesel oil transfer pump and it is recommended that transferring diesel oil The generator engine fuel supply and return lines each have a flow meter fitted,
whilst the diesel oil purifier is running is avoided. The IAS controls the purifier j) Switch on the control unit. this is in order to accurately gauge the amount of diesel oil that is consumed
manual stop/start, running and failure indication and pressure low alarm and by the engine. ie. subtracting the return figure from the supply figure will give
oil temperature indication. k) Start the programme by pressing the PROGRAM 1 soft key on the total consumption for the engine.
the control panel. This will initiate a start sequence including a
sludge and discharge test and operate the purifier in automatic
mode. Once the purifier is running and no signs of abnormal
Procedure for Operating the Generator Engine Diesel Oil
Procedure for Purifying Diesel Oil from the Marine Diesel Oil Service System
vibrations are evident, all temperatures and pressures should be
Storage Tank to the Marine Diesel Oil Daily Tank using the
recorded and the levels of the tanks in use checked.
Diesel Oil Purifier a) Check the fuel level in the MDO daily tank and replenish if
The procedure for purifying DO to the emergency generator DO service tank is necessary.
a) Record the quantity of diesel oil in the tanks associated with the the same except for the filling valve. Open the emergency generator DO service
operation. tank filling valve ??? and close the MDO daily tank filling valve DO51. b) Set the valves as in the following:
b) Open any control air and operating water valves to the purifier. If the quality of the DO on board is poor then the DO daily tank can be Position Description Valve
recirculated. The procedure for starting the purifier is the same but the MDO Open MDO daily tank suction valve DO04
c) Ensure there is electrical power at the purifier control box. daily tank suction valve DO03 should be opened and the MDO storage tank
suction valve DO05 closed. Open Supply inlet valve ???
d) Set the valves as shown in the following list:
Open Supply outlet valve ???
To Stop the Purifier Open Generator fuel feed pump suction valve ???
Open MDO storage tank suction valve DO05 Open Generator fuel feed pump discharge valve ???
a) Press the PROGRAM 0 soft key button. Two total ejections will
Close DO transfer pump isolation valve DO36 be triggered and the purifier will stop automatically. Open Return inlet valve ???
Open DO purifier feed pump suction valve Open Return outlet valve ???
b) The feed pump will need to be stopped if it is running in manual
Open DO purifier heater inlet valve Open MDO daily tank return valve DO49
mode.
Open DO purifier heater outlet valve
c) Operate the generator engine as required and replenish the
MDO daily tank as required.
F T N AV I E R A
Illustration 2.6.3a Boiler Fuel Oil Service System
Starboard Boiler Port Boiler

Degassing
Fuel Gas Steam Purge Steam Purge Fuel Gas
Chamber FO62 FO63 FO64
Supply Supply
ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS
5249 5259 5260 P P 5261 5262 5250
Marine DO HFO HFO Service HFO Service
Daily Use Tank Bunker Tank Tank (S) Tank (P) P P FO1221 FO1189 FO2189 FO2221 P P
(58.8m3) (649.3m3) (222.5m3) (184.9m3)
No.2 Burner FO3223 FO3225 FO4225 FO4223 No.2 Burner
P P P P
Atomising
DO8 FO12 FO17 FO19 Atomising
Steam PT PS PT PI PI PT PS PT Steam
6228 1259 1228 1258 2258 2228 2259 7228
Fuel Gas Fuel Gas
Supply Supply
ZS ZS PT PT ZS ZS
ZS ZS ZS 1257 2257 ZS ZS ZS
5247 5255 5256 5257 5258 5248
PI PI
FO1372 4219 4220
DO37 P P P P
P FO1371 DO29 Base Burner FO1223 FO1225 FO6225 FO6223 Base Burner
Atomising
Boiler Cold Start Diesel Oil Pump Steam Purge Atomising
DO60 FO61 Steam TI TI Steam Purge
(3.0m3/h x 10kg/cm2 1236 2236 Steam
FT Fuel Gas Fuel Gas

PI DPS 0370 TI TT PI PI Supply Supply
0368 0379 0344 0343 0369 0375 ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS
5245 5251 5252 5253 5254 5246
P P P P
P
Degassing No.3 Burner FO5223 FO5225 FO6225 FO6223 No.3 Burner
Chamber Constant ZS Atomising
Pressure 0374 Steam Purge TT Steam Purge Atomising
Steam TT
Control Valve 1219 2219 Steam
TS TS
1234 2234
ZS ESA ZS ESA
FO1222 P FO2222 P
Fuel Oil Room
FO0372
FO1265 FO2265 E
E ZS
Automatic
Chemical PI FO 5238 P FO0371 FO2220 Combustion
Cleaning 1192 FO1264 FO1220 FO2232 FO2264
PI PI 1232 Control FO
4221 4222 PI PT Automatic Control Valve PT PI
Wind Box Wind Box
PT PS Fuel Oil 1178 Combustion Control 5264
FO65 0200 0250 FO Control Valve FO3265 DO1499 DO2499 FO4265
Heater
TI TI PI PT Furnace Furnace PT PI
1322 1179 5266
E 2322
TI
0206
Heavy Fuel Oil Pumps
(12.4m3/h x 28kg/cm2)
TT
0357
PI Chemical PI PI FS FS
2192 Cleaning 1328 2328 1360 2360
PI PI DPS TIC
4223 4224 0325
Fuel Oil TIC TT Key
Viscometer 0317 0198
Heater
TI TI Heavy Fuel Oil
E 4322 3322
XT XAL XAH Marine Diesel Oil

0329
TI
0199
Electrical Signal
Desuperheated Steam
To Fuel Oil Drain Tank

F T N AV I E R A
2.6.3 BOILER FUEL OIL AND FUEL GAS SERVICE The Fuel Oil System From the FO chamber which accommodates the temperature transmitter the
SYSTEMS HFO is taken from the HFO settling tanks and there are two boiler FO supply heated HFO is delivered to the boiler FO manifolds. The two boilers have
pumps which are on a Duty/Standby selection. The pumps may be operated separate supply manifolds and each has its own pressure regulating valves and
locally or from the IAS system operator station. The pumps may be selected flow meter. There is a main pressure control valve and a minimum pressure
Boiler Fuel Oil Service Pump
for local or remote operation by turning the switch at the pump local control maintaining valve per boiler. The main pressure regulating valve is controlled
Maker: Kosaka Laboratory Ltd from the IAS.
to the NOR position. In the LOCK position the pump may not be started. For
No. of sets: 2 local operation a pump is started and stopped by means of the local START
and STOP pushbuttons. A pump can be selected for remote control operation A fuel oil recirculating line is also provided at the end of each boiler fuel
Type: Horizontal screw
via the IAS screen by turning the main switchboard panel switch to IAS. The manifold to allow for warming through of the fuel system. Each burner has a
Model: GH-R2T-168 three-way valve which diverts HFO into the return manifold when the boiler
pump may now be operated in manual or auto mode.
Capacity: 12.6m3/h at 28kg/cm2 fuel system is on standby when gas only burning.
The operator selects which pump is to be used as the duty pump by pressing the
Boiler Cold Start Diesel Oil Pump Duty 1 or Duty 2 button on the screen, then pressing the On pushbutton. Procedure for Preparing the Boiler Fuel Oil System for
Maker: Kosaka Laboratory Ltd Operation from Cold
When selected for automatic operation the pump not selected as duty pump
No. of sets: 1 will act as the standby pump, cutting in automatically if the duty pump cannot The description assumes that the boiler is being flashed up from cold and that
Type: Horizontal screw maintain the desired pressure. fuel is being taken from the marine diesel oil service tank. It is assumed that
Model: GH-R2T-168 the boiler has been shut down with DO circulating in the fuel lines to prevent
A pump may only be selected as the standby pump if the fuel lines becoming blocked with cold heavy fuel oil.
Capacity: 3.0m3/h at 10kg/cm2r
• The other pump is already running
When the steam is available, the HFO is heated in the service tank and steam
• Both pumps are selected in NOR mode
Boiler Fuel Oil Service Heaters is supplied to the heaters. Warm HFO is then circulated through the fuel lines
°
• The pump is in IAS mode and the heaters and the temperature is gradually raised to 112 C.
Maker: Aalborg
Type: Nesta MX20 Li400 • The pump is not tripped
The boiler is initially fired on diesel oil, using the cold start diesel oil pump
The operation of the IAS control is given in more detail in section 3.1. which can be started and stopped from the IAS.
Hood Extraction Fan
HFO is taken from the operating HFO service tank and flows to the boiler FO a) Check the quantity of DO in the DO service tank and replenish
Maker: Daeyang Electric Co. Ltd supply pump suction via a duplex filter and flow meter. If a high differential if necessary.
No. of sets: 2 pressure occurs across the flowmeter, an alarm is activated and the flowmeter
bypass valve will open. The valve will have to be manually closed. b) Ensure that all instrument and control valves are open and that
Model: LRZ9A/280/450
instruments are reading correctly.
Capacity: 60m3/min x 40mmAQ
The boiler FO supply pumps also taken suction from the FO degassing chamber
Motor: 1.54kW c) Ensure that there is control air available at all pressure regulating
as the pumps operate at a constant pressure discharge using a recirculating PCV
to maintain this, the excess FO being returned to the FO degassing chamber valves.
Introduction and hence back into the pump suction.

d) Set the manually operated DO valves as in the following table.
The boilers can operate on liquid fuel oil and gaseous fuel from cargo tank The boiler FO supply pumps force the HFO through one of the two steam
boil-off. The quantity of gaseous fuel used depends upon the cargo tank boil- heated FO heaters and a hot duplex discharge filter. There are two steam valves Position Description Valve
off rate and so HFO will always be available to supplement the gas. Depending of different size working in a split range configuration. Open DO service tank quick-closing outlet valve DO8
upon circumstances it may be necessary to operate with 100% HFO at times.
The burner management system is described in section 3.3.3. A viscometer located after the hot discharge filter regulates the steam supply Open Cold start pump suction valve DO29
°
to the FO heaters in order to maintain the desired HFO temperature of 112 C. Open Cold start pump discharge valve DO37
There are two boilers and each is fitted with three burners. These burners can The temperature/viscosity control is carried out by the automatic combustion
operate on HFO or gas. Each boiler can be treated as a separate item in terms control system. Closed Line valve from the DO service tank DO60
of fuel supply, one on gaseous fuel and the other on HFO. Open GS air to the fuel atomising system CAxx

F T N AV I E R A
Illustration 2.6.3a Boiler Fuel Oil Service System
Starboard Boiler Port Boiler

Degassing
Fuel Gas Steam Purge Steam Purge Fuel Gas
Chamber FO62 FO63 FO64
Supply Supply
ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS
5249 5259 5260 P P 5261 5262 5250
Marine DO HFO HFO Service HFO Service
Daily Use Tank Bunker Tank Tank (S) Tank (P) P P FO1221 FO1189 FO2189 FO2221 P P
(58.8m3) (649.3m3) (222.5m3) (184.9m3)
No.2 Burner FO3223 FO3225 FO4225 FO4223 No.2 Burner
P P P P
Atomising
DO8 FO12 FO17 FO19 Atomising
Steam PT PS PT PI PI PT PS PT Steam
6228 1259 1228 1258 2258 2228 2259 7228
Fuel Gas Fuel Gas
Supply Supply
ZS ZS PT PT ZS ZS
ZS ZS ZS 1257 2257 ZS ZS ZS
5247 5255 5256 5257 5258 5248
PI PI
FO1372 4219 4220
DO37 P P P P
P FO1371 DO29 Base Burner FO1223 FO1225 FO6225 FO6223 Base Burner
Atomising
Boiler Cold Start Diesel Oil Pump Steam Purge Atomising
DO60 FO61 Steam TI TI Steam Purge
(3.0m3/h x 10kg/cm2 1236 2236 Steam
FT Fuel Gas Fuel Gas

PI DPS 0370 TI TT PI PI Supply Supply
0368 0379 0344 0343 0369 0375 ZS ZS ZS ZS ZS ZS ZS ZS ZS ZS
5245 5251 5252 5253 5254 5246
P P P P
P
Degassing No.3 Burner FO5223 FO5225 FO6225 FO6223 No.3 Burner
Chamber Constant ZS Atomising
Pressure 0374 Steam Purge TT Steam Purge Atomising
Steam TT
Control Valve 1219 2219 Steam
TS TS
1234 2234
ZS ESA ZS ESA
FO1222 P FO2222 P
Fuel Oil Room
FO0372
FO1265 FO2265 E
E ZS
Automatic
Chemical PI FO 5238 P FO0371 FO2220 Combustion
Cleaning 1192 FO1264 FO1220 FO2232 FO2264
PI PI 1232 Control FO
4221 4222 PI PT Automatic Control Valve PT PI
Wind Box Wind Box
PT PS Fuel Oil 1178 Combustion Control 5264
FO65 0200 0250 FO Control Valve FO3265 DO1499 DO2499 FO4265
Heater
TI TI PI PT Furnace Furnace PT PI
1322 1179 5266
E 2322
TI
0206
Heavy Fuel Oil Pumps
(12.4m3/h x 28kg/cm2)
TT
0357
PI Chemical PI PI FS FS
2192 Cleaning 1328 2328 1360 2360
PI PI DPS TIC
4223 4224 0325
Fuel Oil TIC TT Key
Viscometer 0317 0198
Heater
TI TI Heavy Fuel Oil
E 4322 3322
XT XAL XAH Marine Diesel Oil

0329
TI
0199
Electrical Signal
Desuperheated Steam
To Fuel Oil Drain Tank

F T N AV I E R A
e) Set the manually operated HFO valves as in the following table,
using the port FO pump and the upper FO heater.

Closed Port HFO settling tank quick-closing valve FO19
Closed Starboard HFO settling tank quick-closing valve FO17
Closed Line valve from HFO settling tanks FO61
Open Flow meter inlet valve XXXX
Open Flow meter outlet valve XXXX
Closed Flow meter bypass valve XXXX
Open Constant pressure control valve outlet valve XXXX
(Author’s note: Section to be completed when correct procedure available

during ship visit.)

F T N AV I E R A
Illustration 2.6.3b Boiler Fuel Gas Service System To Funnel
To Venting From Cargo

Mist Machinery Room
VD VD VD VD
03 05 06 04
Ventilation Duct Exhaust Fans
VD VD
TS ESA
01 02 6301
Gas Hood
TT TT
ZS For Automatic Combustion Control 1238 2238 For Automatic Combustion Control ZS
FG1207 P FG2207 P
FG ZS ESA RO VOI Boil-Off Gas Pressure Low Boil-Off Gas Pressure Low ZS ESA RO VOI FG
P
P
1211 Boil-Off Gas Pressure High Boil-Off Gas Pressure High 6307 2211
PT PT
FG Master Gas Valve Trip 6219 7219 Master Gas Valve Trip FG
1208 From Automatic When Boiler Trips TT TAH TAL TI TT TAH TAL TI When Boiler Trips From Automatic 2208
Combustion Control 1202 4301 2202 4302 Combustion Control
ZS ZS
ZS ZS NI
FG712
P
P
6319 2212
P P
Gas Header Gas Header
FG FG
1218 2218
ZS FO ZS FO ZS Gas Room ZS FG ZS FG ZS FG
FO5214
P
P
ZS ZS ZS ZS ZS ZS
DPT DPT FT
3214 1214 6337
6214 6336
2214 6335
4214 DPT DPT FT
1203 1205 1249 ZS FO ZS FO ZS ZS FG ZS FG ZS FG 2203 2205 2249
FO5214
P
P
PAH ESA
P 3214 P 1214 P P 6214 P 2214 P 4214 PAH ESA
FG3123 FG1213 FO5213 FG6213 FG2213 FG4213

PAL ESA PAL ESA
FG FG FO FO FG FG
PI 3217 1217 5217 6217 2217 4217 PI
From Furnace From Furnace
No.2 No.2
XI XI
Burner Burner From
XAH ESA Nitrogen
Buffer
30% Level Alarm 60% Level Gas Trip Tank
Gas Detection Monitor
Base Base
Burner Burner
Key
LNG Vapour
Nitrogen
No.3 No.3
Burner Burner

F T N AV I E R A
Illustration 2.6.4a Incinerator Fuel Oil Service System
Sludge Pump
(15m3/h 4 bar)
PI PI
4005 4006
From Sludge Tank

DO68 LO42 LO28 LO85 LO49
M
Incinerator
Exhaust Gas
TT
M Fan
LSH
Heater M 5166 Sludge Tank
Junction
Box TI
LT DO70 4142
5140
Incinerator
M LSL
Gas Oil Steam 5167
Service Tank M
(1.0m3)
LI
P 4112
DO10 Condensate
Electric
Cabinet
Maximum Combustion Chamber P

3.5m To Fuel Oil
Drain Tank
DO69 TI PI
4138 4132
(730,000kcal/h)
M
PI
Marine Gas 4133
Oil Storage
Tank
P
(58.6m3)
DO06
DO32
DO55 FO67 FO66
Marine Gas
DO31 DO33
Oil Daily Service Tank
Key
DO30
Marine Gas Oil
Sludge Drain To Bilge Water Tank

Drain To Bilge Steam
PI PI Water Tank (20kg/h)
4113 4114 Saturated Steam
Gas Oil Transfer Pump Drain To Sludge Tank
Condensate
(2.5m3/h - 6 bar)

F T N AV I E R A
2.6.4 INCINERATOR FUEL OIL SERVICE SYSTEM in the tank. Any water or solids in the waste oil charge are evenly dispersed so c) Select the sludge pump for AUTOMATIC operation and start
that the waste oil will burn effectively. the sludge pump from the local position by pressing the START
pushbutton.
Sludge Pump Procedure for Filling the Incinerator Gas Oil Service Tank
Maker: Azcue a) Check the quantity of gas oil in the incinerator gas oil service d) When the incinerator sludge tank level rises to the pump cut-
No. of sets: 1 tank and determine how much needs to be transferred. out switch position, the switch will be activated and the sludge
pump will stop. The pump may also be stopped manually if
Type: Screw
b) Ensure there is sufficient gas oil in the storage tank to replenish required. The incinerator sludge tank overflows to the purifier
Model: KL30S-60.0 the service tank. sludge tank.
3
Capacity: 15m /h at 4kg/cm2
c) Set the valves as indicated in the following table: If the contents of any other oil tanks are to be transferred to the incinerator
sludge tank, consideration must be given to ensure the correct valves are
Waste Oil Circulating Pump
Position Description Valve operated.
Maker:
Open Gas oil storage tank quick-closing outlet valve DO06
No. of sets 1
Type: UNIBLOCK 40-131/0222 NE-W5-GF
Model: Open Gas oil transfer pump suction valve DO31
3
Capacity: 6m /h at 2kg/cm2 Open Gas oil transfer pump discharge valve DO30
Introduction Close Gas oil daily tank filling valve DO55
The incinerator burns gas oil in order to raise the temperature of the incinerator Open Incinerator gas oil service tank filling valve DO70
combustion chamber to assist in the combustion of solid garbage and waste oil.
The incinerator gas oil service tank is replenished from the gas oil storage tank
d) Start the gas oil transfer pump and transfer the required quantity
using the gas oil transfer pump. The overflow from the gas oil service tank
of gas oil. When the required quantity has been transferred
returns to the gas oil storage tank.
stop the pump, close the valves and record the details of the
transfer.
The incinerator sludge tank is replenished using the sludge pump which takes
suction from the following tanks:
Procedure for Transferring Waste Oil to the Incinerator Sludge Tank
• Bilge tank
The description assumes that waste oil is being taken from the purifier sludge
• Oily water tank
tank using the sludge pump.
• Fuel oil drain tank
a) Check the quantity of waste oil in the incinerator sludge tank
• Dirty oil tank
and determine the quantity to be transferred.
• Lubricating oil drain tank
• Sludge tank b) Set the valves as indicated in the following table:
The sludge pump can be manually started from the local position, or remotely Position Description Valve
from the IAS and the incinerator sludge tank high level switch provides an Open Sludge tank outlet valve LO42
automatic stop facility.
Open Isolation valve LO28
After a period of settling in the incinerator sludge tank, with steam heating Open Sludge pump suction valve LO85
applied if necessary, the tank is sludged using the tank drain cocks before it
is burned in the incinerator. A waste oil circulation pump is operated taking Open Sludge pump discharge to incinerator sludge tank LO49
suction from the incinerator sludge tank and returning the oil to the tank. This Check for filling valve on incinerator sludge tank?
ensures an even temperature distribution and prevents stratification of the oil

2.7 Lubricating Oil Systems
2.7.1 Main Turbine Lubricating Oil System
2.7.2 Stern Tube Lubricating Oil System
2.7.3 Lubricating Oil Purifier and Transfer System
2.7.4 Lubricating Oil Filling and Transfer System
Illustrations
2.7.1a Main Turbine Lubricating Oil System
2.7.1b Main Turbine Lubricating Oil Distribution System
2.7.2a Stern Tube Lubricating Oil System
2.7.3a Lubricating Oil Purifier and Transfer System
2.7.4 Lubricating Oil Filling and Transfer System

F T N AV I E R A
Illustration 2.7.1a Main Turbine Lubricating Oil System
LT LI LAL
5005 4047 PT PI
5042 0008
Lubricating Oil
Funnel Gravity Tank
(34m3) LO111 LO110
To
Lubricating Oil P
Drain Tank LO112
To
LO102 Lubricating Oil Ahead
Normally LO104 Drain Tank
LO Cooler Closed Servo
LO106 LO105 TI
Astern
PI
4014 4010
PI TI
PI PI 4009 4013
LOT305
4001 4000 LO98
LO97 To Main Turbine
LO96 TT
LO95 5108
PI TI TI PI From Main Turbine
4011 4015 4016 4012
TT TT
5012 5011
I
LO Cooler IAS P To Main Turbine
Control Air
To
Main To
Turbine Lubricating Oil
Drain Tank
LO119
Self Cleaning LO120

Filter Starter
PT PI PI
0135 1332 1331
DPT Main Turbine Lubricating Oil Filter
5003 (210m3/h)
I
A
S LO93 LO92 LO101
PS PS
Bypass Filter 0067 0068 LO113 LO114
with Magnet PT PS PI
0134 0070 0134
LO107 LO108 PI Over Speed
I Governor
P PAL
Sol. Valve LO115
Turning Gear
S LO117 LO91 LO90
Control Air PI PI
4002 4004
P LOT304 LO100
PI PI To / From
4003 4005 Lubricating Oil
To LO118 LO116 Auxiliary From Main Turbine Purifiers
Drain Tank Pumps Key
(180m3/h LO99
x4kg/cm2)
Lubricating Oil
LT
5002
Lubricating Oil
Electrical Signal
Sump Tank
LAL TI
5010 4017 (73.5m3)
Air

F T N AV I E R A
2.7 LUBRICATING OIL SYSTEMS The supply to the gravity tank is via an orifice plate to ensure a continuous ‘top In the event of a blackout the IAS remembers which pump was running at the
up’ supply to the tank. The emergency outlet is via a larger bore non-return time of the blackout, and whether or not the second pump was selected as the
2.7.1 MAIN TURBINE LUBRICATING OIL SYSTEM valve and a sized orifice to provide an adequate LO supply for the maximum standby pump.
time possible. This allows the gravity tank to provide an emergency lubricating
oil supply to the oil supply system in the event of complete failure of the Provided that the running pump prior to the blackout was selected in remote
Auxiliary (Electric Motor Driven) Lubricating Oil Pump
pumping system. The emergency supply allows the turbine to be stopped and the IAS will start the previously running pump as part of the sequential restart
Maker: Kawasaki Heavy Industries Ltd. so helps to prevent damage due to lack of lubricant. The main outlet line from system. Should the pump fail to start within a preset time the standby pump
No. of sets: 2 the gravity tank is protected by a quick-closing valve. The main LO gravity will be started, provided that the second pump was selected in auto mode.
Model: 3WM 125-3LW4M/7 tank is fitted with a low level alarm.
When the main LO pump is operating the standby facility still applies and
Capacity: 180m3/hour at 4kg/cm2 There are two shell and tube LO coolers which are cooled by sea water from one of the auxiliary pumps may be selected as the standby pump. This would
the main SW cooling system, see section 2.3.1. The overboard discharge valve be done at start-up of the system as one of the auxiliary LO pumps would be
CS14 can be manually opened and closed by the IAS. A self-cleaning main started and the other selected as the standby pump. When the turbine is in
Main (Direct Driven) Lubricating Oil Pump
filter is fitted which has a capacity up to the full rating of the main pump. This the at sea condition and the main LO pump takes over, the running auxiliary
Maker: Taiko Kikai Industries Ltd filter is automatic in operation and is fitted with a magnetic bypass filter for LO pump will cut out. The auxiliary LO pump selected as the standby pump
No. of sets: 1 use in emergencies. will remain in that condition and will cut in should the main LO pump fail to
Type: LBS-190KH maintain the required LO pressure.
A control oil system is provided at the turbine. This is dependent on the main
LO system and is discussed in section 3.4.2. It is supplied by the same pumps The auxiliary LO pumps may be started from the local position by selecting
as the LO supply, but at a primary (higher) pressure than the LO supply as a LOCAL at the pump control selector and then pressing the START pushbutton
Introduction result of the orifice fitted in the LO supply to the bearings and gearing. to start and the STOP pushbutton to stop. There is no standby facility in local
control. The pumps may be switched off at the control selector by turning the
When stationary, the main turbines and gearbox are supplied with lubricating oil
A dehumidifier is connected to the gearbox and removes moisture from switch to OFF.
from the main LO sump tank by one of two auxiliary LO pumps. One of these
the gearbox atmosphere and hence from the lubricating oil system. The
pumps will be selected as the duty pump and the other pump as the standby to
dehumidifier is air reactivated by heating dry air passing over the desiccant
cut in automatically should the duty pump fail to maintain the lubricating oil
dryer. Procedure for Operating the Main Engine Lubricating Oil
supply pressure. The pumps may be arranged for automatic start and stop and System
automatic change over. An emergency start facility is provided in the event of
blackout, the power being taken from the emergency switchboard. Control It is assumed that the turbine is stopped but is being prepared for starting.
The electrically driven LO pumps are arranged in a duty/standby configuration
When running, the lubricating oil is supplied to the system from the main shaft with one pump started as the duty pump via the IAS screen and the other a) Check the level of oil in the main LO sump and replenish if
driven LO pump, which is driven by the HP gearbox pinion. When the main selected as the standby pump. The standby pump will start if the duty pump necessary. Clean all the filters.
LO pump is producing sufficient pressure, (LO pressure above 3.8kg/cm2) a stops or the LO pressure is low.
pressure switch is activated and the IAS stops the duty electrical LO pump. b) Ensure that fresh water is circulating through the LO coolers
When the propeller slows and causes the LO pressure to fall below 3.5kg/cm2 , The second pump may be selected for standby (auto) mode when the duty (see section 2.4.1).
the duty electrical LO pump will automatically start to maintain the pressure. pump is running. Selection for standby (auto) mode may be made provided
that the pump is stopped, is set to remote mode, is not tripped and provided c) Ensure all pressure gauge and instrumentation valves are open
The duty LO pump circulates lubricating oil around the gearbox system and that the other pump is running. In the event of the running pump tripping or and that instruments are reading correctly.
turbine bearings. The main LO circulation system also includes the intermediate producing a low pressure, the IAS initiates an alarm and when the low-low
shaft bearings. The main LO circulation system supplies LO to the system pressure is reached the standby pump is started. The original running pump is d) Set up valves as in the following table:
via the LO coolers, a three-way temperature valve regulating the flow of oil not stopped by the IAS and must be stopped manually for investigation if it has
through the LO coolers in order to maintain the desired inlet temperature of not already tripped. A manual start is not available for a pump set to standby Position Description Valve
45°C to the bearings. A constant pressure control valve LOT304 regulates the and if for any reason the operator wishes to start the standby pump then the
LO and governor oil pressure by recirculating excess oil (pressure) back to the Open No.1 auxiliary LO pump discharge valve LO90
status of the pump must be changed from standby (auto) to manual at the IAS
main turbine drain tank (sump). graphic screen. Open No.2 auxiliary LO pump discharge valve LO91
Open Automatic backflush filter inlet valve LO92
A LO gravity tank forms part of the lubricating oil system and this receives a The auxiliary LO pumps may be started manually from the IAS provided that
supply of lubricating oil whenever a pump is running. The tank overflows to they are set to remote mode at the pump control selector switch. If both pumps Open Automatic backflush filter outlet valve LO93
the main LO sump tank. are in manual the IAS cannot start the second pump in the event of a low-low Closed Automatic backflush filter drain valve
pressure as auto mode is not selected for the second pump.

F T N AV I E R A
Illustration 2.7.1b Main Turbine Lubricating Oil Distribution System
Dehumidifier Main Turbine
LO121
From Engine Room Air
TT
1520
PT
5132 TI
PT 4037 TI
0132 1561
To Funnel
TT
TI 1561 TI TI TI
1553 1552 1551
1562
TT TT TT TT
1553 1552 1551
1562
TI
PI 1582 TI TI
0132 1572 1571
TT
1581 TT TT Key
To Dirty Oil Tank TT 1572 1571
1602
TT TT Lubricating Oil
To 1591 1601
Lubricating Oil TI
TI TT TI 1601
Sump Tank 1592 1592 1591 Electrical Signal
PT
5148
PT TT TT Air
0131 TT 1532 1531
WD PI 1541
PI TI TT TI TI
5125 0012 1542 1542 TI 1532 1531
To Lubricating 0010
1541
Oil Coolers
TT TT TT
1522
To Lubricating TT TI 1513 1512
0147 0147 TI
Oil Sump Tank 1522 TT
TI TI
1513 1512
1521
From Lubricating
Oil Coolers TI
1521
TI
0148
Main LO Pump
PI
0013
(210m3/h x 4kg/cm2)
From Lubricating
Oil Sump Tank
PS TI
0069 1511
TT
1511
To Lubricating
Oil Sump Tank

F T N AV I E R A
Position Description Valve e) Select both auxiliary LO pumps for remote operation at the Alarms
Operational Automatic backflush filter solenoid drain valve local control selector. At the IAS graphic screen for the turbine
Tag Description High
LO system start one of the pumps as the duty pump by selecting
Closed Bypass magnetic filter inlet valve (normally closed) LO108 MANUAL mode for that pump and then start the pump. At the MM088 Intermediate shaft forward bearing LO temperature 60°C
Closed Bypass magnetic filter outlet valve (normally closed) LO107 IAS graphic screen select the second pump as the standby pump MM089 Intermediate shaft aft bearing LO temperature 60°C
by selecting AUTO mode for that pump.
Closed Main pump/auxiliary pump crossover valve LO101 16470-88 Main gearing bearing LO temperatures 75°C
Open Inlet valve to pressure control valve LO117 (Note: If the oil temperature of the oil is low steam heating must be applied 16489/90 Main Turbine wheel fwd and aft bearing LO temp 55°C
whilst the oil is circulating in order to raise the temperature to an
Open Outlet valve from pressure control valve LO116 16491 Main Turbine thrust bearing LO temperature 55°C
acceptable level. Also put the LO purifier in use as soon as possible,
Closed Pressure control valve bypass valve LO118 which will raise the LO temperature.) 16492 Main Turbine thrust pad bearing LO temperature 95°C
Operational Pressure control valve LOT304 16468 Main Turbine bearing LO temperature 50°C
f) Open the gravity LO tank filling valve LO102. Allow the
Open Control oil to main turbine manoeuvring valves LO119 gravity LO tank to fill until it overflows. Once overflowing,
Open Manoeuvring valves oil filter inlet valve LO111 close valve LO102. Tag Description Low
Open Manoeuvring valves oil filter outlet valve LO110 MT034 Main Turbine bearing LO pressure 70kPa
g) Check the flow of lubricating oil throughout the system,
Closed Manoeuvring valves oil filter bypass valve LO112 ensuring that the flow is adequate to all parts, including the MT044 Main gearing LO pressure 70kPa
intermediate shaft bearings and that there are no leaks. Utilise MT046 Main Turbine manoeuvring control oil pressure 250kPa
Lock open Control oil to main turbine trip solenoid
LO flow sight glasses on all bearings and gravity tank. Engage
and turning gear interlock LO120 PP005 No.1 auxiliary LO pump outlet pressure control 350kPa
and start the turning gear.
Open Control gear oil filter inlet valve LO113 PP006 No.2 auxiliary LO pump outlet pressure control 350kPa
h) Keep the LO system circulating and allow the temperature of the
Open Control gear oil filter outlet valve LO114 BD035 Main LO sump level 0.3m
system to gradually increase to normal operating temperature.
Closed Control gear oil filter bypass valve LO115 BD041 Main LO gravity tank level 0.6m
Open LO inlet valves to LO coolers LO95, LO97 i) When the system LO temperatures and pressures are stable the
LO system is ready and the turbine may be started provided that Tag Description High High
Open LO outlet valves from LO coolers LO96, LO98 other systems are operating correctly.
Closed LO cooler drain valves (x2) 16491 Main thrust pad temperature 110°C
(Note: When the turbine is operating at full sea conditions the main LO
Open LO cooler vent valves (x2)
pump will be supplying LO to the system and the running auxiliary Tag Description Low Low
Operational LO cooler three-way valve LOT305 LO pump will be stopped. The standby LO pump remains in standby
mode.) MT074 Main Turbine LO pressure trip 50kPa
Open Main LO pump inlet valve from LO sump tank LO100
MT075 Main Tturbine control oil pressure trip 200kPa
Closed Gravity tank filling inlet valve LO102 During operation of the main LO system overflow from the gravity tank may
Open Gravity tank quick closing inlet/outlet valve be observed at the overflow sight glass situated near the gravity tank. System
pressures and temperatures may be observed at the main engine lubricating oil
Open Gravity tank overflow inlet valve LO104 system graphic screen. System pressure and temperature alarms and tank level
Open No.1 intermediate bearing inlet valve LO105 alarms operate through the IAS.
Open No.2 intermediate bearing inlet valve LO106
Open Dehumidifier inlet valve from gearbox and run unit
(should already be open whilst LO system is
shut down and maintain open until main turbine
is full away on passage) LO121
Closed Oil mist separator drain to dirty oil tank
(Note: It is assumed that all turbine and gearbox system lubricating valves
remain open.)

F T N AV I E R A
Illustration 2.7.2a Stern Tube Lubricating Oil System
LI
TI 4024
4025
Stern Tube
LO51 Lubricating Oil
Gravity Tank
To be closed LAH
Filling 5010 (0.5m3)
in dry dock
Aft Seal Stern
Tube Lubricating LAL
5056
LO04 Oil Tank
(0.05m3)
LAL Normally
LO05 5055
Closed
LO64 To be closed in case
of damage to sealing ring
LO32
LO108
Fwd Seal Stern PI
4026
Tube Lubricating
Oil Tank
(0.2m3)
LAL
5006
To To From
Lubricating Oil Lubricating Oil Lubricating Oil
Drain Tank Transfer Pump Transfer Pump
TT Stern Tube TT
5011 5002
L013
LO48 LO47 LO107

PI PI
4020 4019
LO12 LO23 LO7
LO21 LO30
Stern Tube Lubricating Oil
TI TI Pumps
4015 4016 (2.0m3/h 3 bar) LO34
PI PI
4018 4017
Key LO72 LO6 LO9

TA77
Sampling
Lubricating Oil Connection
Stern Tube
Cooling Water TI LT
Stern Tube Lubricating Oil Cooler Lubricating Oil
4021 5001
Tank
Electrical Signal
(4.7m3)
Drains and Overfloe Line LO68

F T N AV I E R A
2.7.2 STERN TUBE LUBRICATING OIL SYSTEM There are two stern tube LO pumps, one being selected as the duty pump and Procedure for the Preparation of the Stern Tube and Seal
the other as the standby pump to cut in automatically should the duty pump Lubricating Oil System
fail.
Stern Tube Seal
a) Ensure all instrumentation valves are open.
Maker: Blomm and Voss
Aft Seal Assembly
Model: SC2MGC/SC2CGZ b) Check the oil level in the stern tube LO tank, the LO gravity
The aft seal consists of four major parts, the four lip sealing rings, the metal tank, the aft seal LO tank and the forward seal LO tank and top
housing holding the sealing rings, a liner which rotates with the propeller shaft up as necessary.
Stern Tube Lubricating Oil Pump and a header tank. The after most seal ring is made from Perbunan-S whilst the
other three are made from Viton Superslip. c) Set the valves as shown in the table below.
Maker: Azcue
No. of units: 2 The two aftermost seal rings face outwards whilst the two forward seal rings
Type: Horizontal gear face forward. The space created between each seal is called a chamber, there Position Description Valve
Model: BT-HM 32D2 are three chambers at the aft seal assembly, numbered one, two and three. Open Isolation valve for stern tube LO tank LO34
Capacity: 2m3/h at 3 bar Number one chamber being the after most.
Close Isolation valve to LO transfer pump LO48
An oil circulator is fitted in the second chamber between the two middle seals. Open No.1 stern tube LO pump suction valve LO9
When the propeller shaft rotates a pumping action is set up which forces the
General Description Open No.1 stern tube LO pump discharge valve LO6
oil to circulate round the seal and back to the aft seal LO tank. This forced
circulation helps with the lubrication and cooling of the aft seal. Chamber three Open No.2 stern tube LO pump suction valve LO7
The function of the stern tube is to act as a seal and bearing support for the
has an oil supply to provide a static head from the aft seal stern tube LO tank. Open No.2 stern tube LO pump discharge valve LO23
propeller shaft. The stern tube assembly is sealed at both ends using lip type
The aft seal LO tank is fitted with both high and low level alarm detectors and
seals and is oil lubricated, the lubrication system being totally independent of Open LO cooler inlet valve LO30
also incorporates a sight glass to check the tank level, a drain cock is also fitted
all other systems. The stern tube passes through a tank filled with water and
to enable any water to be drained from the tank. The tank overflow returns to Open LO cooler outlet valve LO21
provides added cooling for the stern tube.
the LO drain tank via a tundish. The height of the overflow is 1351mm above
Closed LO cooler bypass valve LO12
the centre line of the propeller shaft.
There are three lubricating systems for the stern tube, the bearing unit, the aft
Open LO gravity tank supply valve LO51
seal assembly and the forward seal assembly. The bearing and seal assemblies
all use the same grade of lubricating oil. Forward Seal Assembly Closed Filling valve from LO transfer pump LO47
The forward seal consists of two sealing rings, both facing aft. The chamber Closed Sample valves LO13, LO72
The IAS has a duty/standby function for the two stern tube LO pumps. The
between the seals is supplied with oil from a small header tank, of approximately Closed LO gravity tank drain valve LO32
standby pump will start when there is a failure on the duty pump and an alarm
20 litre capacity, situated on the aft bulkhead so that the normal oil level in the
will be activated when both pumps stop. The IAS monitors the temperature of Open Aft seal supply to chamber 3 LO5
tank is 830mm above the propeller shaft centre line. The header tank is fitted
the intermediate shaft bearings and the level alarms in the LO tanks.
with a filling cap, a low level alarm and two oil sight glasses for minimum and Open Aft seal supply to chamber 2 LO108
maximum level indication. Three pipes connect the forward seal header tank
Bearing Unit to the forward seal chamber. Open Return from chamber 2 LO4
The bearing area is lubricated by means of a gravity tank system with oil being Closed Drain valve LO64
The centre pipe leading down from the header tank provides a static head for
supplied to the stern tube from one of two stern tube LO pumps. The stern tube Open LO gravity tank return to the stern tube LO tank valveLO107
the seal. The two pipes connected to the sides of the header tank form part of
LO pumps take suction from the stern tube LO tank and passes the oil through
the circulating system set up when the shaft is rotating.
a cooler before supplying the stern tube bearing. The stern tube LO cooler is d) Open the cooling water inlet and outlet valves to the stern tube
supplied from the central fresh water cooling system. LO cooler and ensure that cooling water is circulating through
A circulator is fitted between the two seals and forms a pumping action when
the propeller shaft rotates. The two pipes allow for ahead and astern rotation the cooler.
The position of the LO gravity tank determines and maintains the correct
of the shaft.
pressure in the system. The stern tube LO gravity tank is fitted with two e) Start the duty stern LO pump and check that oil is flowing
overflow returns to the stern tube LO tank. Each overflow incorporates a sight through the bearing system and returning to the LO tank by
glass to enable the operator to positively identify oil return. Oil returning from means of the sight glasses.
the bearing flows back to the stern tube LO tank from where the duty stern tube
LO pump takes suction. f) Set the other stern tube LO pump to the standby mode.

F T N AV I E R A
Illustration 2.7.2a Stern Tube Lubricating Oil System
LI
TI 4024
4025
Stern Tube
LO51 Lubricating Oil
Gravity Tank
To be closed LAH
Filling 5010 (0.5m3)
in dry dock
Aft Seal Stern
Tube Lubricating LAL
5056
LO04 Oil Tank
(0.05m3)
LAL Normally
LO05 5055
Closed
LO64 To be closed in case
of damage to sealing ring
LO32
LO108
Fwd Seal Stern PI
4026
Tube Lubricating
Oil Tank
(0.2m3)
LAL
5006
To To From
Lubricating Oil Lubricating Oil Lubricating Oil
Drain Tank Transfer Pump Transfer Pump
TT Stern Tube TT
5011 5002
L013
LO48 LO47 LO107

PI PI
4020 4019
LO12 LO23 LO7
LO21 LO30
Stern Tube Lubricating Oil
TI TI Pumps
4015 4016 (2.0m3/h 3 bar) LO34
PI PI
4018 4017
Key LO72 LO6 LO9

TA77
Sampling
Lubricating Oil Connection
Stern Tube
Cooling Water TI LT
Stern Tube Lubricating Oil Cooler Lubricating Oil
4021 5001
Tank
Electrical Signal
(4.7m3)
Drains and Overfloe Line LO68

F T N AV I E R A
g) Check the aft seal tank line for water using valve LO64.
h) Take an oil sample from the sampling cocks at regular

intervals.

F T N AV I E R A
Illustration 2.7.3a Lubricating Oil Purifier and Transfer System
L020 L080
L088 L087 L090 L091 L092
Heater Heater
LT Diesel Gen. LI LT LT
P 5005 4027 P 5003 Lubricating Oil P 5004 Lubricating Oil Lubricating Oil Service Tanks Deck Machinery Oil Tank
Lubricating Oil
L014 L002 Storage Tank L001 Renovating Tank
Storage Tank LI (0.25m3) LI (0.25m3) LI (0.25m3) LI
(73.3m3) (45.1m3) 4048 4049 4050
(4.0m3) 4023 L0100 TAL TAL
L099 L098 L097
L036 TI TT TI TT
5030 5030
To / From TAH TAH
Fore Machinery L061 L041 L0103
Oil Tank
L045 P P
L070
No.1 No.2
L003 L017 Purifier Purifier
(3.0m3/h) (3.0m3/h)
L0
96
Diesel Generator L0105 L059
Oil Tank
To Main
L0014 Lubricating Oil
Sump Tank
FI FI
To Incinerator 4030 4030
LO Sludge Tank
L050 Transfer Sludge
No.1 Pump Pump PI PI
Turbo Generator (5.0m3/h
L056 (15m3/h L049
4032 4032
Oil Tank 3.5 bar) L071 4 bar) PAL PAL
5032 5032
PI PI L044
L038 L0 L0 L0 L0 L0 4008 L0 4006 L0 L0 L0 L0 L0 L0 L0 L0 L0 L0
63 62 39 82 37 86 To HFO 66 65 08 18 10 11 69 19 67 33
Transfer
Line
PI PI L074
4007 4005
L054
No.2
Turbo Generator L043 L085 L075
Oil Tank L055
PI PI
Vapour Steam 4001 4002
L035 VP781
L057 No.1 L053
L028 Lubricating Oil Purifing Pumps
From Bilge Tank L046 (3.0m3/h 2.5 bar) L079
L025 PI PI
From Oily Water Tank 4003 4004
From Stern Tube
Lubricating Oil Pumps L026
L048 L024 L022 From Fuel Oil Drain Tank No.2 L052
L078
To Stern Tube L027 From
From Main Lubricating Oil Incinerator
Lubricating Oil Pumps L047 L060 Sump Tank Drains
Key
L089 L058 L040 From Fuel and Diesel Oil
Lubricating Oil TA29
From Turbines Sludge Tank
Electrical Signal LT LAH L015
5007 Lubricating Oil 5054 L042
Dirty Oil Tank LAH Sludge Tank LAH
Instrumentation Drain Tank 5025 5025
(59.4m3) (2.45m3)
(1.0m3) TI
4069
Steam

F T N AV I E R A
2.7.3 LUBRICATING OIL PURIFIER AND TRANSFER Being of the self cleaning type, the accumulation of solids within the holding In addtion to the control cabinet the control system comprises all the complete
SYSTEM space will be ejected at predetermined intervals depending on the quality of line fittings incorporating electrical components which are controlled or
the oil. This is achieved automatically by the control panel and a number of monitored by the control unit which include:
solenoid valves which will bypass the oil supply and open the bowl for a set
Purifier Oil Separator • Dirty oil connection
period of time by the use of high pressure water.
Maker: Westfalia • Water connection
Type: OSC 15-02-067/7 Control Unit for the Westfalia Separator • Operating water connection
No. of sets: 2 • Circuit and water discharge valve
Capacity: 3,000 litres/hour
• Water sensor
Oil separating temp.: 70°C SIMATIC C7- 623
• Thermometer for monitoring the dirty oil temperature
Pa r t i a l E j ec t i on : 4 7 8 9
St ep : Ci r u l a t i on
P r o d u c t T emp : 097 °C D E F
• A klaxon for sounding an audible alarm
Lubricating Oil Purifier Feed Pump S e p . T i me : 3600 s 4 5 6
Maker: Westfalia A B C Software assignment for a each purifier is carried out in the factory using a
DOWN ALARMS UP 1 2 3
password function. Any alterations to the set parameters should only be carried
Type: Gear pump
. 0 +/- out by a person authorised to make such changes.
Model: R35/40
No. of sets: 2 INS The IAS controls the purifiers with a manual start/stop and provides indication
DIR DEL ESC
Capacity: 3,000 litres/hour for running and oil temperature and alarm for purifier failure and LO pressure.
SF DC5V RUN
BAF FRCE STOP

HARD
COPY ACK The LO supply pumps are only monitored by the IAS.
Operating Principles of a Purifier

Program Program L-Test WMS SMS SMS SERIES CHECK SHIFT
0 1 01 36 96
Procedure for Operating the Oil Purifying System

1 2
The purpose of the lubricating oil purifier is to remove water and solid particles SEP FEED SLUDGE PARTIAL HEATER
REPEATER
HELP ENTER
from the lubricating oil to prevent damage being caused to the machinery the To purify lubricating oil to and from the main turbine LO sump tank using the
oil is supplying. No.1 purifier.
Liquid mixtures and solid/liquid mixtures can be separated by two means. The The C7-623 control unit is used for the automatic ejection control and condition a) Record the level of oil in all the tanks associated with the
gravity field of a settling tank or the centrifugal field of a purifier bowl. Both monitoring of the oil purifier. The control unit has three modes of operation. system.
systems rely on the product components having different densities. Since the 1) Partial ejections
centrifugal field of a purifier is considerably more effective than the gravity b) Open any control air and operating water valves to the purifier.
field of a settling tank it is usual practice to favour the centrifugal field method. 2) Total ejections
The heated dirty oil enters the purifier and the centrifugal force created by the 3) Preselected partial ejections followed by total ejection c) Ensure there is electrical power at the purifier control box.
rotating bowl causes the liquid mixture to separate into its different constituents
within the disc stack. With the time dependant program cycle, it is important for high clarifying d) Set the valves as shown in the following list.
efficiency and to avoid desludging losses that the separable solids content in
The disc stack consists of a large number of conical discs placed one above the the product do not fluctuate widely. The UNITROL system provides two basic
other. Each disc is provided with spacers to maintain the precisely determined monitoring systems. Position Description Valve
narrow disc interspaces. These interspaces are critical for the efficiency of the Open Outlet valve from sump tank LO19
separator. 1) Water content monitoring system (WMS)
2) Sludge space monitoring system (SMS) Closed Purifier pumps crossover valve LO75
The solid particles suspended in the oil settle on the underside of the discs Open Inlet valve to the No.1 purifier feed pump LO57
and slide down into the solid holding space. The smooth disc surfaces allow The illuminated Liquid Crystal Display (LCD) provides information about
the solids to slide down and provide self-cleaning of the discs. Each bowl Closed Purifier pumps suction crossover valve LO46
the operating and malfunction condition of the purifier and displays all the
assembly is fitted with a regulating ring, sometimes referred to as a gravity relevant process data. Open Outlet valve from the No.1 purifier feed pump LO53
disc. The diameter of the gravity disc is determined by the density of the oil
Closed Purifier pumps discharge crossover valve LO79
to be purified and will determine the position of the interface between the oil
and the sealing water. The position of this interface is critical for the effective Open Inlet to No.1 purifier steam heater LO19
separation of the liquid mixture. Open Outlet from the No.1 purifier steam heater LO69

F T N AV I E R A
L020 L080
L088 L087 L090 L091 L092
Heater Heater
Lubricating Oil
(73.3m3) (45.1m3) 4048 4049 4050
(4.0m3) 4023 L0100 TAL TAL
L099 L098 L097
L036 TI TT TI TT
5030 5030
To / From TAH TAH
Oil Tank
L045 P P
L070
No.1 No.2
(3.0m3/h) (3.0m3/h)
L0
96
Oil Tank
To Main
Sump Tank
FI FI
LO Sludge Tank
L056 (15m3/h L049
4032 4032
5032 5032
PI PI L044
63 62 39 82 37 86 To HFO 66 65 08 18 10 11 69 19 67 33
Transfer
Line
PI PI L074
4007 4005
L054
No.2
Oil Tank L055
PI PI
L035 VP781
L057 No.1 L053
L025 PI PI
From Stern Tube
L078
Key
(59.4m3) (2.45m3)
(1.0m3) TI
4069
Steam

F T N AV I E R A
Position Description Valve d) Close the control air and operating water valves to the purifier Position Description Valve
Open Return to the sump tank LO69 along with any other valves opened prior to start up. Open Renovating tank outlet valve LO01
Closed Purifiers crossover valve LO74 e) Once the purifier has come to a complete stop the brake can be Open Renovating tank suction to feed pump LO18
applied and preparations made for cleaning if required. Open Purifier pumps crossover valve LO75
The purifier regulating discharge valve should be set for the desired discharge
pressure and should not be adjusted during normal running conditions. Open No.1 purifier feed pump suction LO57
Procedure for Purifying Oil between the Main Sump Tank and
Closed Purifier pumps suction crossover valve LO46
e) Ensure the purifier brake is off and that the purifier is free to the Renovating and Storage Tanks
Open No.1 purifier feed pump discharge LO53
rotate.
Lubricating oil can be purified between the main sump tank and the renovating Closed Purifier pumps discharge crossover valve LO79
f) Check the purifier gearbox oil level. and storage tanks. The procedure for starting the purifier is as previously
described with the following valve settings: Open Discharge to main sump tank LO69
g) Start the No.1 purifier feed pump. The three way valve will Closed Purifiers crossover valve LO74
ensure the oil bypasses the purifier and returns to the main sump Position Description Valve
tank. Open Sump tank suction valve LO19
Procedure for Purifying the Generator Turbine Lubricating
h) Start the purifier and ensure that the bowl is up to speed before Closed Purifier pumps crossover valve LO75
Oil
continuing. Open No.1 purifier feed pump suction valve LO57
Oil from the generator turbine sumps may be purified using either No.1 or No.2
i) Using the manual valves on the solenoid valves ensure the Closed Purifier pumps suction crossover valve LO46
purifier. Care should be taken when doing this to ensure that no contamination
operating water opens and closes the bowl Open No.1 purifier feed pump discharge valve LO53 from different types of oils is possible. If generator No.1 and purifier No.1
Closed Purifier pumps discharge crossover valve LO79 are to be used, the running of the purifier is as previously described with the
j) Switch on the control unit. following valve settings:
Open Purifiers crossover valve LO74
k) Slowly open the steam supply and return on the heater in use. Open Discharge valve to tanks LO08
l) Set the steam temperature control valve to the required setting Closed LO storage and renovating tanks and shore connection LO61
Open No.1 generator turbine sump tank outlet LO56
taking care not to over heat the oil.
Closed LO transfer pump suction valve LO62
Depending on which tank the oil is to be purified to, will depend on which
m) Once the lubricating oil temperature is above the minimum Open No.1 generator turbine suction LO11
valve needs to be opened.
setting, start the programme by pressing PROGRAM 1 soft key
on the control panel. This will initiate a start sequence including Open Purifier pumps suction crossover valve LO46
a sludge and discharge test and operate the purifier in automatic Position Description Valve Open No.1 purifier feed pump suction LO57
mode. Once the purifier is running and no signs of abnormal Open Renovating tank filling valve LO87 Open No.1 purifier feed pump discharge LO53
vibrations are evident, all temperatures and pressures should be
Open Storage tank filling valve LO88 Open Purifiers crossover valve LO74
recorded and the levels of the tanks in use checked.
Open Discharge to generator turbine sump tanks LO10
Lubricating oil may be purified back to the main sump tank from either of
Procedure to Stop the Purifier these tanks. If oil from the renovating tank is to be purified, use the following Open Generator filling LO50
valve settings:
a) Shut the steam to the heater and allow the oil to cool.
Incorporated in the system is the facility to purify the stern tube oil. This
b) Press the PROGRAM 0 key. Two total ejections will be should only be done under close supervision and with the stern tube system
triggered and the purifier will stop automatically. shut down. The running of the purifier is as previously described with the
following valve settings:
c) The feed pumps will need to be stopped if they are running in
manual mode.

F T N AV I E R A
L020 L080
L088 L087 L090 L091 L092
Heater Heater
Lubricating Oil
(73.3m3) (45.1m3) 4048 4049 4050
(4.0m3) 4023 L0100 TAL TAL
L099 L098 L097
L036 TI TT TI TT
5030 5030
To / From TAH TAH
Oil Tank
L045 P P
L070
No.1 No.2
(3.0m3/h) (3.0m3/h)
L0
96
Oil Tank
To Main
Sump Tank
FI FI
LO Sludge Tank
L056 (15m3/h L049
4032 4032
5032 5032
PI PI L044
63 62 39 82 37 86 To HFO 66 65 08 18 10 11 69 19 67 33
Transfer
Line
PI PI L074
4007 4005
L054
No.2
Oil Tank L055
PI PI
L035 VP781
L057 No.1 L053
L025 PI PI
From Stern Tube
L078
Key
(59.4m3) (2.45m3)
(1.0m3) TI
4069
Steam

F T N AV I E R A
Open Stern tube outlet to purifier LO48
Open Stern tube suction LO33
Closed Purifier pumps crossover valve LO75
Open No.1 purifier feed pump suction LO57
Open No.1 purifier feed pump outlet LO53
Open Purifier discharge to the stern tube oil tank LO67
Closed Purifiers crossover valve LO74
Open Stern tube oil tank filling LO47
Procedure for Purifying the Diesel Generator Lubricating Oil
The running of the purifier is as previously described with the following valve
settings:

Open Diesel generator sump outlet LO104
Closed LO transfer pump suction valve LO39
Open Diesel generator suction LO65
Open Purifier pumps crossover valve LO75
Open No.1 purifier feed pump suction LO57
Open No.1 purifier feed pump discharge LO53
Open Purifiers crossover valve LO74
Open Discharge to the diesel generator LO66
Open Isolation to diesel generator filling LO96
Closed Isolation to the diesel generator LO storage tank LO03
Open Diesel generator filling LO105
The preceding descriptions of the purifying operations have all related to

the operation of No.1 purifier. Should No.2 purifier be required, careful
consideration to piping diagrams and valve positions should be given before
any operations are started. Refer to illustration 2.7.3a above.

F T N AV I E R A
Illustration 2.7.4a Lubricating Oil Filling and Transfer System
L020 L080
L088 L087 L090 L091 L092
Heater Heater
Lubricating Oil
(73.3m3) (45.1m3) 4048 4049 4050
(4.0m3) 4023 L0100 TAL TAL
L099 L098 L097
L036 TI TT TI TT
5030 5030
To / From TAH TAH
Oil Tank
L045 P P
L070
No.1 No.2
(3.0m3/h) (3.0m3/h)
L0
96
Oil Tank
To Main
Sump Tank
FI FI
LO Sludge Tank
L056 (15m3/h L049
4032 4032
5032 5032
PI PI L044
63 62 39 82 37 86 To HFO 66 65 08 18 10 11 69 19 67 33
Transfer
Line
PI PI L074
4007 4005
L054
No.2
Oil Tank L055
PI PI
L035 VP781
L057 No.1 L053
L025 PI PI
From Stern Tube
L078
Key
(59.4m3) (2.45m3)
(1.0m3) TI
4069
Steam

F T N AV I E R A
2.7.4 LUBRICATING OIL FILLING AND TRANSFER The LO transfer pump, which can be controlled from the IAS, is used to Procedure for the Transfer of Lubricating Oil using the
SYSTEM transfer LO from one part of the ship to another, including the batch transfer Lubricating Oil Transfer Pump
of LO from the main LO sump to the main LO storage and renovating tanks.
It can also be used for pumping the contents of the diesel generator, turbine a) Check and record the level of oil in all the LO tanks.
Lubricating Oil Transfer Pump generator sumps and the stern tube oil tank. There is a crossover between
Maker: Azcue the LO transfer pump and sludge pump. This crossover has a blank fitted to b) Check that all LO tank suction and filling valves are closed.
No. of sets: 1 eliminate the possibility of contamination of clean oil with dirty oil.
Type: Screw c) Check that the LO transfer pump suction filter is clean.
The sludge pump is used to transfer dirty oil into the incinerator sludge tank.
Model: BT-IL-45D2-F The pump will automatically stop when the high level switch LSH5166 is d) Open the suction valves for the relevant source according to the
Capacity: 5m3/-3.5bar activated. following table:
The LO transfer pump can take suction from the following locations:
Introduction Description Valve
Lubricating oil is stored in the following main storage tanks located in the Location Valve From the Main Turbine Sump
engine room.
Main LO sump tank LO22 LO transfer pump suction valves LO22 and LO43
Tank Volume 100% (m3) Stern tube oil tank LO24

Deck machinery oil tank LO37 From the Stern Tube Oil Tank
LO storage tank 73.3
LO renovating tank 45.1 Forward machinery oil tank LO82 LO transfer pump suction valves LO48, LO24 and LO43
Deck machinery oil tank 5 Diesel generator sump LO39

Turbine oil tanks LO62 From the Lubricating Oil Storage Tank
Diesel generator LO storage tank 4
No.1 daily LO service tank 0.25 LO storage and renovating tanks LO63 LO transfer pump suction valves LO02, LO63 and LO43
No.2 daily LO service tank 0.25

The system valves in each case allows suction to be taken from the relevant
From the Lubricating Oil Renovating Tank
No.3 daily LO service tank 0.25 sump, storage or renovating tank, provided that the designated tank valve is
open. LO transfer pump suction valves LO01, LO63 and LO43
Main LO sump tank 73.5
Stern tube LO sump tank 4.7 The LO transfer pump may discharge to the following locations:
From the Diesel Generator Sump
The main LO storage and LO renovating tanks, along with the diesel generator Location Valve LO transfer pump suction valves LO104, LO39 and LO43
LO storage tank are fitted with pneumatically operated quick-closing valves
Stern tube oil tank LO60
with collapsable bridges which can be operated from the ships fire control
station. After being tripped the valves must be reset locally. Each tank is also Turbine oil tanks LO59 From the No.1 Turbine Generator Oil Tank
fitted with a self-closing sample cock to allow for a sample to be drawn for
LO storage and renovating tanks and shore connection LO61 LO transfer pump suction valves LO35, LO62 and LO43
analysis and to check for the presence of water. All LO storage tanks have a
save-all which will catch and direct any escaped oil to the LO drain tank. Deck machinery oil tank LO36
Crossover to sludge line LO41 From the No.2 Turbine Generator Oil Tank
The main turbine LO sump tank and diesel generator sump can be filled
directly from the storage tanks and the generator turbine sumps are filled either LO transfer pump suction valves LO38, LO62 and LO43
via the LO purifiers or using the LO transfer pump. CAUTION
Extreme care must be taken when transferring lubricating oil to ensure e) Open the discharge valves to the required destination as in the
The main LO sump tank can be purified or pumped to the main storage and that oils do not become mixed. The setting of all valves must be checked following table:
renovating tanks. This operation would be required if the main sump tank prior to commencing transfer operations, so that oil will only be pumped
needed cleaning or repairs, or if the oil in use became unfit for further use due from and to the intended destinations.
to contamination. The renovating tank is fitted with a heating coil which would
be used to assist in the purification and cleaning of the oil.

F T N AV I E R A
Illustration 2.7.4a Lubricating Oil Filling and Transfer System
L020 L080
L088 L087 L090 L091 L092
Heater Heater
Lubricating Oil
(73.3m3) (45.1m3) 4048 4049 4050
(4.0m3) 4023 L0100 TAL TAL
L099 L098 L097
L036 TI TT TI TT
5030 5030
To / From TAH TAH
Oil Tank
L045 P P
L070
No.1 No.2
(3.0m3/h) (3.0m3/h)
L0
96
Oil Tank
To Main
Sump Tank
FI FI
LO Sludge Tank
L056 (15m3/h L049
4032 4032
5032 5032
PI PI L044
63 62 39 82 37 86 To HFO 66 65 08 18 10 11 69 19 67 33
Transfer
Line
PI PI L074
4007 4005
L054
No.2
Oil Tank L055
PI PI
L035 VP781
L057 No.1 L053
L025 PI PI
From Stern Tube
L078
Key
(59.4m3) (2.45m3)
(1.0m3) TI
4069
Steam

F T N AV I E R A
Description Valve Procedure for Loading Lubricating Oil
To the Deck Machinery Oil Tank
The preparation and operation procedures for loading lubricating oil should
LO transfer pump discharge valves LO71, LO36 and LO20 be followed in accordance with the companies fuel oil bunkering and transfer
procedures. The precautions to be observed when loading lubricating oil are
To the Lubricating Oil Storage Tank the same as for loading fuel oil.
LO transfer pump discharge valves LO71, LO61 and LO88 a) Check that there is sufficient capacity in the tank to accommodate
the amount of LO ordered.
To the Lubricating Oil Renovating Tank b) Agree with the supplier the amount of LO to be supplied for
LO transfer pump discharge valves LO71, LO61 and LO87 each category of oil.
c) Remove the blank to the required filling line.

To the Stern Tube Oil Tank
d) Connect the loading hose and open the appropriate tank valve.
LO transfer pump discharge valves LO71, LO60 and LO47
Description Valve
To the Forward Machinery Oil Tank LO renovating tank LO01
LO transfer pump discharge valves LO71 and LO70 LO storage tank LO02
When transferring oil to the storage and renovating tanks care must be taken
to ensure that the deck LO filling connections are closed and the blanks are When loading oil into the diesel generator tank the only valve to be opened is
fitted with joints. the filling valve on deck.
e) Proceed with the loading operation.

Procedure for the Transfer of Lubricating Oil by Gravity
f) Ensure the oil is being loaded into the correct tank.
Before commencing any oil transfer operation, all valves should be in the
closed position. g) When the required quantity of oil has been loaded and pumping
has stopped the filling valves should be closed.
a) Open the sample cock to ensure that no water is present.
h) Remove the hose and replace the blank.
b) Check and record the level in all the LO tanks.
i) Check and record the levels in all the LO tanks and record the
c) Open the relevant valves as in the following table. amount of oil loaded.
Description Valve
From the LO storage tank to the turbine sump LO02 and LO45
From the LO renovating tank to the turbine sump LO01 and LO45
From the LO storage tank to the
diesel generator sump LO14, LO13 and LO105

2.8 Bilge System
2.8 1 Engine Room Bilge System and Bilge Separator
2.8.2 Forward Bilge System
Illustrations
2.8 1a Engine Room Bilge System
2.8.2a Forward Bilge System

F T N AV I E R A
Illustration 2.8.1a Engine Room Bilge System To Fire Main
To Ballast BB61
CS45 Eductor
V VV To Bilge BB16 BB15

SS F FS36
Air S Separator Suction Supply
9 1 7 To Spraying
1 A Water System CS43 FS41 FS40 BB27
P
FS29 Bilge Pump
C PI PI (220m3/h x
4004 Fire Fighting/ 4002
From Fresh 3.5 kg/cm2)
From Spraying From Jockey From Fire Bilge Pump
SF15 Water (220/240m3/h
Oil Discharge Water Pump Pump Fighting Pump
Oil Content x10/3.5 kg/cm2)
Monitor to Oily Water Tank To Spraying To Jockey To Fire Fighting
PI PI
Water Pump Pump Pump 4003 4001
PI
Sea Water
Crossover Line
V5 BB38 BB31
Oily Water
Separator V6 P CS37 BB30
From Incinerator Room
V10 B From Fuel Oil Room
From Air Conditioning in Accommodation BB35
PI
V2 P BB34 BB33 BB32 BB28
From Air Conditioning in Engine Room
D From Provisions Store PI
V4
V1 Separator PI
Extraction Pump
Ballast Pump Floor
BB66
Key
Steering Gear Fresh Water
Room Tank Tank Top TA21 TA22
Bilges BB65 BB18
LAH LAH
5007 5008
Fresh Water
PI
4012 Reciprocating Holding Bilge Tank
Sea Water TI LO19 (102.3m3) LT
Bilge Pump 4014 5014
E
(20m3/h
Control Air
PI x3.5 kg/cm2)
4011
Electrical Signal
TI Oily Water Tank LT
4015 5015
Instrumentation LO20 (52.9m3)
Double Bottom
BB62 BB11 Cofferdam
Port
BB04
To Deck Via Sludge Pump
BB05
LSL
Stern BB03 BB02 LSH BB06 From Main TA07 BB08 BB10 BB09 BB17 BB60 BB81 BB24 TA23 BB82 BB25
Tube Condenser
Cooling LAH LAH LAL LAH
Tank Bilge Well Double Bottom Bilge Well Bilge Well Double Bottom 5013 5009 5010
(Aft) LS Cofferdam (Mid Ship) (Mid Ship) Cofferdam
5006 Forward
Aft (Port) (Starboard) Starboard Condensate Tank Top
LAH LAH Forward Bilge Well Forward Bilge Well
5043 5044 Pump Well
(Port) (Starboard)

F T N AV I E R A
2.8 BILGE SYSTEM Centre Ballast Pump (Centrifugal) The centre ballast pump is provided with an emergency bilge suction via valve
Maker: Hamworthy KSE BB66 with the operating handwheel 460mm above the lower platform.
2.8.1 ENGINE ROOM BILGE SYSTEM AND BILGE Model: CAD400-12 V48 AAN
SEPARATOR The IAS monitors level switches in the engine room, cofferdams, cargo area,
Type: Vertical centrifugal pump, self-priming bilge holding tank and oily water tank. The following pumps can be manually
No. of sets: 1 started/stopped from the IAS:
Engine Room Bilge Pump (Reciprocating)
Capacity: 2500m3/ - 35 MLC • Bilge pump
• Bilge/fire fighting pump
Model: IPR100/90L
Introduction • Reciprocating bilge pump
Type: Vertical reciprocating piston pump
No. of sets: 1 The reciprocating engine room bilge pump can take suction from the following • Sludge pump
wells and discharges to the holding bilge tank:
Capacity: 20m3/h at 3.5kg/cm2
Motor: ABB M2AA132S • Engine room bilge wells
Automatic Bilge System
Motor rating: 440V 4.6kW 1,745 rpm • Stern tube cooling water tank
Only the aft bilge well has an automatic bilge system. The suction valves must
• Port and starboard cofferdams be open and the reciprocating bilge pump on local control. The automatic bilge
Engine Room Bilge Pump (Centrifugal) • Condensate pump well system will start the pump when a high level switch is activated in the aft bilge
wells and stop when a low level switch is activated.
Maker: Hamworthy KSE • Double bottom cofferdam
Model: CGC150 V48 BSN w/PMB • Main condenser The IAS will generate a Long Run alarm and a Frequent Start alarm if the
Type: Vertical centrifugal pump, self-priming pump starts five or more times in an hour.
No. of sets: 1 Apart from the main condenser all suctions are via the bilge main.
Capacity: 220m3/h at 3.5kg/cm2 Manual Bilge Mode
The centrifugal engine room bilge pump can take suction from the following
Motor: ABB M2AA200MLB In manual bilge mode, the recrocating bilge pump must be in remote control
via the bilge main:
Motor rating: 440V 35kW 1,775 rpm allow starting and stopping from the IAS operator station.
• Engine room bilge wells
• Stern tube cooling water tank CAUTION
Bilge and Fire Pump (Double Speed) The overboard discharge is not to be used for discharging bilges unless
• Port and starboard cofferdams
Maker: Hamworthy KSE under emergency conditions.
• Condensate pump well
Model: CAC200-25 V48 ASN w/PMB
Type: Vertical centrifugal pump, self priming • Aft double bottom cofferdam The Oily Bilge Water Separator
No. of sets: 1 The separator complies with the IMO resolution MEPC 60(33) and is fitted
The centrifugal bilge pump can also take suction from the sea suction
Capacity: 240/220m3/h at 10/3.5kg/cm2 crossover. It has direct suctions, via a crossover valve, from the aft bilge well with an oil content meter with an alarm. The purpose of the separator is to
Motor: ABB M2CA315MB and the port and starboard forward bilge wells. The centrifugal bilge pump can separate the oil from the bilge water so that the oil residues in the treated
discharge overboard. water do not exceed 15ppm before being discharged into the sea. The separator
Motor rating: 440V 31.5/106kW 1,191/1,788 rpm
consists of a single tank comprising an upper gravity and lower coalescer
The self-priming fire fighting/bilge pump can take suction from: separation sections.
Bilge Separator
• Bilge suction main The separator consists of the following main parts:
Maker: Detegasa
• Sea water suction main • A main mild steel tank coated with coal tar epoxy
Model: Delta OWS-5
No. of sets: 1 The discharge from this pump is led to: • One control box containing contactor, overcurrent relay,
transformer, operation switch etc.
Capacity: 5.0m3/h • Overboard
Pump: 5.0m3/h at 4.5 m suction height • One oil content meter (type ??)
• The fire and wash deck main
Motor rating: 440V 1.5W • One JABSCO extraction pump
• The ballast eductor
• Valves, manometer, filters, oil level indicator, strainers

F T N AV I E R A
To Ballast BB61
CS45 Eductor

SS F FS36
9 1 7 To Spraying
P
FS29 Bilge Pump
C PI PI (220m3/h x
SF15 Water (220/240m3/h
PI PI
PI
Sea Water
Crossover Line
V5 BB38 BB31
Oily Water
PI
V4
V1 Separator PI
Extraction Pump
Ballast Pump Floor
BB66
Key
Bilges BB65 BB18
LAH LAH
5007 5008
Fresh Water
PI
E
(20m3/h
Control Air
PI x3.5 kg/cm2)
4011
Electrical Signal
4015 5015
Double Bottom
BB62 BB11 Cofferdam
Port
BB04
BB05
LSL
Tube Condenser
5006 Forward
5043 5044 Pump Well
(Port) (Starboard)

F T N AV I E R A
• An internal heater to assist in separation Procedure for Operating the Oily Water Separator CAUTION
The oily water separator is designed to separate oil from water, not water
a) Open the separator inlet valve A from the holding bilge tank, from oil. Therefore if the bilge water supply to the separator contains
The pump is located at the outlet side of the separator and draws bilge water
the pump suction valve from the separator V1, and the fresh excessive amounts of oil it will render the equipment useless and result in
into the separator which ensures that there is no emulsifying effect on the bilge
water supply valve to the separator SF15. The sampling/fresh unnecessary maintenance.
water.
water flushing three-way valve for the OCM should be set
for delivery from the extraction pump discharge. Open the The maximum flow capacity should not be exceeded as excess flow will
Two separate stages of separation are used. During the first stage the separator
overboard discharge valves BB15 and BB16. prevent effective separation. The bilge pump suction strainer should be kept
pump operates to create a suction effect, this draws bilge water into the
clean in order to avoid large solid particles entering the separator as these will
separator from the holding bilge tank. The oily bilge water enters the separator
b) Supply control air to the separator system. have a detrimental effect on separation.
at the top and is directed downwards into the separation chamber via an entry
pipe. Larger droplets of oil separate from the water by means of gravity and
c) Fill the separator with water by means of a manual backflush in
flow to the oil collection region at the top of the separator chamber. Procedure for Pumping Bilges to the Holding Bilge Tank Using
order to ensure that the separator is full.
the Reciprocating Engine Room Bilge Pump
During the second stage of operation, the oily water flows towards the pump
suction through two oleophillic coalescer beds located towards the bottom d) At the control panel turn the selector switch to the ON position.
a) Ensure all suction strainers are clean.
of the separator chamber. As the oily water flows over the coalescer small Wait for five minutes (power on) before starting the oily water
droplets of oil adhere to the surface of coalescer granules and eventually form separator. The heater should be started.(Check if fitted)
b) Check that all instrumentation equipment is working correctly.
larger droplets which break free from the granules and then flow to the oil
collection region at the top of the separator chamber. The cleaned bilge water e) Reset any alarm that may occur.
c) Set the pump valves as in the following table:
then flows to the pump suction and is discharged.
f) Start the separator by pressing the START pushbutton.
The valve settings assume suction from the aft bilge well via the bilge main. If
An oil level probe is located in the oil collection region which detects when other bilge spaces are to be pumped the appropriate valves must be opened.
a quantity of oil is present. When the oil/water interface reaches the lower g) The separator extraction pump will start and the oil content
portion of the interface probe a signal is sent to the control panel to activate monitor will be activated. Check that the pump discharge valves
the discharge mode. During this oil discharge the separator extraction pump are operating correctly in response to the OCM. When the oil Position Description Valve
is stopped and the fresh water backflush inlet solenoid valve V10 is opened, content is below 15ppm the discharge valve B to the overboard
Open Reciprocating bilge pump line suction valve BB62
which allows flushing fresh water into the separator chamber via the pump line will be open, if the oil content level in the water discharge is
suction pipe. At the same time the bilge water discharge valve B to overboard registered at ≥15ppm the discharge valve D to the holding bilge Closed Reciprocating bilge pump direct suction valve
is closed and the oil discharge valve C is opened, the oil is now discharged to tank will open and the overboard valve B will close. from main condenser BB05
the oily water tank. The action of the fresh water backflushes the coalescer unit Open Reciprocating bilge pump bilge main suction valve BB04
with the displaced oil flowing to the top of the chamber. h) The oily water separator will operate automatically discharging
cleaned bilge water overboard and oil to the oily water tank. Open Reciprocating bilge pump discharge valve BB65
When the interface probe detects that the oil has been displaced a signal is Open Holding bilge tank inlet valve BB18
sent to the control system to stop the oil discharge and recommence normal Procedure for Stopping the Separator after Operation
separation. The fresh water inlet valve V10 and the oil discharge valve C are d) The bilge well or compartment suction valve connected to the
closed and the bilge water discharge valve B to overboard is opened. When the a) Turn the selector switch to the MANUAL BACKFLUSH bilge main must be opened in order to pump out the bilge well
valve operations are complete the pump restarts. position. The pump stops and a backflush procedure operates or compartment. It is good engineering practice that only one
with oil being discharged from the top of the separator to the bilge/compartment suction should be open at any one time.
The control panel has a facility for manual backflushing of the separator, this oily water tank.
will normally be operated when shutting down the separator after the bilge
holding tank has been emptied. b) Turn the selector switch to the OFF position. Bilge Main Suction Valves
(Author`s Note: The above procedures are based upon the description of the Description Valve
An oil content monitor (OCM) is situated after the pump discharge which system but there is no indication of the exact labels on the control panel thus
continuously monitors the oil content of the separator bilge water discharge. If the procedures will have to be checked on board.) Forward bilge well port BB60
the oil content is >15ppm the control system opens the discharge valve D to the Forward bilge well starboard BB25
holding bilge tank and closes the overboard discharge valve B. The separator
Forward centre bilge suction BB24
remains in operation. When the OCM records an oil content of <15ppm the
separator discharge valves B and D changeover returning the water discharge Centre port bilge suction BB81
to overboard.

F T N AV I E R A
To Ballast BB61
CS45 Eductor

SS F FS36
9 1 7 To Spraying
P
FS29 Bilge Pump
C PI PI (220m3/h x
SF15 Water (220/240m3/h
PI PI
PI
Sea Water
Crossover Line
V5 BB38 BB31
Oily Water
PI
V4
V1 Separator PI
Extraction Pump
Ballast Pump Floor
BB66
Key
Bilges BB65 BB18
LAH LAH
5007 5008
Fresh Water
PI
E
(20m3/h
Control Air
PI x3.5 kg/cm2)
4011
Electrical Signal
4015 5015
Double Bottom
BB62 BB11 Cofferdam
Port
BB04
BB05
LSL
Tube Condenser
5006 Forward
5043 5044 Pump Well
(Port) (Starboard)

F T N AV I E R A
Description Valve Position Description Valve Procedure for Pumping Bilges Overboard Using the Fire
Centre starboard bilge suction BB82 Open Centrifugal bilge pump line suction valve BB30 Fighting/Bilge Pump
Condensate pump bilge well suction BB17 Closed Centrifugal bilge pump direct bilge line suction valve BB31 CAUTION
Port cofferdam suction BB11 Open Centrifugal bilge pump bilge main suction valve BB28 Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened
Starboard cofferdam suction BB09 Open Centrifugal bilge pump discharge valve BB27
except where safety of the ship or personnel is involved.
Aft bilge well port suction BB08 Closed Crossover valve from the fire fighting/bilge pump
Aft bilge well starboard suction BB10 discharge FS29 WARNING
When using the fire fighting/bilge pump for bilge pump duties it is
Double bottom cofferdam suction BB06 Open Overboard discharge valve BB61
imperative that the discharge line valve from the pump to the fire main is
After bilge well centre suction BB02 securely closed in order that no oily water can enter the fire main system
d) The bilge well or compartment suction valve connected to the which could subsequently be directed onto a fire.
bilge main must be opened in order to pump out the bilge well
e) Check the valve settings for the desired tank suction and also or compartment. Normally the reciprocating bilge pump will be used for pumping bilges but in
that the reciprocating bilge pump discharge valves are open. the event of large quantities of water being present in the engine room spaces
Serious damage can result if the pump is started with the the fire fighting/bilge pump may be used provided that only water is pumped
discharge valves closed. Bilge Main Suction Valves
overboard.
Description Valve
f) Start the reciprocating bilge pump and check that the correct a) Ensure all suction strainers are clean.
bilge well is being emptied and that the bilge water is flowing Forward bilge well port BB60
to the bilge holding tank. Forward bilge well starboard BB25 b) Check that all instrumentation equipment is working correctly.
Forward centre bilge suction BB24
g) When the bilge well is empty, stop the reciprocating bilge pump c) Set the pump valves as in the following table:
or select another bilge for emptying. Centre port bilge suction BB81
Centre starboard bilge suction BB82 The valve settings assume suction from the aft bilge well via the bilge main. If
other bilge spaces are to be pumped the appropriate valves must be opened.
Procedure for Pumping Bilges Overboard Using the Engine Condensate pump bilge well suction BB17
Room Centrifugal Bilge Pump Port cofferdam suction BB11 Position Description Valve
CAUTION Starboard cofferdam suction BB09 Open Fire fighting/bilge pump bilge main suction valve BB35
Before any bilges are pumped directly overboard, it must be ensured that Aft bilge well port suction BB08 Closed Fire fighting/bilge pump direct bilge line suction valve BB38
no local or international anti-pollution regulations will be contravened
except where safety of the ship or personnel is involved. Aft bilge well starboard suction BB10 Closed Fire fighting/bilge pump sea suction valve CS37
Double bottom cofferdam suction BB06 Open Fire fighting/bilge pump discharge valve to overboard FS29
Normally the reciprocating bilge pump will be used for pumping bilges but in
the event of large quantities of water being present in the engine room spaces After bilge well centre suction BB02 Closed Fire fighting/bilge pump discharge valve to fire main FS36
the centrifugal bilge pump may be used provided that only water is pumped Open Overboard discharge valve BB61
overboard. e) Check the valve settings for the bilge pump discharge and for
the desired bilge well suction.
a) Ensure all suction strainers are clean. d) The bilge well or compartment suction valve connected to the
f) Start the bilge pump and check that the correct bilge well is bilge main must be opened in order to pump out the bilge well
b) Check that all instrumentation equipment is working correctly. being emptied and that the bilge water is flowing overboard. or compartment.
c) Set the pump valves as in the following table: g) When the bilge well is empty, stop the bilge pump or select
The valve settings assume suction from the aft bilge well via the bilge main. If another bilge for emptying.
other bilge spaces are to be pumped the appropriate valves must be opened.

F T N AV I E R A
To Ballast BB61
CS45 Eductor

SS F FS36
9 1 7 To Spraying
P
FS29 Bilge Pump
C PI PI (220m3/h x
SF15 Water (220/240m3/h
PI PI
PI
Sea Water
Crossover Line
V5 BB38 BB31
Oily Water
PI
V4
V1 Separator PI
Extraction Pump
Ballast Pump Floor
BB66
Key
Bilges BB65 BB18
LAH LAH
5007 5008
Fresh Water
PI
E
(20m3/h
Control Air
PI x3.5 kg/cm2)
4011
Electrical Signal
4015 5015
Double Bottom
BB62 BB11 Cofferdam
Port
BB04
BB05
LSL
Tube Condenser
5006 Forward
5043 5044 Pump Well
(Port) (Starboard)

F T N AV I E R A
Bilge Main Suction Valves Direct pumping of bilge wells is normally only undertaken in emergency Description Valve
situations such as the ingress of large quantities of water into the vessel or if
Description Valve Open Forward port bilge well direct suction valve BB34
the bilge main suction strainer to the bilge well is blocked.
required
Forward bilge well port BB60
CAUTION Open Forward starboard bilge well direct suction valve BB33
Forward bilge well starboard BB25
Before any bilges are pumped directly overboard, it must be ensured that required
Forward centre bilge suction BB24 no local or international anti-pollution regulations will be contravened Closed Crossover valve from the fire fighting/bilge pump
Centre port bilge suction BB81 except where safety of the ship or personnel is involved. discharge FS29
Centre starboard bilge suction BB82
Procedure for Direct Pumping of the Engine Room Bilges
Condensate pump bilge well suction BB17 c) Start the centrifugal bilge pump or the fire fighting/bilge pump
and pump the selected bilge well overboard.
Port cofferdam suction BB11 a) Ensure all direct bilge suction strainers are clean.
Starboard cofferdam suction BB09 d) Stop the pump when the bilge well is empty.
b) The bilge pump valves should be arranged as follows:
Aft bilge well port suction BB08
Although direct bilge suctions are not normally used it is essential that they
Aft bilge well starboard suction BB10 Centrifugal Bilge Pump are available for easy operation if necessary. The valve handwheels should be
Double bottom cofferdam suction BB06 operated, when practical, at least once each month in order to ensure that the
valves will open when required.
After bilge well centre suction BB02 Closed Bilge pump line suction valve BB30
It is essential that all bilge suction strainers are cleaned at frequent intervals
Open Bilge pump direct bilge line suction valve BB31
e) Check the valve settings for the fire fighting/bilge pump in order to ensure that bilges can be pumped at all times. Should a strainer be
Open Bilge pump discharge valve BB27 blocked the pumping of that bilge will be impaired.
discharge and for the desired tank suction.
Open Overboard discharge valve BB61
The ballast pump has an emergency bilge direct suction via valve BB66.
f) Start the fire fighting/bilge pump and check that the correct Open as Aft bilge well direct suction valve BB32
bilge well is being emptied and that the bilge water is flowing required Ballast pump details to go here
overboard.
Open Forward port bilge well direct suction valve BB34
required Although this valve is not normally used it is essential that it is available for
g) When the bilge well is empty, stop the fire fighting/bilge pump
easy operation if necessary. The valve handwheel should be operated, when
or select another bilge for emptying. Open Forward starboard bilge well direct suction valve BB33 practical, at least once each month in order to ensure that the valves will open
required when required.
h) When bilge pumping is complete close the bilge suction line
valves and flush through the pump system with sea water by Closed Crossover valve from the fire fighting/bilge pump
opening the sea water crossover suction valve. This is done in discharge FS29 Steering gear Room and Emergency Fire Pump Space Bilges
order to ensure that any oil traces are removed from the pump
and line system. Bilges in the steering gear room are drained to the engine room after bilge well
Fire Fighting/Bilge Pump by means of self-closing drain valve BB03 located above the stern tube.
i) Stop the fire fighting/bilge pump and set valves for fire main
duty which is the normal state of the fire and bilge pumps.
Closed Fire fighting/bilge pump bilge main suction valve BB35
Closed Fire fighting/bilge pump sea suction valve CS37
Emergency and Direct Bilge Suctions
Open Fire fighting/bilge pump direct bilge line suction valve BB38
A number of bilge wells may be pumped directly rather than via the bilge main. Open Fire fighting/bilge pump discharge valve to overboard FS29
The centrifugal bilge pump and the fire fighting/bilge pump may be used for Closed Fire fighting/bilge pump discharge valve to fire main FS36
direct bilge well pumping. Both these pumps discharge overboard.
Open Overboard discharge valve BB61
Open as req’d Aft bilge well direct suction valve BB32

F T N AV I E R A
Illustration 2.8.2a Forward Bilge System
Chain Lockers
Draining Detail
Deck at 25400
Plan View Sounding Mouth Sounding Mouth
Upper Deck
BG LAH B A
28 5001 Deck at 25400
Chain Locker Chain Locker
Hydraulic Room
Electric Room
From Fire Main System B
LAH
5003
BG40 BG32
BG
BG17 24
PI
Bosun Store 4303
BG23
BG08 BG20
BG LAH
15 5002 KEY PI PI
4304 4305
Bilge
Emergency Fire Fighting Fire Water C D

Pump and Bow Thruster
Local Plan View
D
Bow Thruster BG
PI 10
4300
PI Thruster and Fore
4302
Peak Draining Detail
C
Fore Peak
PI
BG12 To Ejector
4301
BG
25
LAH LAH
5005 5004
BG01 BG04 From Fore

Peak
Emergency Fire
Pump Room

F T N AV I E R A
2.8.2 FORWARD BILGE SYSTEM Bosun’s Store, Hydraulic Power Pack Room and Electrical Room Bilge
Wells
The chain lockers, bosun’s store, bow thruster/emergency fire pump room,
hydraulic power pack room and electrical room have bilge wells which are Description Valve
discharged using bilge eductors. The eductors have a capacity of 30m3/h and Sea water supply valve BG23
are driven by sea water from the deck fire hydrants system supplied by any of
Eductor suction valve BG24
the fire pumps. The bilge water is discharged overboard. The fore peak tank
can also be discharged in an emergency. Bosun’s store eductor suction valve BG15
Hydraulic power pack room eductor suction valve BG28
Procedure for Operating the Forward Bilge System Electrical room eductor suction valve BG17
There are two eductors, each draining different bilge wells.

Fore Peak Tank
a) Start any fire pump to pressurise the fire main system after
Description Valve
setting the valve system. The engine room fire pump or the
bilge, fire and GS pumps or the emergency fire pump can be Sea water supply valve BG12
manually started or a request made to the bridge for any of the Eductor suction valve BG25
pumps to be started. Fire pumps are normally kept ready with
valves open so that any of the pumps can immediately supply Fore peak tank suction valve BG04
the fire main, which is kept pressurised by the fire jockey pump
and associated hydrophore tank. d) When the sea water supply valve to the eductor is opened the
eductor will create a partial vacuum in the eductor suction pipe
b) Open the eductor’s common overboard discharge valve BG20. and that will remove water from the bilge well.
c) Open the eductor and system valves as in the following tables.

e) Close the bilge well suction valve when the well is empty.
Bow Thruster/Emergency Fire Pump Room Bilge Well f) Shut the water supply valve to each eductor when all bilges
connected to that eductor are empty and then close the system
Description Valve valves.
Sea water supply valve BG12
g) Close the eductors common overboard discharge valve BG20.
Thruster/emergency fire pump room bilge well suction valve BG01 AUTHORS NOTE - Passageway bilges system to be checked
Chain Lockers
Description Valve
Sea water supply valve BG23
Port chain locker suction valve BG40
Starboard chain locker suction valve BG32

2.9 Compressed Air Systems
2.9.1 Control Air System
2.9.2 General Service Air System
2.9.3 Starting Air System
Illustrations
2.9.1a Control Air System
2.9.2a General Service Air System
2.9.3a Starting Air System

F T N AV I E R A
Illustration 2.9.1a Control Air System To Spray Water System
P
To Passageway To Passageway CA208 No.1 Boiler Gas Burner
DS2284
CA58 CA57 Solenoid Valve Board
PI NP-2 P
CA 4001 FG1207
01 CA NP-3 P
PT 189 NI1212
5001
P NP-4 P
Typhoon FG1211
PT
To Quick Closing PI CA95 CA191 FO374
6003 BS NP-5 P
4004 FG1218
Valve System 501 CA80 AS195 NP-6 P
BS NI1213
Control Air Control Control PI PT 502 CA75 CA218 CA219 NP-7 P
CA18 Air Dryer CA20 CA23 CA24 4003 5003 CA76 FG1214
Compressor Air Dryer
Spare AS196
NP-8 P
Typhoon FG1214
Control CA09 CA94 CA134
CA Air
P NP-9 P
CF45 CA194 NI3213
02 Receiver
P CA197 NP-10 P
CW62 FG3214
SSK8 CA200
CA06 CA08 NP-11 P
P LO Purifiers FG3214
CF28 CA198 CA77
CA NP-12 P
NI5213
17 Gland Packing Steam Receiver
Turbine P NP-13 P
CA CA MT CA201 FG5214
Control Control
5006 Generator CW46 NP-14 P
11 10 CA19 Air Dryer CA21 CA22 Air Dryer CA25 FG5216
CA
PIC
05 CA202 P F01
Control Air BS CW61 CA209 208
Compressor To General Service CA82 To Diesel
Air System CA75 Generators P F02
BS CA210 208
No.2 Boiler Gas Burner
To General Service Spare Solenoid Valve Board
Air System To Cold Fresh Water
NP-2 P
Hydrophore Tank Gland Packing Steam Receiver FG2207
CA74 Oily Water
Turbine CA204 Separator NP-3 P
NI2212
Generator
NP-4 P
Key s HP Turbine FG2211
CA PIC
150 CA205 NP-5 P
BS FO Viscometer FG2218
Air s
P NP-6 P
BF48 P T-57 CA81 NI2213
SC13 CA93 CA151
FO371 NP-7 P
Instrumentation s BS CA FG2214
ES0334 CA152 CA154 BF55 P T-56 150 NP-8 P
FG2214
Available s CA135
CA155 P T-54 No.1 Boiler FO Burner NP-9 P
ES0335 CA153 NI4213
Inert Gas System Solenoid Valve Board
CA NP-10 P
Turbine FO1 P NP-2 172 FG4214
Dryer Unit CA156 BS24 221
Solenoid NP-11 P
FO1 P NP-3 FG4214
Panel 222
Inert Gas CA132 CA133
CA157 BS24 NP-12 P
Generator s FO1 P NP-4 NI6213
P T-55 223 F00 P
371 CA190 CA173 NP-13 P
O2 Analyser FO1 P NP-5 FG6214
CA158 BF20 s
225 BS2 BS1 NP-14 P
P T-53 226 226 FG6216
NP-6 CA174 CA175
CS4 P s BS1 P NP-7 No.2 Boiler FO Burner
325 CA159 BS29 P T-52 224 Solenoid Valve Board
BS1 P NP-8 Available NP-2
S
P
s 254 CA176 FO2221
IG2 P CA160 DS331 P T-51
051 BS1 P NP-9 NP-3 P
FO2222
CA CA92 s 225 BF2 BF1
IG6 P P SST NP-10 026 026
021 220 CA80 CA177 NP-4 P
FO2223
CA161 BS1B 003
CS2 P
001 FO3 P NP-4 SS1 NP-5 P
FO2225
IG6 P 223 CA178 130
DS20 CA163 CA166 DS21 FO3 NP-6
041 P BST P NP-5
CS2 P I
303 225 NP-7 P
419 NP-6 BF P DS1 BS2224
P
Spare CA168 25 CA179 CA180 285 NP-8
BS35 CA165 CS91 P
I
BST BS3 P NP-7
P
BS2254
CA 302 224
221 BS3 P NP-8 SS2 P NP-9 P
P
254 079 BS2225
BS39 CA167 CA164 DS332 I CA182 CA181
LOT304 NP-10
BS3 P NP-9
P P 225
CA169 To Self Cleaning F02 P SS1
CA170 LO Filter NP-10 220 079 NP-4 P
CS2419 DS330 CA186 CA183 FO4223
CA
P
171 I NP-5 P
LOT305 FO5 P NP-4 DS2 P NP-4 P FO6 FO4225
223 285 223 NP-6
FO5 P NP-5 CA184 NP-5 P
To 225 FO6
CA CW24 225 NP-7 P
BS4224
Electrical NP-6 F01 SS2 NP-6
211 Workshop 220 130
CA137 CA89 CA215 CA187 NP-8 P
BS4254
BS5 P NP-7 NP-7 P BS6
P Spare 224 224
SC20 CA212 BS5 P NP-8 NP-8 P NP-9 P
BS6 BS4225
Main 254
P CA 254 NP-10
SC19 CA216 CA68 Condenser
Level Control
BS5 P NP-9 188 NP-9 P BS6
225 225
CA NP-10 NP-10
217

F T N AV I E R A
2.9 COMPRESSED AIR SYSTEMS This cross connecting valve also allows the control air reservoir to supply the a) Inlet and outlet valves must be open, CA18 and CA20 for
service air system. Both the control air and service air systems operate at the No.1 refrigerating dryer and CA23 and CA24 for No.1 auto-
2.9.1 CONTROL AIR SYSTEM same pressure. regenerative dryer or CA19 and CA21 for No.2 refrigerating
dryer and CA22 and CA25 for No.2 auto-regenerative dryer.
The control air is processed through a control air dryer and associated filters Only one dryer pair would be set for operation at any one
Control Air Compressor before supplying the control air services. There are two pairs of dryers but time.
Maker: Tamrotor only one pair will normally be operating. Each pair consists of a refrigerating
No. of sets: 2 dryer and an auto-regenerative dryer and they operate in tandem. Normally the b) Compressed air must be supplied to the system with the inlet
in-line pair will operate together but each dryer has its own inlet and outlet and outlet lines for the dyers must be at the same pressure.
Type: Screw, water cooled
valves and a crossover line between the dryers allows either refrigerating dryer
Model: EML 54/10 EWNA to operate with either auto-regenerative dryer. c) The main switch at the electrical cabinets for the dryers must
Capacity: 350m3/h at a pressure of 9.0kg/cm2 be turned to the ON position. (CHECK the actual starting
Author`s Note: The above arrangement to be checked onboard.) arrangements on board)
(Author`s Note: Require details of the operation of the dryers.)
Control Air Dryer
The dryer system is now in operation. Operational defects are indicated on the
Maker: Centralair Engine room control air is supplied to the control air line from the air dryer control panel by light emitting diodes.
No. of sets: 2 outlet. The control air line supplies some outlets directly and others are
Model: DX 103 supplied by way of control air manifolds; these manifolds have inlet and drain (Description of control settings for dryers to be inserted here)
valves, the drain valves must be opened periodically in order to drain any water
Type: Auto-regenerative
from the manifold. Each outlet from the manifold has an isolating valve. CAUTION
Capacity: 350m3/h at a pressure of 9.0kg/cm2 The dryer settings must not be changed without good reason and the
(Note: It is essential that the control air is dried before entering the control manufacturer’s instructions must be consulted before making any change.
system as any moisture in the control air can cause problems at Defective operation of the dryers can cause moisture to enter the control
Control Air Dryer
actuators or other parts of the control system which could lead to system and that can damage components and result in defective control
Maker: Delair failure.) of equipment.
No. of sets: 2
Automatic start and stop is provided for the operating compressor by means
Model: DDA 135 Procedure for Operating the Control Air System
of a pressure switch. The compressors can be started and stopped locally and
Type: Refrigerating manual start and stop is available provided that the compressor is in remote.
Capacity: 350m3/h at a pressure of 9.0kg/cm2 (CHECK) The procedure described assumes that the control air compressors are supplying
the control air receiver and that the control air receiver is supplying the control
In order for the control air compressors to act as a duty/standby pair they must air system via the No.1 pair of air dryers.
Introduction both be set to REMOTE and AUTO selected at the Auto/Manual selector. The
duty compressor will be selected as the master and the standby compressor as the a) Ensure that all instrumentation valves are open and that the
The control air system is supplied from the control air reservoir which is
slave. (CHECK the arrangement for setting duty and standby compressors) instrumentation is functioning correctly.
supplied by two control air compressors. One control air compressor will be
normally selected as the duty compressor with the other acting as the standby
Failure of any compressor or air dryer, or a low system pressure, will raise an b) Set the compressor and control air receiver valves as in the
compressors or shut down undergoing maintenance. The duty compressor
alarm. following table.
starts and stops in response to the pressure switch settings from the control
air receiver. The control air system operates at a pressure of 9.0kg/cm2, the air
being supplied from the control air receiver via air dryers. Procedure for Operating the Control Air Dryer Position Description Valve
Open No.1 control air compressor outlet valve CA01
The service air compressors may be used to supply the control air receiver by The dryers must be installed and commissioned according to the manufacturer’s
means of a cross connecting valve in the compressor outlet line. This valve also instruction. The dryers are arranged in pair with air flowing through the Open No.2 control air compressor outlet valve CA02
allows the control air compressors to supply the service air receiver. Normally refrigerating dryer before passing through the auto-regenerative dryer. The Open Control air receiver inlet valve CA06
the cross connecting valve will be closed enabling the control air and service valve arrangement and cross connection line allows either refrigerating dryer
air systems to operate independently. Air may also be supplied to the control Open Control air receiver automatic drain valve CA10
to be linked with either auto-regenerative dryer but the description which
air system from the service air reservoir by means of the interconnecting valve follows assumes that the dryers are operating as in-line pairs. The automatic Closed Control air receiver manual drain valve CA11
located between the control air reservoir and service air reservoir outlet lines. drain valves on the dyers must be opened and the manual drain valves operated Closed Cross connection valve from service air compressor CA05
periodically to remove any water.

F T N AV I E R A
Illustration 2.9.1a Control Air System To Spray Water System
P
To Passageway To Passageway CA208 No.1 Boiler Gas Burner
DS2284
CA58 CA57 Solenoid Valve Board
PI NP-2 P
CA 4001 FG1207
01 CA NP-3 P
PT 189 NI1212
5001
P NP-4 P
Typhoon FG1211
PT
To Quick Closing PI CA95 CA191 FO374
6003 BS NP-5 P
4004 FG1218
Valve System 501 CA80 AS195 NP-6 P
BS NI1213
Control Air Control Control PI PT 502 CA75 CA218 CA219 NP-7 P
CA18 Air Dryer CA20 CA23 CA24 4003 5003 CA76 FG1214
Compressor Air Dryer
Spare AS196
NP-8 P
Typhoon FG1214
Control CA09 CA94 CA134
CA Air
P NP-9 P
CF45 CA194 NI3213
02 Receiver
P CA197 NP-10 P
CW62 FG3214
SSK8 CA200
CA06 CA08 NP-11 P
P LO Purifiers FG3214
CF28 CA198 CA77
CA NP-12 P
NI5213
17 Gland Packing Steam Receiver
Turbine P NP-13 P
CA CA MT CA201 FG5214
Control Control
5006 Generator CW46 NP-14 P
11 10 CA19 Air Dryer CA21 CA22 Air Dryer CA25 FG5216
CA
PIC
05 CA202 P F01
Control Air BS CW61 CA209 208
Compressor To General Service CA82 To Diesel
Air System CA75 Generators P F02
BS CA210 208
No.2 Boiler Gas Burner
To General Service Spare Solenoid Valve Board
Air System To Cold Fresh Water
NP-2 P
Hydrophore Tank Gland Packing Steam Receiver FG2207
CA74 Oily Water
Turbine CA204 Separator NP-3 P
NI2212
Generator
NP-4 P
Key s HP Turbine FG2211
CA PIC
150 CA205 NP-5 P
BS FO Viscometer FG2218
Air s
P NP-6 P
BF48 P T-57 CA81 NI2213
SC13 CA93 CA151
FO371 NP-7 P
Instrumentation s BS CA FG2214
ES0334 CA152 CA154 BF55 P T-56 150 NP-8 P
FG2214
Available s CA135
CA155 P T-54 No.1 Boiler FO Burner NP-9 P
ES0335 CA153 NI4213
Inert Gas System Solenoid Valve Board
CA NP-10 P
Turbine FO1 P NP-2 172 FG4214
Dryer Unit CA156 BS24 221
Solenoid NP-11 P
FO1 P NP-3 FG4214
Panel 222
Inert Gas CA132 CA133
CA157 BS24 NP-12 P
Generator s FO1 P NP-4 NI6213
P T-55 223 F00 P
371 CA190 CA173 NP-13 P
O2 Analyser FO1 P NP-5 FG6214
CA158 BF20 s
225 BS2 BS1 NP-14 P
P T-53 226 226 FG6216
NP-6 CA174 CA175
CS4 P s BS1 P NP-7 No.2 Boiler FO Burner
325 CA159 BS29 P T-52 224 Solenoid Valve Board
BS1 P NP-8 Available NP-2
S
P
s 254 CA176 FO2221
IG2 P CA160 DS331 P T-51
051 BS1 P NP-9 NP-3 P
FO2222
CA CA92 s 225 BF2 BF1
IG6 P P SST NP-10 026 026
021 220 CA80 CA177 NP-4 P
FO2223
CA161 BS1B 003
CS2 P
001 FO3 P NP-4 SS1 NP-5 P
FO2225
IG6 P 223 CA178 130
DS20 CA163 CA166 DS21 FO3 NP-6
041 P BST P NP-5
CS2 P I
303 225 NP-7 P
419 NP-6 BF P DS1 BS2224
P
Spare CA168 25 CA179 CA180 285 NP-8
BS35 CA165 CS91 P
I
BST BS3 P NP-7
P
BS2254
CA 302 224
221 BS3 P NP-8 SS2 P NP-9 P
P
254 079 BS2225
BS39 CA167 CA164 DS332 I CA182 CA181
LOT304 NP-10
BS3 P NP-9
P P 225
CA169 To Self Cleaning F02 P SS1
CA170 LO Filter NP-10 220 079 NP-4 P
CS2419 DS330 CA186 CA183 FO4223
CA
P
171 I NP-5 P
LOT305 FO5 P NP-4 DS2 P NP-4 P FO6 FO4225
223 285 223 NP-6
FO5 P NP-5 CA184 NP-5 P
To 225 FO6
CA CW24 225 NP-7 P
BS4224
Electrical NP-6 F01 SS2 NP-6
211 Workshop 220 130
CA137 CA89 CA215 CA187 NP-8 P
BS4254
BS5 P NP-7 NP-7 P BS6
P Spare 224 224
SC20 CA212 BS5 P NP-8 NP-8 P NP-9 P
BS6 BS4225
Main 254
P CA 254 NP-10
SC19 CA216 CA68 Condenser
Level Control
BS5 P NP-9 188 NP-9 P BS6
225 225
CA NP-10 NP-10
217

F T N AV I E R A
c) At the control system select both control air compressors for Position Description Valve h) Check the operation of the control air system periodically and
remote operation. Select AUTO operation and start the duty Closed Spare CA89 ensure that the dryers are working effectively.
compressor. The other compressor is selected as the standby
compressor. Check that the duty compressor operates correctly. Open Manifold inlet valve CA87 (Author`s Note: The above description is based upon the system line drawing.
(CHECK this arrangement) Closed Manifold drain valve CA69 Details of the compressor type, cooling water (if any) and the operation of the
dryers is required to complete the text.)
d) Ensure that there is air in the control air receiver at the desired Closed Spare CA86
pressure and that the control air compressors are operating. Open Dumping valve CA85
Open the outlet valve from the control air receiver CA08.
Quick-Closing Valve System
Open Boiler steam system CA84
The control air receiver also supplies air to the engine room quick-closing
e) Set the air dryer valves as shown in the following table. The Open Boiler steam system CA83
valve system by way of valve CA09 on the receiver.
arrangement assumes that No.1 pair of dryers is being used.
Open Turbine Generator CA82
Open Turbine Generator CA81
Open Feed pump CA80
Open No.1 control air refrigerating dryer inlet valve CA18
Open Feed pump CA79
Open No.1 control air refrigerating dryer outlet valve CA20
Open To oil purifiers CA78
Open No.1 control air auto-regenerative dryer inlet valve CA23
Open To LO purifiers CA77
Open No.1 control air auto-regenerative dryer outlet valve CA24
Open Boiler fuel unit CA76
Closed No.2 control air refrigerating dryer inlet valve CA19
Open Diesel generator CA75
Closed No.2 control air refrigerating dryer outlet valve CA21
Open Cold FW hydrophore tank CA74
Closed No.2 control air auto-regenerative dryer inlet valve CA22
Open Other consumers CA73
Closed No.2 control air auto-regenerative dryer outlet valve CA25
Closed Spare CA72
Closed Spare CA71
f) Set the control air system valves as shown in the following
table. The valve for any system will only be open when control Closed Spare CA70
air for that system is required. Open Main condenser control level CA68
Open LP heater water control valve CA67
Open LO pressure control valve CA66
Open Line valve to passageway CA58
Open Self cleaning filter CA65
Open Line valve to passageway CA57
Open LO pressure control valve CA64
Open Control valve at deaerator level CA112
Open Packing steam control valve CA63
Open Manifold inlet valve CA96
Closed Manifold drain valve CA88 (Note: Although valves are shown as open this is their normal operating
Open To engine room typhoon general alarm CA95 condition and they will be closed if the service is not being used.
Manifolds are provided with drain valves and these should be operated
Open To CO2 typhoon alarm CA94
daily in order to drain any water which is present in the system.)
Open LP heater level CA93
g) Start the control air dryers operating when pressure is equal on
Open Inert gas CA92
both sides of the dryer. Check that the dryers operate correctly
Closed Spare CA91 and purge at the set intervals.
Closed Spare CA90

F T N AV I E R A
Illustration 2.9.2a General Service Air System
Typhoon
CA01
Deaerator Area
PI PT
4001 5001
CA41
To Quick Closing Valves To Emergency Diesel
Control Panel Generator Room
CA38
Deck Store
CA09 CA37
Control To N2 Generator
Control Air
Compressor
Air PI N2 Generator Room
Gas Room
Receiver 4004 CA35 CA53
CA02 Paint Store
CA34
Control Control Chemical Products Station
CA06 CA08 CA18 CA20 CA23 CA24
Air Dryer Air Dryer CA40
In Foam/C02 Room
CA CA39
05 In Incinerator Room
To Control CA36
CA CA
11 10 Air System Flat 20968
CA33 To Accommodation
Control Air
PI PT Inert Gas Room
Compressor
4002 5002 CA32
CA03 In Steering Gear Room
Control Control CA31
To Passageway
CA19 Air Dryer CA21 CA22
Air Dryer CA25 CA56
CA30
CA In Electrical Workshop Store
17 CA52
General CA29
Service Air CA113
Receiver
CA14 CA16
General Service CA51
Air Compressor CA06
CA15 In Engine Workshop/Store
CA50
CA04 To ION
CA26 Exchange Unit
CA49
CA27
CA CA CA48
12 13 CA28
CA47
CA46
General Service
Air Compressor CA43 CA45 Key
In Fuel Oil Room
CA42 CA44 General Service Air
Control Air

F T N AV I E R A
2.9.2 GENERAL SERVICE AIR SYSTEM • Air horn Position Description Valve
Procedure for Preparing the General Service Air System for Open Service air outlet in FO room CA44
General Service Air Compressor Operation Open Service air outlet in engine room workshop/store CA51
Maker: Tamrotor
a) Ensure that all instrumentation valves are open and that the Open Service air outlet in electrical workshop/store CA52
No. of sets: 2
instrumentation is functioning correctly. Check that cooling Open Service air outlet to passageway CA56
Type: Screw, water cooled
water is being supplied to the service air compressors from
Model: EMH 44/10 EWNA Open Service air outlet in steering gear room CA31
the central fresh water cooling system. (CHECK that the
Capacity: 250m3/h at a pressure of 9.0kg/cm2 compressors are water cooled) Open Service air outlet in inert gas room CA32
Open Service air outlet in incinerator room CA36
b) Set the service air compressor valves as in the following table.
INTRODUCTION Open Service air outlet in foam/CO2 room CA39
The compressors’ discharge and line valves will all be open
The general service air system is supplied by two service air compressors.
so that either compressor can fill the service air reservoir. Open Service air outlet in chemical products store CA40
Compressed air is stored in the service air receiver but air from the control air
The compressors start and stop automatically according to the
receiver may also be used for supplying the service air system. The control air Open Service air outlet in paint store CA34
system pressure.
compressors may also supply the service air receiver if the compressor outlet
Open Service air outlet in gas room CA35
cross connection valve is opened. The control air system is explained in section
2.9.1. Position Description Valve Open Service air outlet in N2 room CA53
Open No.1 service air compressor outlet valve CA03 Open Service air outlet in deck store CA37, CA38
The general service air system is normally supplied from the general service air
Open No.2 service air compressor outlet valve CA04 Open Service air outlet in deaerator area CA41
reservoir which is replenished by one of the two service air compressors; one
service air compressor will be selected as the duty compressor and the other as Open General service air receiver filling valve CA07
the standby compressor. The duty compressor starts and stops in response to
Closed Cross connection valve from control air compressors CA05 Open Engine room service air outlets CA26, 27, 28, 42, 43, 45, 46,
the pressure switch settings from the GS air receiver.
Open General service air receiver automatic drain valve CA12 47, 48, 49, 50, 51, 113, 29, 30, 31, 33, 37
The general service air system supplies the following services: Closed General service air receiver manual drain valve CA13
• Deck services The service air receiver supplies compressed air to the service air system and
• Accommodation services c) At the compressor control panel select both service air the service air compressors will operate to maintain the desired pressure.
compressors for REMOTE operation. Select AUTO operation
• Engine room services and start the duty compressor. The other compressor is selected f) Operate the working air system as required with air being
• Foam/CO2 room as the standby compressors. Check that the duty compressor taken from service outlets as needed. The valves for services
operates correctly. are shown as open in the table above but this is the condition
• Emergency generator room
when air is needed. When air is not required the valve will be
• Incinerator room d) Ensure that there is air in the general service air receiver at the closed.
desired pressure and that the general service air compressors are
• Gas room
operating. g) Check the system drain traps are operational.
• Paint store
• Deck store e) Set the service air system valves as shown in the following h) Check that the compressors start and stop automatically
table: supplying air as required.
• Boiler
• N2 generator Position Description Valve i) Ensure that remote user outlets are receiving air. Air valves
• Workshops Locked open Receiver outlet valve to the ship’s whistle CA15 to user locations should be opened periodically to blow them
through in order to remove condensate and prevent seizure.
• Ion exchange unit Open Receiver outlet valve to general service air system CA14
• Steering gear room Closed Crossover valve from control air receiver CA17 (Note: Some general service air outlet do not have supply shut off valves
in the engine room. Air is supplied to the deck and accommodation
• Inert gas room Open Line valve to service air system CA16 services and used as required.)
• Boiler atomising

F T N AV I E R A
Illustration 2.9.3a Starting Air System
Emergency Diesel Generator Room
SA99 SA97
CA109
5°
From Control Air Receiver
and General Service Air Receiver Near
CA54
Scupper
Diesel Generator Engine
Oil Mist Detector
PI PT
4006 5005
PI PT
4005 5004
(150
Litres) PT Starting Air
Compressor
5°
Starting
CA104 CA105
Air
Receiver
SA103
(500
Litres) SA100 SA98
5°
SA102 SA101
Near
Scupper
CA108 CA107 SA111 SA110

CA106
Near Diesel Engine

Scupper SA126
Driven Compressor
Near Near
Scupper Scupper
Starting Air
Compressor
Key
Air
Instrumentation

F T N AV I E R A
2.9.3 STARTING AIR SYSTEM switches situated on the main starting air reservoir. One compressor is selected e) Check that all automatic drain traps are operational and that the
as the duty compressor and the other compressor is selected as the standby unloader gear is functioning.
Main Air Compressors compressor. If the duty compressor fails to maintain the desired pressure in the
starting air reservoir the standby compressor is started by the control system. f) Check that the starting air reservoir automatic drains are
Maker: Sperre The auxiliary starting air reservoir must be filled at the same time as the main functioning correctly and that the compressor automatic drains
No. of sets: 2 starting air reservoir or by a compressor operated manually, as there is no are functioning correctly.
Type: Reciprocating, air cooled automatic cut out connection to the auxiliary starting air reservoir. Switches
at the local starter panel may be set to OFF, REMOTE or LOCAL. When the g) Check the compressors and when satisfied set them to REMOTE
Model: HL2/77
switch is in the off position the compressor cannot be started. When in the operation at the local control panel and then select them for
Capacity: 20m3/h at a pressure of 30kg/cm2 local position the compressor can be started and stopped from the local control AUTO operation with one selected as the duty compressor and
panel only. the other as the standby compressor.
Emergency Air Compressor
Before a compressor is started the compressor outlet and air reservoir filling h) Drain any liquid from the reservoirs and oil/water separator.
Maker: Sperre valves must be open. Instrumentation and pressure switch valves must also be
No. of sets: 1 open in order to allow the compressor to be controlled automatically. The main
and auxiliary reservoirs may both be filled together in order for the automatic
Procedure for Filling the Emergency Generator Engine
Type: Diesel driven, reciprocating, air cooled
compressor stop system to function. Starting Air Reservoir using the Emergency Compressor
Model: HLF 2/77
Capacity: 9.0m3/h at a pressure of 30kg/cm2 The emergency starting air reservoir is normally maintained at full pressure to
Procedure for Filling the Generator Engine Starting Air allow for emergency starting of the emergency generator engine as required.
INTRODUCTION Receiver and Supplying the Generator Engine with Starting The emergency compressor is driven by a diesel engine which is hand started.
Air The emergency compressor diesel oil supply must be checked and replenished
The diesel generator engine starting air system is supplied by two starting air as necessary. (CHECK if a separate supply) Normally the emergency starting
compressors which provide air to the starting air receiver. The compressed air a) Ensure that all pressure gauge and instrumentation valves are air receiver is charged from the main starting air system but the emergency
is used to start the diesel generator engine. It is also supplied to the emergency open and that gauges and instruments are reading correctly. compressor should be operated regularly to ensure that it is in operational
diesel generator starting air receiver which is located in the emergency condition.
generator engine room. b) Check the oil level in the compressors.
a) Check the emergency compressor diesel engine and ensure that
Both compressors supply air to both starting air receiver and they are provided c) Check the compressor sumps for water. the fuel oil and lubricating oil levels are correct.
with an automatic start and stop facility which is activated by the pressure in
the starting air reservoir (CHECK this on board). Normally the main starting air d) Set up valves as in the following table: b) Open the compressor outlet line valve CA105 and the emergency
receiver is open to allow for immediate starting of the diesel generator engine air receiver filling valve CA104.
when it is set to standby duty. The starting air receiver also supplies control air Position Description Valve
to the diesel generator engine and air to the emergency diesel generator starting c) Start the emergency compressor diesel engine and when
Open No.1 compressor discharge valve SA97 running correctly load up the emergency compressor and
air receiver. The emergency diesel driven starting air compressor may also be
used to replenish the main starting air receiver in an emergency but is normally Open No.2 compressor discharge valve SA98 supply compressed air to the emergency starting air reservoir.
used to replenish the emergency starting air receiver. Drain water from the emergency starting air reservoir by means
Open Main starting air reservoir inlet valve SA100 of the manual drain valve CA107 or the automatic drain valve
The compressors are each fitted with two safety valves, one after the first Closed Line valve to and from emergency starting air receiver SA99 CA108.
stage compression and the other after the second stage compression. A pressure Open Starting air receiver automatic drain valve SA111
switch connected to the automatic control system stops the compressor should d) Fill the emergency starting air receiver to the desired pressure
the LO pressure fall below a predetermined value. The bearings are lubricated Closed Starting air receiver manual drain valve SA110 and stop the diesel engine driven compressor when the desired
by a gear pump fitted at the end of the crankshaft. A high temperature sensor Open Main starting reservoir outlet valve to diesel engine SA101 pressure is achieved.
is located at the compressor outlet and this will trip the compressor if the
Open Diesel engine starting air inlet valve SA102 (Note: If required the emergency diesel engine driven compressor may be
temperature exceeds a predetermined limit.
Open Diesel engine control air inlet valve CA126 used for filling the main starting air receiver. The procedure is the
Each compressor has an automatic unloader arrangement which operates same as for filling the emergency starting air receiver except that the
Closed Main starting air reservoir outlet valve to emergency starting air receiver filling valve CA104 is closed and the
when the compressor starts and stops. This allows the compressor to start and
emergency starting air reservoir SA103 line valve SA99 and main starting air receiver filling valve SA100 are
stop off load, thus reducing the loading on the electric drive motor and the
compressor running gear. The compressors are started and stopped by pressure open.)

2.10 Steering Gear
Illustrations
2.10a Steering Gear Fluid Flow
2.10b Steering Gear Control Panel

F T N AV I E R A
Illustration 2.10a Steering Gear Fluid Flow
To / From Actuator
S0 S1 S2 S4
Interconnecting /
Isolating Valve Common
Tank
Automatic B T
Lock Valve
Safety Relief / A P
Bypass Valve
B T
P T
A P
Chamber Chamber
No.3 No.4 A B
No.1 Pump Unit

M
System A
System B
Chamber Chamber B T
No.1 No.2 P
A
To / From Actuator
B T
Safety Relief /
A P
Bypass Valve Automatic
Lock Valve
Interconnecting /
Isolating Valve
P T
A B
Leak Oil
Key
M No.2 Pump Unit
Hydraulic Oil
Hydraulic Oil Return

F T N AV I E R A
2.10 STEERING GEAR other side. This causes the rotor and hence the rudder to turn. As the rudder Relief and Safety Valves
turns, a feedback signal is generated corresponding to the angle of the rudder The force of a wave hitting the rudder can generate very high oil pressures
Maker: Rolls Royce and when this signal matches that caused by the demand for rudder movement, inside the actuator and so cross line relief valves are fitted to prevent damage
the solenoid valves are deactivated and pressure oil ceases to flow to the to the system and the internal seals. The pressure is relieved by these valves
No. of sets: 1
actuator. lifting to allow oil to flow from the pressure side of the actuator to the vent
Model: Frydenbo IRV 3050-2
side. The rudder will move but will present a feedback signal to the steering
Working torque: 3050kNm Electrical limit switches are fitted to the actuator and these operate to stop control system indicating that the rudder is not in the position set by the helm
Type: Electro-hydraulic rotary vane the oil supply to the actuator before the rotor vanes make contact with the or autopilot. The power pack solenoid valves will receive a signal to operate
Maximum rudder angle: 45° mechanical stoppers. The limit switches are located on the top of the actuator and the pump will deliver oil to the actuator to return the rudder to the required
and they may be adjusted if necessary. Care must be taken when making position.
Pump type: Leistritz L3MF 90/152
any adjustments as incorrect adjustment may result in the vanes coming
Capacity at 3,500rpm: 928 litres/min into contact with the stoppers. Any oil leakage from the internals passes to a
Working pressure: 80 bar collection chamber located on top of the actuator and from there it is fed back Hydraulic Lock Alarm
Pump speed: 1,750 rpm to the oil tank via a 28mm return line. Hydraulic lock occurs if oil cannot flow to or from the steering gear actuator
System oil capacity: 7,135 litres vanes. A hydraulic lock alarm is fitted to provide a warning on the bridge and
Two submerged hydraulic gear pumps are located in the oil storage tank which in the engine control room that the manoeuvring valve and hence the rudder is
is divided into two compartments within the common tank, each compartment not responding to commands. Should this occur the operating pump must be
Introduction houses one of the two pumps whilst above a certain oil level, the tanks become stopped and the standby pump started. If both pumps are operating, the one in
common. The two oil tank compartments containing the pumps are fitted with which the hydraulic lock has occurred must be stopped and the system run on
The steering gear consists of a single electro-hydraulic rotary vane unit that is low level alarms that alarm through to the control panels on the bridge and the just one pump with reduced performance.
powered by two independent hydraulic pump units. It is designed to turn the engine control room. The two operating compartments can be topped up with
rudder from 35° to zero to 30° in 28 seconds with one pump running and in 14 oil from an oil storage tank by using the semi-rotary hand pump mounted on
the front of the unit. Only clean ISO 68 hydraulic oil must be used and care Steering Gear Operation
seconds with both pumps running. At sea only one pump is normally used but
when manoeuvring, both pumps will be required to operate. must be taken to ensure that the oil stored in the reserve tank does not become The steering gear pumps may be started and stopped from the bridge or locally
contaminated. from the steering gear room. Although normal starting is via the bridge, a
The rudder is designed to operate with a maximum working angle of 45° with watch keeping engineer should be present in the steering compartment at least
limit switches positioned accordingly but can go to 47.5° when the rudder will When operating, the pumps supply oil to the distribution ring inside the once per week when starting the pumps to assess any problems which might
go against internal mechanical stops. actuator which distributes and returns oil to the pumps via the automatic occur during remote starting. Prior to leaving port, the steering gear operation
lock valves. The distribution ring connects the drive cylinders together in the should be checked and should be observed by an engineer in the steering
The actuator consists of a cylindrical housing with stoppers, a rotor and a correct permanent formation for rudder operation. compartment.
bolted on cover. The rudder stock, turning in bearings top and bottom, is
attached to the vaned rotor and the hydraulic force is transferred to the rudder The rudder stock is provided with a grease lubrication system comprising
grease container and pump unit. This is set to operate at regular intervals to Bridge Control Panels
stock/rudder by means of a ‘keyless’ frictional connection between the rotor
hub and the rudder stock taper. ensure that the rudder stock bearings are adequately lubricated. The bridge is equipped with one control panel that has been detailed in
illustration 2.10b and in addition to being able to start and stop the pumps can
The housing is divided into two cylinders (four chambers) by means of two Automatic Lock Valves also provide the following alarms and indications:
stoppers which are bolted into the housing. Oil flows into and out of the • Motor overload alarm (pump 1 and 2)
The automatic lock valves are mounted on and connected to the steering gear
operating chambers formed between the vanes and stoppers via passageways
actuator. The valves close when there is no oil supply to the actuator and • Motor phase failure alarm (pump 1 and 2)
in the stoppers and the rotor. These passageways connect with the oil supply
prevent movement of oil into or out of the actuator so locking it in the position
and vent lines and they are opened and blocked by means of automatic lock • Power supply failure alarm (pump 1 and 2)
it has taken. When the next rudder movement is requested, the solenoid valves
valves bolted to the actuator. There are two automatic lock valves, one fitted
on the power pack operate and oil flows to the actuator. The pressure opens the • Low hydraulic oil level alarm (pump 1 and 2)
to each pump unit inlet. The sealing system consists of synthetic oil resistant
automatic lock valve and the rudder can turn once more. The automatic lock • Hydraulic lock alarm (pump 1 and 2)
material resting in seal grooves, effectively preventing internal leakages and
valves also serve to automatically close in the event of a pump failure or an
gland seals which prevent external leakage. • Clogged filter alarm (pump 1 and 2)
external failure of the system pipework and will hold the actuator steady until
The pump solenoid valves are controlled by the steering unit, located on the the standby pump has started and taken over the operation. • Common tank low oil level alarm
bridge, or by the autopilot. The demand for a rudder movement from either • Panel test button
location causes the solenoid valves of the operating pump(s) to be activated,
sending oil to the space on one side of the vane and venting the space on the • Alarm acknowledgement button

F T N AV I E R A
• Panel dimmer switch should one pump fail. If a change of duty pump is required, the standby pump c) Start one hydraulic pump and listen for any abnormal noises.
must be started before the running pump is stopped. The STOP position on Check the system over for leaks.
The AUDIBLE alarm pushbutton is pressed once to silence the alarm and a the local starter is used to prevent unintentional starting when maintenance is
second time to clear/accept the alarm condition. The TEST button will test all being undertaken. d) Check the rudder stock grease lubrication system and fill the
alarm lamps and the panel buzzer on the bridge whilst it is pressed. container as necessary; start the system.
The LOCAL position is used when a functional test on the steering gear is to e) Prior to departure, start the second pump and check its operation
Also fitted to the panel are high/low rudder angle pushbuttons for the two be undertaken or emergency operation of the steering gear is required. in the same manner as with the first pump.
pumps and an override facility. The purpose of this function to be established
onboard as no information provided. f) Carry out pre-departure checks in accordance with company
Emergency Operation of the Steering Gear
standard procedures. During these checks the system must be
Illustration 2.10b Steering Gear Control Panel Should there be a failure of the bridge steering system, the steering gear can be operated from the bridge and witnessed by the duty engineer in
operated locally from within the steering gear compartment. Both the steering the steering gear compartment.
STOP START/RUN START/RUN STOP
OVERLOAD PHASE POWER POWER LOW LOW
gear pumps must be switched to the LOCAL control position on the starter
PUMP 1 PUMP 1 PUMP 2 PUMP 2
PUMP 1
FAILURE
PUMP 1
FAILURE
POWER 1
FAILURE
CONTROL 1
OIL LEVEL
PUMP 1
panels. g) When satisfied that the equipment is working satisfactorily,
AUTOSTART
PUMP 1
AUTOSTART
OVERLOAD PHASE
FAILURE
POWER
FAILURE
POWER
FAILURE
LOW LOW
OIL LEVEL switch the local starter panels over to REMOTE control.
PUMP 2 PUMP 2 PUMP 2 POWER 2 CONTROL 2 PUMP 2
(Note: Only one hydraulic pump should be operated when on local emergency
HYDRAULIC HYDRAULIC COMMON CLOGGED CLOGGED
LOCK LOCK LOW FILTER FILTER control.)
MANUAL
BY-PASS
SYSTEM 1
BY-PASSED
MANUAL
BY-PASSED
SYSTEM 2
BY-PASSED
PUMP 1 PUMP 2 OIL LEVEL PUMP 1 PUMP 2
Procedure for Adding Oil to the Steering Gear System
SYSTEM 1 SYSTEM 2
Steering instructions will be sent to the steering gear compartment through
the sound powered telephone and the steering gear controlled locally using As described earlier, the hydraulic power pack is made up of three tanks. The
the manual controls on the manoeuvring solenoid valves. The emergency centre tank has an approximate capacity of 2,800 litres and is used to store
MANUAL SYSTEM controls are actuated by inserting a ‘T’ handle into the end of the valve and spare hydraulic oil. The tank is connected by valves, pipework and a small
SYSTEM
SEPARATE
SEPARATED
PANEL
AUDIBLE pushing until the internal spool moves, so directing oil from the pump to the semi-rotary hand pump to the two tanks with the submerged pumps. Should
TEST
rudder actuator. Putting the handle into the other side of the valve and pressing the oil level fall in either of these tanks, the valves from the storage tank can
inwards will reverse the direction of the rudder. A read out of the rudder angle be lined up and oil transferred accordingly by hand.
OVERRIDE
LOW RUDDER
LOW RUDDER
ANGLE
LOW RUDDER
ANGLE
can be obtained by viewing the mechanical rudder angle indicator bolted to the
ANGLE PUMP 1 PUMP 2
top of the actuator. When the storage tank is empty, it can be filled through a filling connection on
HIGH RUDDER
ANGLE
LOW RUDDER
ANGLE
the top of the tank. Any oil transfer to the storage tank should be done with a
small transfer pump that is fitted with a suitable filter. Oil should not be poured
PUMP 1 PUMP 2
Rudder Angle Indicator System directly from a drum.

Engine Control Room Panel The rudder angle indicators must be correctly zeroed when the rudder is in the
neutral/midships position. A check must be made at weekly intervals to ensure (Authors Note: Check information in red italics for accuracy)
The engine control room is also equipped with an alarm panel that is identical that the rudder indicators on the bridge and bridge wings are reading correctly
to that fitted on the bridge with the exception that the steering gear pumps and the angle indicators adjusted as required.
cannot be started or stopped from this position. Should it be necessary for an
engineer to start a steering gear pump it must be done locally from the steering Details of the adjustment procedure are given in the steering gear manual and
gear flat. they must be followed precisely to ensure accuracy.
Steering Gear Compartment Starters

Procedure for Putting the Steering Gear into Operation
Two starter panels for the hydraulic pumps are fitted to the framework of the
hydraulic power pack. The starters are Direct On Line (DOL) and are equipped The procedure for making the steering gear operational is as follows:
with REMOTE/STOP/LOCAL control switches, ammeters, hour running Photograph of emergency steering solenoid valve block to insert here
meters and automatic standby facilities. Under normal operational conditions a) Check the oil level in the steering gear tanks and replenish as
the switch should be set in the REMOTE position which will give control of necessary.
the steering gear to the bridge.
b) Check the return oil filters are not clogged by viewing the local
During routine sea passages only one hydraulic pump will be required to differential gauges.
provide control of the rudder. When manoeuvring, both pumps should be
running as this will improve response times and provide a degree of redundancy

2.11 Electrical Power Generators
2.11.1 Turbine Generators
2.11.2 Diesel Generator
2.11.3 Emergency Diesel Generator
Illustrations
2.11.2a Diesel Generator - Schematic

F T N AV I E R A
2.11 ELECTRICAL POWER GENERATORS The clearances between the labyrinth edges and the rotor are minimised to Cooling of the LO and the generator windings is supplied from the central
reduce steam leakage between the inner (high gland steam pressure) areas and fresh water cooling system. In an emergency the generator windings can be
2.11.1 TURBINE GENERATORS the outer (low gland steam pressure) areas. Adjacent axial clearance between cooled by opening the covers and allowing air to pass through, drawn in by the
the rotor and the labyrinths allow for the designed relative axial movement and fan mounted on the generator rotor shaft.
expansion between the rotor and the casing.
Specification
Alarms and Trips
Maker: Mitsubishi Heavy Industries Ltd Steam is supplied to the glands from a gland steam receiver mounted adjacent
to the turbine. Where the turbine internal steam pressure is higher than the The trip valve protects the turbine in the event of a serious problem by closing
No. of units: 2
pressure in the gland housing, steam will enter the series of diaphragms from and immediately shutting off the steam to the turbine. The trip valve is held
Type: AT42CT-B open mechanically by a tripping mechanism. The tripping mechanism is
the turbine, as well as supplying the gland steam receiver and is effectively
Details: Single cylinder, impulse, multistage, condensing throttled across each stage causing its pressure to drop. The gland steam activated by hydraulically operated tripping cylinder In the event of a trip
Rated output: 3,150kW receiver is connected to the inner sections of the glands so that the steam condition occurring, the oil supply to the tripping cylinder is cut off, moving
Main steam pressure: 59.8kg/cm2 supplied will pass outwards and is led away from the outer glands to the an internal piston which is directly connected via a mechanical linkage to the
packing steam receiver and from there it is dumped to the main condenser by tripping mechanism on the stop valve. This action trips the stop valve.
Main steam temperature: 510°C
the system controller.
Exhaust vacuum: 722mmHg The following table details the protective alarm and trip and set points:
Revolutions: 10,036 rpm Where the pressure in the gland housing is greater than the internal turbine
Governor: Woodward UG-8D pressure at the shaft exit point, the steam available from the gland steam Item Alarm Set Point Trip Set Point
Direction of rotation: Clockwise viewed from alternator end receiver will be drawn through the gland, effectively sealing it and preventing
Mechanical overspeed 1,962-1,998 rpm
the ingress of air. The need for the steam to make-up or spill changes with the
Number of stages: 6
turbine load, i.e. at high load the steam will generally be spilt out of the system High exhaust pressure (vacuum mode) 400±50mmHgv 200±50mmHgv
Gearing: Single reduction, single helical and at low loads the packing steam will need to be made up. Steam from the Sentinel valve 0.30kg/cm2
Alternator revolutions: 1,800 rpm outer stages of the labyrinth is led to the main gland steam condenser. Due
Frequency: 60Hz to the make-up and spill operation of the controller on the inner glands, the LO pressure 0.40±0.05kg/cm2
Voltage: 3,300V pressure of the steam at the leak off point is always positive. LO supply temperature 50°C
Power factor: 0.8 Bearing temperatures 75°C
The reduction gear is of the single reduction, single helical type, the turbine
pinion being solid and used to drive the main LO pump and governor gear Turbine rotor axial movement 0.55mm 0.7mm
Description at one end. The gearing is supported by four oil lubricated bearings. The
Turbine rotor vibration 50um 80um
alternating current (AC) generator has four poles and is connected to the gear
The Mitsubishi AT42CT-B turbine generator consists of the steam turbine, by a flexible coupling at its shaft end. LO sump level -150±20mm
reduction gear, alternating current generator and auxiliaries mounted on a Gland steam low pressure Under 0.03kg/cm2
common bedplate. The bedplate incorporates the lubricating oil (LO) sump The LO system is supplied from a motor driven priming pump when the turbine
is stopped or starting up. The priming pump starts when the LO pressure falls LO strainer differential 0.4kg/cm2
tank. The steam turbine is of the six stage impulse type with a hydraulic
constant speed governor controlling steam flow. The steam passes through a to 0.6kg/cm2 and cuts out when the turbine reaches 0.85kg/cm2. A gear-driven
trip valve, designed to shut off the steam instantly should a trip condition occur integral LO pump supplies the system when the turbine is running normally.
and then through the nozzle control valves. The turbines normally exhaust to The pressure is regulated to the bearings and gears by a regulating valve, full
the main condenser under vacuum conditions but can be set to exhaust to the delivery oil pressure is supplied to the trip valve.
auxiliary condenser.
The governing system consists of a Woodward UG-8D governor, actuator,
Labyrinth type seals are used at the end of the turbine rotors to prevent the hydraulic servomotor and turbine nozzle valve. The governor has a very fast
steam in these regions from leaking to atmosphere and, more importantly, to response to load change and is designed to prevent the turbine overspeeding
prevent air from entering the turbine where its internal pressure is less than even in the event of the generator circuit breaker tripping. The governor reacts
atmospheric. The seals are formed by radially slotting sections of labyrinth to changes in speed by moving a linkage to the hydraulic servomotor which in
into the packing rings, which themselves are likewise slotted radially into the turn opens or closes the steam inlet to the turbine nozzles.
turbine upper and lower casings. The peak and trough edges of these labyrinths
are located adjacent to corresponding square radial grooves machined into the (Author’s Note: Diagram of control panel mentions turning gear. Not shown or
rotor shaft. mentioned anywhere else. Is it fitted? Description needed if it is.)

F T N AV I E R A
Operating Procedure, Using No.1 Turbine Generator k) Slowly open the main trip valve by hand. The turbine will start Procedure to Stop the Turbine Generator
to turn.
The LO priming pump is permanently on AUTO and the turning gear is Disconnect the generator from the main switchboard by clicking on the TG
permanently in use. Confirm that the bearing oil pressure is between 5 and l) Run the turbine at 400 rpm for about 20 minutes to allow icon on the IAS screen to call up the menu. Click on DISCONNECT on the
6kg/cm2. Check and top up the LO sump tank as necessary. Open all line and thorough warming through. Continue to check for unusual menu and the generator will disconnect from the main switchboard.
turbine drains fully. Ensure that the appropriate condenser is in operation. noises or problems with any ancillary systems.
a) Shut the main trip valve by operating one of the trip functions.
a) Open the cooling water valves in and out of the generator m) Gradually increase the turbine speed, taking a total of about This gives a good opportunity to test the function of the trips,
windings cooler and the LO cooler (see section 2.4.1 Central 15 minutes to reach full speed. Avoid lingering around the operate a different one each time the turbine is stopped.
Fresh Water Cooling System)KEV?. Vent any air from the critical speed zone of 1,050 rpm. Confirm that the LO priming
coolers. pump stops. Observe the governor linkage moving down when b) Confirm that the LO priming pump starts as the set slows
the governor takes control. When the main trip valve is fully down.
b) Open the inlet valve SS09. Commence warming through by opened, shut it back in about half a turn to prevent it jamming.
opening the bypass valve on the main steam stop valve SS05. c) Shut the stop steam valve SS05 and the inlet valve SS09.
n) Close the steam line drains and the main steam stop bypass
Observe the gradual rise in the steam line temperature and pressure. This will valve. d) Open all the drains.
warm through, drain and slowly bring the system up to working pressure and
temperature as far as the governor valve. Close in the drain valves slowly, but o) Reset the trips at the IAS screen. e) Close the exhaust valve ES05 to the main condenser.
not completely.
Connect the generator to the main switchboard by clicking on the TG icon on f) Once the turbine stops engage and start the turning gear.
c) With the gland steam system operational (see section 2.1.6 the IAS screen to call up the menu. Click on the CONNECT icon on the menu
Gland Packing and Leak-Off System), check that all the drain and the generator will automatically parallel with the main switchboard. g) Close the gland steam make-up and spill control outlet valves
traps on the system are open. by reducing the set point to zero.
d) Slowly open the gland steam make-up and spill control inlet
Procedure for Manual Generator Connection h) Close the gland steam make-up control valve inlet isolating
valve BS11 together with the outlet valve ES6. valve BS11.
The generator can also be connected manually at the main switchboard panel
by using the following procedure:
e) Set the gland steam controller to 1.4kg/cm2. i) Close the gland steam spill control valve inlet isolating valve
ES6.
a) Turn the remote/auto switch to the LM (Local Manual)
f) When full steam pressure is achieved, slowly open the main
position.
stop valve SS05 and close the bypass valve. Check that all the
instrumentation and gauges are open and reading zero when
b) Lower or raise the generator speed until the synchroniser light
appropriate.
slowly revolves in the + direction.
g) Open the bypass valve ES11 around the motorised exhaust
c) Turn the breaker trip/close switch to the CLOSE position
valve ES5 to the main condenser.
to connect the generator to the main switchboard when the
synchroniser light passes the top position.
This allows the vacuum to develop with in the system without adversely
affecting the main condenser vacuum. Check that the main condenser vacuum
d) Turn the remote/auto switch to RA (remote/auto) position to
does not fall significantly.
allow the IAS to control the generator and balance the load with
the No.2 turbine generator.
h) When the vacuum on the local gauge registers -0.7kg/cm2,
operate the motorised exhaust valve ES5 on the local panel
TRUE?. Close the exhaust valve bypass valve ES11.
i) Stop the turning gear motor and disengage the turning gear.
j) Reset the trips by pressing the TRIP RESET pushbutton on the

local control panel, the lamp should go out.

F T N AV I E R A
Illustration 2.11.2a Diesel Generator - Schematic Starting Air and Lubricating Oil
From Fresh Water To Fresh Water

Cooling System Cooling System
Blocking Valve, when

Crankcase Air Vent Turning Gear Engaged
Lubricating Oil
Cooler Pressure Regulating Valve
TI TI
Starting Booster
TI TE TI
for Speed Governor Starting Air
Distributor
Starting Air Valve
Alternator in Cylinder Head
T To Speed Governor
Fine Thermostatic Pneumatic Cylinder at each Injection Pump
Filter PDI Valve Centrifugal
Filter
PDS
PI PS PT
M Flame
Starting Fuel Limiter Arrester
PSZ
PI
Starting Air Master
Air Solenoid Valve
Filter
PT
Sump Tank
LS
Main Charge Air Pressure Automatic

Lubricating Oil Lubricating Oil Shut-Off Valve Control Valve Drain Valve AS AS
from Purifier Pump 005F 006F
and Filling Lubricating Oil Air
to Purifier Container
Prelubricating Oil
and Drain
Pump
INTERNAL LUBRICATING OIL SYSTEM INTERNAL STARTING AIR SYSTEM From Starting
Air System
Key
Lubricating Oil
Air
Electrical Signal
Instrumentation

F T N AV I E R A
2.11.2 DIESEL GENERATOR A starting air distributor directs pilot air to each of the cylinder starting valves The low temperature fresh water cooling pump circulates water through the
in order to actuate the valve and direct compressed air into the cylinder for charge air cooler, lubricating oil cooler and HT cooler. The low temperature
Maker: Wartsila starting. cooling water circuit also has a thermostatically controlled three-way valve.
Type: Vasa 32 (9R32LND) This valve circulates water back to the low temperature cooling water pump
The master starting air solenoid is activated when the start signal is sent by the suction bypassing the HT cooler. If the temperature is above the normal
No. of cylinders: 9
power management system for an automatic start or a manual start is initiated. set temperature the valve allows some of the water to flow to the central
Bore: 320mm The master solenoid valve directs main air to the cylinder starting valve and cooling system and the low temperature pump draws some water from the
Stroke: 350mm pilot air to the starting air distributor. A flame arrester is located in the main air low temperature system. This maintains the correct temperature in the low
Speed: 720 rpm supply line to the cylinder starting valves. temperature cooling fresh water system. (see section 2.5 Fresh Water Cooling
Capacity: 3,330kW System.)
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
Turbocharger Fuel System
remotely or automatically. The engine cannot be started whilst the turning gear
Maker: Brown Boveri is engaged. The engine fuel oil supply rail is supplied from the generator engine fuel oil
Type: BBC VTR 354P-11 preparation and supply system. The generator engine is supplied with marine
CAUTION diesel oil (MDO) from the MDO daily use tank. The high pressure fuel injection
This starting air valve solenoid pushbutton must not be operated whilst pumps take suction from the fuel supply rail which is supplied by gravity from
Governor the engine is running. the MDO daily use tank via a set of filters, flow meter and preheater and pulse
Maker: Woodward damper. Each cylinder has an injection pump which delivers the fuel oil under
Type: PG-EG58 In an emergency the air starter can be activated by means of the manually high pressure through the injection pipe to its associated injection valve. Cams
operated valve. In this case the automatic speed detection and air start on the camshaft operate the injection pumps.
deactivation system is inoperative and when the engine fires the valve must be
Alternator
manually closed in order to prevent engine overspeed.
Maker: ABB
Lubricating Oil System
Type: AMG900
Turbocharger System All running gear of the engine is force lubricated by the engine driven gear
Capacity:
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger type pump. The pistons are also supplied by oil as a cooling medium. A
draws air from the engine room via a suction filter and passes it through a prelubrication pump is also fitted to supply oil to the bearings and other
Introduction charge air cooler, before supplying the individual cylinders via the air box. 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
There is one 3,330kW capacity diesel generator, operating in the medium up lubricating oil pressure. The prelubricating pump is normally switched to
Cooling Water System
speed range, which supplies electrical power for the ship. automatic mode when the engine is selected for standby. The prelubricating
All cooling water requirements for the generator engine is provided by water pump stops automatically when the engine is running and the main lubrication
The engine is of the unidirectional trunk piston type, has nine in-line cylinders, from the low temperature central fresh water cooling system. pump is delivering oil.
is turbocharged, operates on the four stroke cycle and is normally powered by
marine diesel oil. The engine is cooled by a closed circuit fresh water cooling system, connected The engine driven pump and the electrically driven prelubrication pump both
to the ship’s central fresh water cooling system. The generator engine’s take suction from the engine sump and discharge through a cooler an automatic
The diesel generator is used as required and is on automatic standby when cooling system is divided into high temperature (HT) and low temperature filter to the engine oil supply rail. The temperature is controlled by a three-way
stopped. Under normal circumstances the turbine generators supply electrical (LT) circuits. temperature control valve, which regulates how much of the oil passes through
power and the diesel generator is set to cut in should the turbine generators fail the cooler.
to meet the electrical demand, or is started if the turbine generators are shut The engine driven jacket (high temperature) cooling water pump, discharges
down for any reason. through the engine jacket and cylinder head cooling water spaces and the The main lubricating oil filter is supplemented by a bypass centrifugal filter
turbocharger. At the outlet from the engine the water flows to a thermostatically mounted at the engine base frame. During operation a part of the lubricating
operated valve which maintains the HT cooling circuit at the correct oil supplied from the engine driven lubricating oil pump enters the centrifugal
Starting Air System temperature. If the temperature of the cooling water leaving the engine is below filter and returns to the oil sump in the base frame. The filter is driven by the
The engine is started by means of starting air valves located in the cylinder the normal operating temperature, the thermostat bypasses the HT cooler and oil supply. The filter relies on centrifugal force and can remove high-density
covers. A blocking valve prevents the air start system from operating when the directs the cooling water back to the pump suction. When the cooling water sub micron particles.
turning gear is engaged. outlet temperature reaches the operating temperature, the thermostat will
begin to direct the water through the HT cooler, thus maintaining a constant
temperature.

F T N AV I E R A
Procedure to Prepare a Diesel Generator for Starting m) Check that all fuel pump control linkages are free to move Procedure to Manually Stop the Diesel Generator Engine
Author`s Note: Check of actual controls is required on board to ensure correct full distance and return to their original stop positions when
naming. The location of the local control panel should be inserted: photos of released. a) Before stopping, run the engine off load for a few minutes for
the local panel and engine side panel would be useful. cooling down purposes.
n) Switch the engine to AUTOMATIC operation.
b) Actuate the local stop device.
Procedure to Prepare the Diesel Generator for Starting
Procedure to Start the Diesel Generator Engine Locally Under normal circumstances the engines should be set to AUTOMATIC
a) Set the engine to LOCAL control. operation so that they may be started and stopped by the power management
a) Ensure that the engine is ready for starting by completing the system (PMS) to allow for automatic operation of the electrical power
b) Set up the fuel oil service system as described in section 2.6.2. procedure above. supply.
c) Set up the central fresh water cooling system as in section b) At the local control panel turn the selector switch from
2.4.1. REMOTE to LOCAL and manually start the engine by pressing Emergency Stops
the pushbutton on the main starting valve. Allow it to run up to The engine is automatically shut down in the event of:
d) Check the level of oil in the sump and top up as necessary with normal speed.
the correct grade of oil. • Low lubricating oil pressure - ???kPa
(Note: A pneumatically operated start fuel limiter optimises fuel injection • Cooling water outlet high temperature - ???°C
e) Switch the generator engine prelubricating oil pump to during the acceleration period; the speed of the engine controls the
• Overspeed - 792 rpm
AUTOMATIC operation and check that the lubricating oil start fuel limiter.)
pressure builds up. The engine should be prelubricated at least
The engine is fitted with a number of alarms for various systems such
2 minutes prior to start. c) Make a thorough check of the engine to ensure that there are
as lubricating oil pressure and temperature, cooling water pressure and
no leaks and the engine is running smoothly and firing on all
temperature, charge air temperature, etc.
f) Check the pressure before and after the filters. cylinders.
g) Check the governor oil level. d) Check that the LO pressures and temperatures are normal. Engine Control
h) Check the air pressure in the starting air reservoir. e) Check that the pressure drop across the filters is normal. The diesel generator starting and stopping is normally controlled by the power
management system. See section 2.12.2 for details.
i) Turn the engine at least one complete revolution using the f) Check that the FO pressure and temperature is normal.
turning gear with the cylinder indicator cocks open. Remove
the turning gear. g) Connect the generator engine to the switchboard.
j) Vent the jacket cooling water space. h) Ensure that the engine temperatures and pressures remain
within normal limits as the load is applied to the engine and the
If any part of the engine has been drained for overhaul or maintenance, check engine heats up.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. i) Check the exhaust gas temperatures for deviation from normal.
k) Open the vent on the cooling water outlet line on the generator j) Check the exhaust gas for smoke.
air cooler, and close it again when all air has been expelled.
k) Keep the charge air temperature under control.
If maintenance work has been carried out on the engine, start the engine locally
as below, prior to switching the engine to automatic operation.
l) Check that all fuel pump indexes are at index ‘0’, when the
regulating shaft is in the STOP position.

F T N AV I E R A
2.11.3 EMERGENCY DIESEL GENERATOR An emergency air starting system is also provided; a starting air reservoir c) Check the level of LO in the engine sump and top up as
supplies air to the starting air motor which drives the toothed rim of the necessary with the correct grade of oil.
flywheel by means of a pinion.
Introduction d) Check the level of water in the radiator and top up as necessary
The Basler Digital Excitation Control System (DECS) controls the emergency with clean distilled water.
Engine generator unit, regulating the voltage and frequency of the supply generated.
Maker: Demp MAN 12 cylinder V-type The emergency generator control panel provides monitoring information of the e) Check the level of DO in the emergency generator diesel
Type: D2842 LE 201 emergency generator. oil service tank and top up as required. The fuel heater will
Bore: 128mm maintain a correct fuel temperature when the emergency
The local panel has a number of LEDs which illuminate to indicate the status generator control is in the ON position.
Stroke: 142mm
of various operating parameters (Photograph of the local panel is needed).
Output: 600kW at a continuous speed of 1,800 rpm An alphanumeric display allows for adjustment and parameter readout whilst f) Ensure the fuel oil supply valve to the diesel engine is open.
arrow and selector pushbuttons allow for scrolling through parameters and the This valve is normally left open when the engine is stopped.
Alternator selection of values.
Maker: ABB g) Ensure that the starting battery is fully charged.
The Selco M2000 emergency generator control panel allows for selection of the
Model: AMG 400 S4
operating mode and for local starting of the emergency generator. (Photograph h) Turn the operation switch on the emergency generator local
Output: 450V, 60Hz, 570kW, 713kVA at pf 0.8 of the local control panel is needed) Normally the emergency generator will panel to the AUTO position, this will allow for emergency
be selected for automatic starting so that it operates automatically in the event starting should the main electrical power system fail. When
The emergency diesel generator is a self-contained diesel engine located in the of the failure of the main electrical supply system. At the panel the emergency normal electrical power is restored the emergency generator
emergency generator engine room located on the starboard side of the engine generator may be selected for automatic or manual start and for electric or air will stop automatically.
room funnel casing, deck 29,000m. start when in local control.
i) Check the alarm panel on the control panel to ensure that there
The generator set will start automatically on power failure from the main The fuel system is fitted with an electrically powered fuel heater, located are no alarm conditions. Press the TEST and RESET buttons on
electrical supply system and couple to the emergency switchboard to maintain between the fuel tank and the engine fuel pump. the alarm control panel.
an electrical supply to essential services.
The engine should be started once a week and run up to full load monthly.
The generator set will also be used to get the ship under power from dead ship Whenever the engine has been started, the diesel oil tank must be checked and Procedure to Manually Start the Emergency Diesel Engine
condition. It will enable power to be supplied to essential services selectively refilled if the level has dropped to or below the 24 hour operation level. The (Using the Electric Starter)
without the need for external services such as starting air, fuel oil supply and diesel oil tank has a capacity to allow the generator to run for 24 hours on full
cooling water. load. The tank has level monitoring which generates High level, Low level and a) Ensure that the engine OFF/AUTO/MAN switch is turned to
Low-Low level alarms. The tank is larger than the SOLAS requirement so that the MAN position at the control panel and that the ELECTRIC/
The engine is a 12 cylinder V-type turbocharged engine with a self-contained other equipment, such as the XXX, can be supplied. The tank has a level switch AIR switch is turned to the ELECTRIC position. Check that
cooling water system. The cooling water is radiator cooled and circulated which shuts down this equipment when activated. the NORMAL/EMERGENCY switch is in the NORMAL
by an engine driven pump. A thermostat maintains the correct water outlet position.
temperature from the engine. Air is drawn across the radiator by an engine
driven fan. Procedure to Prepare the Emergency Diesel Engine for b) Check the LO, cooling water and fuel as in the procedure for
Automatic Starting automatic start.
The cooling water is circulated by an engine driven pump, which also supplies
cooling fresh water to the lubricating oil cooler. a) Ensure that there is power at the emergency generator control c) Press the START/STOP button on the alarm control panel, the
panel by checking that the POWER ON light is illuminated. engine will now run up to speed. The LED1 will flash until the
The engine running gear is force lubricated, an engine driven gear pump engine fires and when the electric starter disengages the LED1
drawing oil from the integral sump and pumping it through the cooler, then b) The engine OFF/AUTO/MAN switch is turned to the MAN will have a steady illumination. (CHECK that the starter
through a filter before being supplied to the lubricating oil rail. position to prevent starting of the engine whilst checking is panel has these LEDS) The emergency generator is now
taking place. Ensure that the ELECTRIC/AIR switch is turned running.
The engine is normally started by means of an electric starter motor, power to the ELECTRIC position so that the electric starter will
being supplied by batteries which are on constant charge while the ship is in initiate the starting of the engine. Check that the NORMAL/ d) Check that the engine is running smoothly. Check the engine
service. EMERGENCY switch is in the NORMAL position. oil pressure, cooling water pressure and rpm, investigate any
abnormalities.

F T N AV I E R A
e) After the run period, press the START/STOP button on the
alarm control panel, the engine will now shut down.
f) When the engine has stopped, check that the heater switches
on. Turn the control switch to the AUTO position to restore the
engine to automatic standby.
Procedure to Manually Start the Emergency Diesel Engine
(Using the Air Starter)
a) Ensure that the OFF/AUTO/MAN engine selector switch

is turned to the OFF position at the control panel and the
NORMAL/EMERGENCY switch is in the NORMAL
position.
b) Unbolt the electric starter from its housing and replace it

with the air starter unit. Ensure the air starter is secure in the
housing.
c) Ensure that the air receiver is fully charged and that the air hose
to the air starter is secure.
d) Observe all the checks as for automatic start.
e) Turn the ELECTRIC/AIR selector switch to the AIR position.
f) Open the air valve to the air starter.
g) Turn the OFF/AUTO/MAN switch to the MAN position.
h) Start the emergency generator at the Selco panel by pressing the

START/STOP pushbutton.
i) Allow the engine to run and connect it to the switchboard if

required.
j) To stop the engine turn the selector switch to the OFF position
or press the START/STOP pushbutton.
k) Restore the electric starter and set the engine to AUTO operation
with the electric starter.
Procedure for Air Starting with Total Battery Power Loss
a) Connect the air starter as above and turn the NORMAL/

EMERGENCY selector switch to the EMERGENCY position.
b) Remove the blocking plate on the air starter by means of a 3mm

allen key and start the engine at the air starter.

2.12 Electrical Power Distribution Illustrations
2.12.1 Electrical Equipment 2.12.1a Main Electrical Network
2.12.2 Main Switchboard and Generator Operation 2.12.2a Switchboard Generator Control Panels
2.12.3 Electrical Distribution 2.12.2b Generator Control/Power Management System
2.12.4 Shore Power 2.12.2c IAS Power Management System Mimic
2.12.5 Main Alternators 2.12.3a Main 440V Distribution
2.12.6 Emergency Alternator 2.12.3b Engine Room Switchboard 440V Distribution
2.12.7 Preferential Tripping and Sequential Restart 2.12.3c Deck Switchboard 440V Distribution
2.12.8 24 Volt Battery System and Uninterruptible Power Supply 2.12.3d Main 220V Distribution
2.12.9 Cathodic Protection System 2.12.3e Emergency 440V and 220V Distribution
2.12.4a Shore Power
2.12.5a Main Alternator
2.12.6a Emergency Alternator
2.12.7a Preferential Tripping
2.12.8a Emergency Battery Charging and 24V Distribution
2.12.9a Cathodic Protection System

F T N AV I E R A
Illustration 2.12.1a Main Electrical Network No.1 Diesel No.2
Turbine Generator TG1 DG Generator TG2 Turbine Generator
3150kW 3150kW 3150kW
3300V Main Switchboard (Port) 3300V Main Switchboard (Starboard)
Auto/
Transformer
Soft Main Transformer Port Starter Soft
Main Transformer Stbd
Starter 3000kVA AC3300/440V Starter
CP1 CP2 CP3 CP4 HDC BT 3000kVA AC3300/440V HDC CP5 CP6 CP7 CP8
Earthing Cargo Cargo Cargo Cargo HD Auto/ Bow HD Auto/ Cargo Cargo Cargo Cargo Earthing
Transformer Pump Pump Pump Pump Compressor Transformer Thruster Compressor Transformer Pump Pump Pump Pump Transformer
(Port) No.1 No.1 No.1 No.1 (Port) (Starboard) No.2 No.2 No.2 No.2 (Starboard)
Tank No.1 Tank No.2 Tank No.3 Tank No.4 Tank No.1 Tank No.2 Tank No.3 Tank No.4
LD LD
Galley / Laundry AF
LDC Compressor WP
Compressor LDC
Engine and (Port) (Starboard) Engine and
Transformer 440V Cargo Starters Cargo Starters Transformer
Normal Lighting Frequency Frequency Converter Frequency Normal Lighting
440V Converter Converter
440V / 220V 440V / 220V

Engine 24V
Engine Room Main Switchboard Main Switchboard Deck
Switchboard 440V (Port) (Starboard) Switchboard 440V
Shore Shore
Connection Connection
No.1 No.2
Steering Gear Pump Steering Gear Pump
Accommodation Lights
Steering
Gear
220V
Emergency
Generator Transformer
G
Emergency Lighting
Key
TG1 Generator Transformer

24V
220V 3,300 Volts 220V 220V
440V 220V
Circuit Breaker Navigation Transit
440/220/24 Volts Aid Equipment Navigation Equipment
Radio
Emergency Switchboard
24V

F T N AV I E R A
2.12 ELECTRICAL POWER DISTRIBUTION closed loop in the network on the primary side of the main • Panel 20, the starboard high duty (HD) compressor automatic
transformers. If in local control, the breakers are interlocked to transformer starter
2.12.1 ELECTRICAL EQUIPMENT prevent this situation.
• Panel 21, the No.5 and No.6 cargo pumps bypass control and
feeder for the starboard soft starter group
The tie lines provide both redundancy and supply continuity in the event of
Generating Plant • Panel 22, the No.5 and No.6 cargo pumps start control and
any system failures.
The electrical power generating plant consists of the following: interconnection for the soft starter to the port switchboard
3.3kV Main Switchboards • Panel 23, the No.7 and No.8 cargo pumps’ start control
Main Steam Turbine Generator • Panel 24, the No.7 and No.8 cargo pumps’ bypass control
The 3.3kV system consists of two ABB SACE switchboards, connected by two
No. of sets: 2 transfer breakers.
Rating: 3,300V AC, 3 phase, 60Hz, 3,150kW, 689.3A, The main 3.3kV turbine generator panels and diesel generator panels are
The port main 3.3kV switchboard consists of 12 panels numbered 1 to 12. equipped with an ammeter, voltmeter, active power meter (kW), reactive
power meter (kVAR) and power factor meter. The generator panels also have
Main Diesel Generator • Panel 1, the No.1 and No.2 cargo pumps’ bypass control
an operation and display unit for the REM545 generator control unit fitted
No. of sets: 1 • Panel 2, the No.1 and No.2 cargo pumps’ start control (panels 9 and 16, 10 and 15). The bow thruster motors are also protected by
an REM545 (panels 8 and 17). This display unit is the operator interface and
Rating: 3,300V AC, 3 phase, 60Hz, 3,150kW, 689.3A • Panel 3, the No.3 and No.4 cargo pumps’ start control and
display for the generator and power management system (PMS). The 3.3kV/
interconnection for soft starter to the starboard switchboard
440V transformers (panels 7 and 18), transfer breaker cables (panels 12 and
Emergency Diesel Generator • Panel 4, the No.3 and No.4 cargo pumps’ bypass control and 13) and bus bars are protected by REF543 protection, control, measurement
feeder for the port soft starter group and supervision units.
No. of sets: 1
• Panel 5, the port high duty (HD) compressor automatic
Rating: 450V AC, 3 phase, 60Hz, 570kW, 915A, 713kVA. transformer starter The load sharing of the turbine generators and the diesel generator is controlled
from the Integrated Automation System (IAS). The IAS is fed from it own
Only one steam turbine generator is used during normal sea going conditions. • Panel 6, the adaptor panel dedicated Uninterruptible Power Supplies (UPS), which are in turn fed from
Two generators are required when manoeuvring, using the HD compressors • Panel 7, the port 3.3kV/40V transformer supply panel the main and emergency 220V networks.
and unloading cargo.
• Panel 8, the bow thruster direct on line (DOL) starter feed ‘A’
The main control voltage for the operation of the 3.3kV switchboards is 110V
• Panel 9, the diesel generator incomer panel, feed ‘A’ DC supplied from a separate freestanding 110V DC UPS with battery banks.
Power Distribution System
The 110V DC is used for the switchboard control circuits and for the protective
• Panel 10, the No.1 turbine generator incomer panel
From illustration 2.12.1a, it can be seen that the main network consists devices. 230V AC from the emergency supply is also used to supply the 3.3
of two main 3.3kV switchboards, two main 440V switchboards, the 440V • Panel 11, the measuring and synchronising panel kV breaker spring load motors, for switchboard internal lighting and space
emergency switchboard, one engine room 440V switchboard and one deck • Panel 12, the transfer breaker to the starboard main 3.3 kV heating, for insulation monitoring of the cargo pumps during standstill and to
440V switchboard. switchboard supply external space heaters on the 3.3kV consumers. The supply is connected
at the measure/synchronising panel in each switchboard (panels 11 and 14) and
The normal operating condition of the network is as follows: The starboard main 3.3kV switchboard consists of 12 panels numbered 13 to distributed internally in the switchboard.
• The port and starboard main 3.3kV switchboards will be linked, 24:
ie, the bus-tie breakers will be closed effectively forming one • Panel 13, the transfer breaker to the port main 3.3kV 440V and 220V Main Switchboards
3.3kV switchboard. One or both of the turbine generators and/or switchboard The port and starboard main 440V switchboards feed the emergency
the diesel generator can feed the network.
• Panel 14, the measuring and synchronising panel switchboard and also the deck and engine 440V switchboards via motor driven
• The port and starboard main 440V switchboards are fed via the circuit breakers. The main 440V switchboards have 220V sections which are
port and starboard High Voltage (HV) 3,300/440V transformers • Panel 15, the No.2 turbine generator incomer panel fed from the 440V switchboard via two 300kVA transformers.
respectively. • Panel 16, the diesel generator incomer panel, feed ‘B’
• The engine room 440V switchboard and the deck 440V Each 440V and 220V distribution circuit is protected against overcurrent
• Panel 17, the bow thruster direct on line (DOL) starter feed
switchboard can both be fed from breakers on the port and and short circuit by a moulded case circuit breaker. These are fitted on the
‘B’
starboard main 440V switchboards. switchboard or panel board with inverse time overcurrent and instantaneous
• Panel 18, the starboard 3.3kV/440V transformer supply panel short circuit trip units enclosed within the casing.
• Control of the safety interlocks is provided by the Power
Management System (PMS) to prevent an undesirable • Panel 19, the adaptor panel

F T N AV I E R A
Illustration 2.12.1a Main Electrical Network No.1 Diesel No.2
Turbine Generator TG1 DG Generator TG2 Turbine Generator
3150kW 3150kW 3150kW
3300V Main Switchboard (Port) 3300V Main Switchboard (Starboard)
Auto/
Transformer
Soft Main Transformer Port Starter Soft
Main Transformer Stbd
Starter 3000kVA AC3300/440V Starter
CP1 CP2 CP3 CP4 HDC BT 3000kVA AC3300/440V HDC CP5 CP6 CP7 CP8
Earthing Cargo Cargo Cargo Cargo HD Auto/ Bow HD Auto/ Cargo Cargo Cargo Cargo Earthing
Transformer Pump Pump Pump Pump Compressor Transformer Thruster Compressor Transformer Pump Pump Pump Pump Transformer
(Port) No.1 No.1 No.1 No.1 (Port) (Starboard) No.2 No.2 No.2 No.2 (Starboard)
Tank No.1 Tank No.2 Tank No.3 Tank No.4 Tank No.1 Tank No.2 Tank No.3 Tank No.4
LD LD
Galley / Laundry AF
LDC Compressor WP
Compressor LDC
Engine and (Port) (Starboard) Engine and
Transformer 440V Cargo Starters Cargo Starters Transformer
Normal Lighting Frequency Frequency Converter Frequency Normal Lighting
440V Converter Converter
440V / 220V 440V / 220V

Engine 24V
Engine Room Main Switchboard Main Switchboard Deck
Switchboard 440V (Port) (Starboard) Switchboard 440V
Shore Shore
Connection Connection
No.1 No.2
Steering Gear Pump Steering Gear Pump
Accommodation Lights
Steering
Gear
220V
Emergency
Generator Transformer
G
Emergency Lighting
Key
TG1 Generator Transformer

24V
220V 3,300 Volts 220V 220V
440V 220V
Circuit Breaker Navigation Transit
440/220/24 Volts Aid Equipment Navigation Equipment
Radio
24V

F T N AV I E R A
Group starter and distribution boards are provided in suitable locations to Power Management System (PMS) • Automatic blackout restart and connection of generators
supply the various power, heating, lighting, communication and navigation
• Adjustment and storage of operational values, settings and
equipment throughout the vessel. Maker: Kongsberg Simrad alarms via panel display and keypads
It is possible to perform a cold start of the vessel, that is , from total blackout, • The blocking of large motors until the number of running
The PMS controls the load sharing of the turbine generators and the starting,
by backfeeding from the emergency switchboard to the main 440V switchboard. generators is sufficient to supply the motor start current and
connecting and load sharing of the diesel generator. In the event of a blackout
This will provide sufficient power to start the necessary equipment to enable ship’s power demand. In this case, the standby diesel generator
the diesel generator will start automatically if set in standby operation, and feed
running of the turbine generator. (See Section 2.12.2 for procedure). is started and synchronised automatically and shut down once
the main switchboard. If the diesel generator fails, the emergency generator
the low demand is re-established
will start automatically and feed the emergency switchboard.
Large Motor Starters • Frequency, automatic control ensures the supply frequency
The main generators are each fitted with an ABB multi-function protection remains at 60Hz independent of the load
In the port and starboard 3.3kV switchboards, all incomers and feeder breakers/
relay type REM545. These modules are independent of each other and have
vacuum contactors are equipped with an earthing switch on the field side for
their own settings. Utilising an RS-485 connection, they are interfaced with the The REM545 and REF543 (Protection, Control, Measurement and Supervision)
maintenance purposes. The earthing switch is mechanically and electrically
Integrated Automation System (IAS) power management system via a LON units installed in the switchboard front have several facilities for control,
interlocked with the breaker, preventing the breaker from being closed if the
or SPA communications bus. Data from the REM545 units is displayed on the protection and supervision. The front of the unit consists of a display, alarm
earthing switch is connected and vice versa. The 3.3kV bow thruster motor is
relevant IAS generator screen mimic. LEDs and several pushbuttons.
started and stopped using an auto-transformer starter. The 3.3kV cargo pumps
have starting and bypass contact systems as well as a soft starter group start.
This system has various functions to ensure the continuous supply of the Operation of breakers can be performed remotely from the IAS or locally at
ship’s electrical systems. The system automatically controls the generators for the switchboard. For breakers with no synchronising functions, the switching
Standard Motors efficient operation. between local and remote is carried out on the REM/REF unit. When in local
control, open and close commands can be given on the REM/REF unit. For
The 440V motors are generally of the squirrel cage induction type with a
The PMS can start and stop the main diesel generator to provide extra breakers which need synchronising functions (generators, transfer breakers),
standard frame designed for AC 440V three phase 60Hz supply. The exceptions
generating capacity as required. The steam turbine generators cannot be started separate local/remote and open/close switches are provided on the switchboard
are the motors for domestic services and small capacity motors of 0.4kW or
and stopped automatically due to the nature of their local starting and stopping front. For these breakers the REM/REF units must always be set in the LOGIC
less. Where continuously rated motors are used, the overload setting ensures
procedures. position.
the motor trips at 110% of its full load current. The motors in the engine room
are of the totally enclosed fan cooled type.
The PMS performs the following main control functions: The IAS is fed from its own dedicated Uninterruptible Power Supplies (UPS)
which are in turn fed from the 220V main and emergency networks.
440 Volt Starters • Generator control and monitoring
The 440V starters are generally of the Direct On Line (DOL) type, for example • Load dependent start
Sea Water Pump, Fresh Water Cooling Pump, or the Star Delta Starter type, for • Blackout restart
example Ballast Pump, Water Spray Pump.
• Load sharing/net frequency control
(Author’s Note: Presence of group starter boards or individual locally • Start blocking of heavy consumers
positioned starters to confirm.) • Preferential trip
Sequential Restarting
The generator PMS has the following facilities:
Essential service motors, which were in service before a blackout, are started
automatically on recovery of the main bus voltage. They will start according • Short circuit, overcurrent, overload and reverse power tripping
to the predetermined restarting sequence. Motors that were selected for duty protection for the generators and network via operation of the
before the blackout are automatically returned to duty after the blackout. circuit breaker, circuit breaker undervoltage trip or network
Similarly, motors selected for standby are automatically returned to standby. preferential trips
See section 2.12.7 for further information. • Power, voltage, frequency and current measurement (local and
Preference Tripping remote) of the generators and main bus/network
Non-essential loads are interrupted automatically in the case of an overcurrent • Earth monitoring
on any one of the main generators. This provides continuity of supply to the • Control of the number of running generators in accordance with
essential consumers. See section 2.12.7 for further information. the ship’s power demand

F T N AV I E R A
2.12.2 MAIN SWITCHBOARD AND GENERATOR OPERATION Breaker Disconnection for the Diesel Generator Load Dependent Start/Stop
A DISCONNECT command given by the operator will cause an automatic The IAS power management system will always ensure that the correct
POWER MANAGEMENT SYSTEM (PMS) load reduction of the generator, provided the load sharing mode is either number of generators is connected, in accordance with the actual electrical
SYMMETRIC or ASYMMETRIC. When the generator load is less than power consumption. To enable the load dependent start/stop system, the load
10% the PMS will give a signal to the switchboard to trip the generator dependent start and the load dependent stop functions must be switched on and
The Electric Power Plant circuit breaker. If the generator stops due to an automatic stop request, such the main diesel generator set to STANDBY.
as a low load, the generator downloading and breaker trip will be performed
The electric power plant consists of two turbine generators and one diesel automatically, without operator intervention. The load dependent start/stop function is based on the % load (kW) of the
generator. The two turbine generators and the diesel generator are controlled connected generator(s). The table below shows the initial parameters for the
from the Integrated Automation System (IAS). load dependent start/stop function for the main diesel generator.
Interlock of a Generator Breaker Operation
The diesel generator can supply both the port and starboard 3.3kV main The generator breaker will be blocked from closing by the PMS if any of the No. of Generators Start Delay Start Delay Stop Delay
switchboards via breakers to each side. The operator can select on the screen following conditions apply: Connected limit 1 time limit 2 time limit time
which side the diesel generator shall connect to. It is possible to operate all the
breakers on the high voltage switchboard from the IAS. • Generator speed control in manual mode
1 (turbine generator) 84% 30 sec 90% 10 sec
• Bus bar earth knife closed 2 (turbine generator) 86% 30 sec 91% 10 sec 65% 15 min
The two turbine generators cannot be set in standby mode and it is not possible 3 (diesel generator) 60% 15 min
• Generator breaker not ready
to start them from the IAS.
• Generator breaker tripped and blocked (start block must be
manually reset) Start Blocking of Heavy Consumers
Generator Breaker Control
When an electric motor start request is made from the IAS, the PMS will check
When a turbine generator is started and the alternator voltage is established, the Transfer Circuit Breakers whether the available power is sufficient to allow a start of the electric motor. If
alternator can be connected to the switchboard. When receiving a CONNECT not, a standby generator start request is given. When the capacity of the power
The transfer breakers can be operated from the switchboard (local control) and
command from the operator station, the PMS will activate the synchronising plant is sufficient and other start conditions are fulfilled, an electric start order
from the IAS (remote control). Local and remote selection is done via separate
unit which will perform the turbine speed adjustment and volt/frequency/phase is given. If sufficient capacity is not reached within the time-out specified time,
buttons on the switchboard front panel. The REM/REF unit (Protection,
check before closing the circuit breaker. the motor start order is timed-out and the start has failed.
Control, Measurement and Supervision units) must be set to LOGIC mode.
The bus-tie breakers will operate in pairs. Check synchronisers are provided
When closing the circuit breaker onto a dead bus the synchronising unit is The system will prevent more than one heavy consumer starting at a time.
for synchronising the breakers when voltage is present on both sides of the
bypassed by internal HV switchboard logic. To prevent overloading the power generation plant, the PMS will start block
breakers.
the following consumers:
A synchronising time-out alarm is given if the breaker is not closed within 30 Upon a close command from the operator station, the IAS will activate the
seconds or 2 seconds during a blackout. synchronising unit which will perform engine speed adjustment and carry out Description Blocking Limit No. of Generators Time-out
volt/frequency/phase check before closing the breaker. 3.3 kV Main Switchboard Port Side
Breaker Connection for the Diesel Generator
If one or both sides of the bus-tie breaker are without voltage when the close Cargo pump 1 tank 1 450kW 1 120 seconds
It is possible to connect the diesel generator to both the port and starboard command is given, the check synchroniser is bypassed and the breaker is Cargo pump 1 tank 2 450kW 1 120 seconds
3.3kV main switchboards but it cannot be connected to both switchboards at closed immediately. Cargo pump 1 tank 3 450kW 1 120 seconds
the same time. Cargo pump 1 tank 4 450kW 1 120 seconds
The bus-tie breakers work as a pair, so if one breaker trips, the other one in the HD compressor No.1 830kW 1 120 seconds
When the main diesel generator is started, the operator has to select which pair will be opened. In the event that both the 440V switchboards are being fed Ballast pump No.1 340kW 1 120 seconds
side (port or starboard) of the switchboard to connect the diesel generator to from both the 3.3kV switchboards, the 440V supply breakers are allowed to
before closing the breaker. Whichever side is selected the system will send out close for a short time (forty seconds). If no breaker is opened within the eight
a digital signal to switch on the AVR for the side selected. seconds, the last breaker that closed forming the loop will be tripped. This is
true for each of the transformer feeders and the 440V transfer breakers, the
In the event of an automatic start request, from the PMS or the diesel engine last one connected that results in an undesirable closed loop network will be
safety system, the synchronising unit will be activated automatically and the tripped unless another breaker is disconnected within forty seconds.
generator will connect without operator intervention.

F T N AV I E R A
Description Blocking Limit No. of Generators Time-out • Automatic loading of spring on breaker for interconnection with h) Coupling of turbine generator with emergency switchboard for
3.3 kV Main Switchboard Starboard Side main switchboard in |emergency switchboard panel. load transfer, coupling of secondary(440V) of transformer:
• Automatic connection of interconnection breaker to main • Switch relay synchronizing switch to position 2 (Main
Cargo pump 2 tank 1 450kW 1 120 seconds switchboard in emergency switchboard panel Switchboard)
Cargo pump 2 tank 2 450kW 1 120 seconds
Cargo pump 2 tank 3 450kW 1 120 seconds • Selection of breaker control for transformer secondary to
Cargo pump 2 tank 4 450kW 1 120 seconds Warning position 2 (local) (Circuit 1, Main Switchboard)
HD compressor No.2 830kW 1 120 seconds Before feeding main switchboard from emergency switchboard, all
• Adjust turbine generator frequency to match emergency
Ballast pump No.2 340kW 1 120 seconds consumer breakers from main switchboard and emergency switchboard
generator frequency
Ballast pump No.3 340kW 1 120 seconds must be open.
• When the green light in the synchronizing relay is lit, press the
d) Start one boiler: button to connect the transformer secondary supply in parallel
The heavy consumers start block function can be switched on or off from an
with the emergency generator supply
operator station. This is done separately for each switchboard. • Start Control Air Compressor (Circuit 56, Main switchboard)
• Disconnect the interconnection switch between the main
• Start Auxilliary Feed Water Pump (Circuit 12, Emergency
(Note: If the heavy consumers start block is switched off, the consumer will switchboard and the emergency switchboard (Circuit 4, Main
Switchboard)
be started without checking the power available.) Switchboard)
• Start Forced Draught Fan at low speed (Circuit 48 Main
• Change position of key from position 2(Feedback) to position1
switchboard)
Blackout Restart (Normal) at the emergency switchboard
• Start HFO Pump (Circuit 24, Main Switchboard))
• Connect the interconnection switch between the main
In the event of a blackout on the 3.3kV switchboard, the PMS will immediately • Start Boiler Control Panel (Circuit 116, Main switchboard) switchboard and the emergency switchboard (Circuit 4, Main
give a start order to the diesel generator, if set in the standby condition. It will switchboard)
be connected to the dead bus bar because the synchronising unit is bypassed • Start Seal Air Fan (Circuit 49, Main switchboard)
by the DIRECT CLOSE signal from the PMS. If there is a blackout on the port • Start Fresh Water Circulating Pump (Circuit16, Main i) Disconnect Emergency Generator:
and starboard switchboards, the PMS will connect the diesel generator to the switchboard)
port switchboard. • Change over of power at the emergency switchboard
• Start Sea Water Cooling Pump (Circuit 11, Main Switchboard) from emergency generator to turbine generator will occur
All circuit breakers are equipped with undervoltage relays and the PMS will automatically upon detection of normal ship’s supply. After 5
e) Run boiler until sufficient pressure is achieved. minutes cooling down time, the emergency generator will stop
reconnect the breakers after the diesel generator has started.
automatically.
f) Start turbo feed water pump:
Cold Start Of Vessel From Emergency Switchboard • Start Circulating Auxilliary Pump (Circuit 14, Main j) Normal operation with turbine generator running:
Switchboard) • Close all consumer breakers at main and emergency
It is possible to perform a cold start of the vessel, that is from total blackout,
• Start Lub Oil Pump switchboards.
by backfeeding from the emergency switchboard to the main 440V switchboard.
This will provide sufficient power to start the necessary equipment to enable • Start Main Feed Turbine Pump Panel (Circuit 20, Main
running of the turbine generator. Switchboard) Load Sharing
• Start Drain Tank Extraction Pump (Circuit 13, Main
Procedure The load sharing mode can be selected individually for each generator and is
Switchboard)
based on active power (kW) measurements. Speed increase/decrease signals
a) Start Emergency Generator Set. (Should automatically start as a • Start Low Duty Condensate Pump (Circuit 6.12, Engine Room are sent to the speed governor during load sharing and net frequency control.
result of blackout). Switchboard) The IAS Power Management System allows the following load sharing
options:
b) Connect emergency generator to emergency switchboard. g) Start turbine generator
(Should automatically connect).
• Start UPS for 3.3kV Main Switchboard (Circuit 121, Emergency 1. Symmetrical Load Sharing
c) Feed main switchboard from emergency switchboard: Switchboard)
In this mode, the load of the generators running in parallel will be equal with
• Change position of key from position1 (Normal) to position 2 • Start Auxilliary Lub Oil Pump (Circuit 26, Main Switchboard) a small (1%) dead band of rated power.
(Feedback) at the emergency switchboard.

F T N AV I E R A
2. Asymmetrical Load Sharing Internally Generated Alarms 3. Turbine Speed Detection
The intention of the asymmetric load sharing function is to burn off carbon Standby Start Failure Speed detection is performed by means of an external tachometer providing an
accumulated during low load operation on the diesel generator. The diesel analogue signal to the IAS.
A standby start failure exists when a diesel generator start request is made from
generator can be loaded to 80% (master) while the turbine generators (slave)
a load dependent start, heavy consumer, blackout or from the engine safety
will share the remaining load. The diesel generator will be master for 4 hours (Note: The speed measurement is from the generator shaft not the turbine
system and the diesel engine is not on standby mode.
before it changes over to the next generator. If the remaining load on the shaft.)
slave generator drops to below 25%, the load on the master generator will be
reduced. If the load on the slave generator exceeds 80%, the load will be shared Failure Mode Analyses 4. Turbine Stop
symmetrically between the generators.
This offers protection against the following: A normal stop sequence of the turbine can be caused by:
3. Manual Load Sharing • Switchboard frequency measurement, when it is >54Hz and • A stop request from the IAS operator station after the generator
<66hz will result in no frequency corrections has been downloaded to 10% load and the breaker has been
When the diesel generator is selected for manual load sharing, the operator disconnected
can give speed increase/decrease signals to the governor directly from the • Switchboard voltage measurement, when voltage is > -10V will
generator operation menu on an operator station. In this mode the PMS prohibit blackout detection and ‘direct in’ functions • The safety system of the generator is activated
performs no active load sharing of the generators. Manual load sharing cannot
• Generator power measurement
be selected when the generator is in standby mode. Alarm Monitoring
• Process control unit (PCU) stop
The following alarms are generated:
4. Fixed Load • Input/output card failure
This mode is sometimes required during a maintenance period when the • A ‘Disconnect Failure’ is given if the ‘circuit breaker opened’
generator is required to run with a steady load. The set value is selected by the TURBINE GENERATOR POWER MANAGEMENT SYSTEM feedback is not confirmed within 5 seconds after the open
operator and maintained by the PMS. The fixed load mode cannot be selected command.
when the generator is in standby mode.
Turbine Generator Control and Alarm Monitoring
• An ‘RPM Failure’ alarm is given if the running indication
Load Shedding Unlike the diesel engine the turbines must be started locally.
disappears while the generator voltage is normal or the generator
breaker is closed.
Load shedding is not part of the IAS and will be done by the switchboard logic. The control from the IAS is similar for both turbine generators and consists of
An alarm will be activated in the IAS when the load is increased to above the following main control functions:
90%. • An ‘Inconsistency’ alarm sounds if the circuit breaker is closed
1. Boiler Interaction and the turbine generator is stopped.
Switchboard Internal Parameters When the boiler steam pressure drops to below 45 bar, an alarm will be
activated and the diesel generator standby start will be initiated. If both boilers • An ‘Error’ alarm sounds if the turbine generator is started/
The following internal parameters and alarms are available in the PMS. trip, the turbine generator will also be tripped. stopped in remote mode without the corresponding command,
or the circuit breaker position is changed without command.
Switchboard Module 2. Monitoring of the Turbine and Generator
Nominal frequency: 60Hz The monitoring includes: • A ‘Synchronising Time-out’ alarm will be given if the
Nominal voltage: 3,300kV synchronising time exceeds 30 seconds.
• LO temperatures and pressures of the turbine, gearing and
Asymmetric load: 80% generator bearings
Asymmetric main period: 4 hours
• Generator winding temperatures • Upon successful start, the generator voltage would normally
Asymmetric top-up minimum load: 25%
rise to the rated voltage. If the rated voltage is not established
Reconnection after blackout: All available engines in standby mode within the Volt/Frequency OK time-out values (10 seconds)
after engine start a ‘Voltage Not Established’ alarm will be
given.

F T N AV I E R A
Turbine Generator Breaker Connect/Disconnect Two types of load reduction can be defined for the turbine generators: The IAS will fail to start the engine due to start blocking if:
1. Ramp down (%/second) and disconnect when the generator • The safety system has caused a shutdown (pre-lubrication oil
Connect by the IAS load is <10% of the nominal load. The ramp setting is set to pressure is low)
2%/second (% of nominal load).
The generator breaker connect can be initiated when a connect request is sent • The turning gear is engaged
from an operator station. The breaker must be ‘ready’ before it can be closed. 2. Reduce the load as fast as possible and disconnect when the
• Bus Bar earth knife closed
A ‘Circuit Breaker Ready’ signal is sent to the IAS and is also indicated by an generator load is <10% of the nominal load.
LED on the REM 545 protection unit. Once the generator starts the voltage will normally rise to 3,300V before the
A disconnection failure alarm is given if the ‘Circuit Breaker Opened’ feedback generator is available to connect to the bus bar.
The generator breaker can be closed when all the following conditions apply: is not confirmed within 5 seconds after open command.
• Turbine is running The generator will be downloaded either automatically, or manually from an
operator station, to 10% of the nominal load before the breaker disconnects and
• Circuit breaker in inserted position DIESEL GENERATOR POWER MANAGEMENT SYSTEM
the stop signal is given. If a load dependent stop is initiated, a cooling down
• Voltage established period will be activated between the breaker disconnecting and the engine stop
• Breaker not tripped or blocked from protection relay Diesel Engine Control and Monitoring signal.
• Earth switch open The diesel generator PMS consists of four main control functions: The IAS blocks the engine from stopping if the engine is in local control or not
• Breaker motor spring charged reset from a previously corrected alarm
• Diesel engine start/stop on request or automatically from the
• Breaker in remote control PMS
A normal stop sequence of the engine can be caused by:
• REM545 in the logic position. • Diesel engine safety system
• Stop request from an operator station
• No synchronisation block signal • Control and auxiliary systems
• Load dependent stop from the PMS if the generator is in standby
• Enable restart from protective devices • Alarm and monitoring of the diesel engine mode
1. Engine start and stop, on request or automatically from the PMS. The engine
Disconnect by the IAS start sequence can be activated if it is in the standby mode and as a result of Diesel Generator Breaker Connect/Disconnect
The breaker disconnect can be initiated when the following apply: the following conditions:
• Disconnect request from an operator station • Start request from operator station (will start and connect to the Connect by the IAS
bus bar)
• Load dependent stop (if the generator is in standby mode) The generator breaker connect can be initiated if the generator is in the standby
• Bus bar blackout (will start and connect to the bus bar) mode and as a result of the following:
• Safety system of the connected generator activated (if the
generator is in standby mode) • Load dependent start (will start and connect to the bus bar and • When a connect request is sent from an operator station
share the load with the running turbine generator)
• Load dependent start
The breaker will be prevented from disconnecting when the following apply: • Start request from heavy consumers (will start and connect
• Start request from heavy consumer
• Breaker in local control to the bus bar and share the load with the running turbine
generator) • Bus bar blackout
• Internal blocking (e.g. not reset after downloading time-out)
• Boilers tripped or low/low steam pressure at turbine generator • Safety system of a turbine generator is activated
• Disconnect interlocked
(will start and connect to the bus bar and share the load with the
• Alarm start of any connected generator
running turbine generator)
The opening of the generator breaker is possible when:
• Generator load <10% of generator nominal load In order to start the diesel engine, the IAS gives a start signal of 10 seconds. If
• No interlock active the engine does not start in this time, a waiting time of 60 seconds is activated
before another start is attempted.
If the engine fails to start, a START FAILURE alarm is sounded and the
start failure must be reset on the diesel module before a new start can be
performed.

F T N AV I E R A
The generator breaker will be prevented from closing if a ‘Connect Blocking’ The breaker will be prevented from disconnecting when the following apply: • DISCONNECTION FAILURE alarm is given when the ‘Circuit
signal has been activated. It can be caused by the following: Breaker Open’ feedback signal is not confirmed within 5
• Breaker in local control
seconds after the open command
• Generator breaker not ready
• Internal blocking (e.g. not reset after downloading time-out)
• STOP FAILURE alarm is given when the ‘Engine Run’ feedback
• Generator breaker tripped and blocked
• Disconnect interlocked signal is not lost within 60 seconds after the open command
• Bus bar earth knife closed
• Generator load >10% of the nominal load • INCONSISTENCY ALARM is sounded if the circuit breaker is
• Generator speed control in manual closed and the engine is stopped
(Note: ‘Circuit breaker tripped and blocked’ must be manually reset before The opening of the generator breaker is possible when:
• ERROR alarm sounds when it is in remote mode and it is
‘close’ operation from the IAS is possible.)
• Generator load <10% of generator nominal load started or stopped without the corresponding command, or the
• No interlock active circuit breaker position is changed without the corresponding
The breaker can be closed when:
command
• Engine is running
Two types of load reduction can be defined for the diesel generator: • VOLTAGE NOT ESTABLISHED alarm will sound if, after
• Circuit breaker in inserted position a successful engine start, the voltage does not rise to 3,300V
• Ramp down (%/second) and disconnect when the generator load
• Voltage established <10% of the nominal load. The ramp setting is set to 2%/second within 10 seconds
(% of nominal load). • SYNCHRONISED TIMEOUT alarm will sound if the
• Breaker not tripped or blocked from protection relay
• Reduce the load as fast as possible and disconnect when the synchronising time exceeds 30 seconds
• Earth switch open
generator load <10% of the nominal load.
• Breaker motor spring charged
A disconnection failure alarm is given if the ‘Circuit Breaker Opened’ feedback Procedure to Start the Diesel Generator Engine and Parallel
• Breaker in remote control
is not confirmed within 5 seconds after THE open command. with the Main Switchboard from the IAS
• REM545 in the logic position.
• No synchronisation block signal 2. The diesel engine safety system, which when activated will result in the The following procedure describes how to put the diesel generator into
following immediate actions: symmetric mode, manually start it and then connect it to the 3.3kV main
• Enable restart from protective devices switchboard.
• A stop command signal to the engine
Dead Bus Operation • Emergency stop command to the engine a) Ensure that the engine is ready for starting.
In the event that a blackout on the 3.3kV switchboard is detected, the PMS • Open command to the circuit breaker
b) At the local control panel, ensure that the selector switch is in
will immediately give a start order to the diesel generator if set in standby
When the shutdown system has been activated, a reset command from the the REMOTE position.
mode, blackout detection units in the 3.3kV switchboard will bypass the
synchronising unit and it will be connected to the dead bus bar. In the event operator station keyboard is required before any new start of the engine can
be performed. c) At the IAS in the ECR, select the Power Management screen
of blackout on both the port and starboard 3.3kV switchboards, the PMS will
and click on the DG icon to reveal a menu list.
default connect the diesel generator to the port side.
3. Control of auxiliary systems includes the starting and stopping of the pre-
lubrication oil pump in response to the ‘Engine Run’ feedback signal. d) On the menu list click on SYMMETRIC.
A synchronising time-out alarm will be given if the synchronising time exceeds
30 seconds.
4. Alarm and monitoring of the engine. e) On the menu list click on START to start the diesel generator
engine.
Generator Breaker Disconnect by the IAS
The software generated alarms are as follows:
A generator breaker disconnect can be initiated as a result of the following f) Once the diesel generator engine has started, return to the diesel
conditions: generator room to ensure that the engine is running satisfactorily
• RPM FAILURE alarm is given if the ‘Engine Run’ indication and without any leaks or excessive noise.
• A disconnect request from the operator station disappears while the generator voltage is normal and the
generator breaker is closed g) Allow the engine to run for 10 minutes before deciding to
• A load dependent stop (if the generator is in standby mode)
• START FAILURE alarm is given when the ‘Engine Run’ parallel the generator with the main switchboard.
• The safety system is activated (if the generator is in standby
feedback signal is not confirmed 10 seconds after the start
mode)
command

F T N AV I E R A
h) To parallel the diesel or turbine generator, select the Power (Note: The selector switch L/A (Local/Auto) position is similar to R/A
Management screen and click on the DG or TG icon to reveal a (Remote/Auto) position.After putting the switch to the L/A position,
menu list. the close switch must be operated to start the synchroniser. The
synchronising function (lower/raise and comparison of voltage) is still
i) On the menu list click on the CONNECT button to parallel the carried out by the synchroniser.)
generator with the main switchboard.
Transformer Feeder Functions
If on test, allow the diesel generator to be paralleled for at least 30 minutes.
Transformer feeders are feeding the port and starboard main 440V switchboards
via two 3,000kVA, 3,300/450V transformers.
Procedure to Disconnect the Diesel or Turbine Generator from
the Main Switchboard and Stop the Diesel Engine from the Two interlocks are provided on the 450V side of the transformer. The 450V
IAS incoming breaaker cannot be closed before the transformer 3,300V feeder
breaker is closed and if the 3,300V feeder breaker opens, the 450V incoming
a) Click on the DG or TG icon to reveal a menu list. breaker will open.
b) On the menu list click on the DISCONNECT button to Due to the limited short circuit rating of the 440V switchboards and to prevent
disconnect the generator from the main switchboard. load transfer between the port and starboard 3,300V switchboards via the
440V switchboards there is an interlocking system between the two 3,300V
(Note: The following procedure is for the diesel generator only.) transformer feeders and the 440V transfer breaker whereby only two of the
three can be closed at the same time. If the two transformer feeders are closed,
c) Before stopping, allow the engine to run for a few minutes for the transfer breaker will be open. The transfer breaker can be closed if only one
cooling down purposes, eg. the exhaust gas temperatures. transformer feeder is closed. To change the set up of the breakers, short time
parallelling is allowed. The breaker to close gets a close signal and closes. If
d) Finally, click on the DG icon to display the menu and click on this breaker does not receive a signal that one of the other two breakers has
STOP on the menu to stop the engine. opened within 40 seconds, it will trip.
e) Ensure that the LO pump starts when the engine stops. In addition to this, the 3,300V and the 440V transfer breakers are interlocked
whereby, if the 3,300V transfer breakers are not closed, the 440V transfer
breakers cannot close except when only one transformer feeder is closed and
Procedure to Manually Connect the Diesel or Turbine one open.
Generator to the Main Switchboard
a) At the main 3,300V switchboard power management panel, turn

the Remote/Auto switch to the L/M (Local/Manual) position.
The synchroscope lights will turn on to indicate if the generator
is turning too fast + or too slow -.
b) Raise or lower the speed of the generator, using the Lower/

Raise switch until the synchroscope light revolves slowly in a
clockwise + direction.
c) Turn the CB Trip/Close switch to the CLOSE position and

the generator will connect to the main switchboard when the
revolving light reaches the top position on the synchroscope.
d) Turn the Remote/Auto switch to the R/A (Remote/Auto)

position. The synchroscope lights will turn off and the power
management system will control the generator to remain in
parallel with the main switchboard.

F T N AV I E R A
Illustration 2.12.3a Main 440V Distribution
3.3kV From 3.3kV From
Port Main Starboard Main
Switchboard Switchboard
Main Transformer Port Main Transformer Starboard

3000kVA AC3300/440V 3000kVA AC3300/440V
AC440V MAIN SWITCHBOARD PORT AC440V MAIN SWITCHBOARD STARBOARD
PORT AC440V FEEDER PANEL 1P 1S STARBOARD AC440V FEEDER PANEL
Key
Transformer
440V
3300V
2P Main Switchboard Starboard Interconnection - 2400kW 38P Vacuum Pump No.1 - 37kW 2S Main Switchboard Port Interconnection - 2400kW 38S Vacuum Pump No.2 - 37kW
3P Port AC220V Feeder Panel 39P Bilge Pump - 35kW 3S Starboard AC220V Feeder Panel 39S Reciprocating Bilge Pump - 4.6kW
4P Emergency Switchboard Interconnection - 550kVA 40P Engine Room Exhaust Funnel Port No.1 - 17.5kW 4S Emergency Switchboard - 550kW 40S Sanitary Hot Water Equipment (2 Pumps/2 Heaters) - 26kW
5P Shore Connection Port - 732kW 41P Engine Room Fan Aft Port - 43kW 5S Shore Connection Starboard - 732kW 41S Engine Room Fan Aft Starboard - 43kW
6P Engine Room Switchboard Supply No.1 - 175kW 42P Engine Room Exhaust No.1 - 17.5kW 6S Engine Room Switchboard Supply No.2 - 175kW 42S Engine Room Exhaust Funnel Starboard - 17.5kW
7P Low Duty Compressor No.1 - 175kW 43P Inert Gas Room Exhaust - 0.75kW 7S Low Duty Compressor No.2 - 280kW 43S Steering Gear Room Exhaust/Fan - 3.8kW
8P Steering Gear Main Supply No.1 - 105kW 44P Foam Room Exhaust - 0.5kW 8S Steering Gear Main Supply No.2 - 105kW 44S Incinerator Room Exhaust - 0.5kW
9P Main Sea Water Circulation Pump No.1 - 200kW 45P Gas Duct Hood Exhaust No.1 - 2.5kW 9S Main Sea Water Circulation Pump No.2 - 200kW 45S Gas Duct Hood Exhaust No.2 - 2.5kW
10P Main Sea Water Circ. Pump No.3 - 200kW 46P Paint Store Exhaust - 0.2kW 10S Main Sea Water Circulation Pump No.3 - 200kW 46S Purifier Room Exhaust - 3.5kW
11P Sea Water Cooling Pump No.1 - 75kW 47P Forced Draught Boiler Fan No.1 - 160kW 11S Sea Water Cooling Pump No.2 (Machinery) - 75kW 47S Welding Area Exhaust - 0.5kW
12P Main Condensate Pump No.1 - 45kW 48P Forced Draught Boiler Fan No.3 - 160/70kW 12S Main Condensate Pump No.2 - 45kW 48S Forced Draught Boiler Fan No.2 - 160kW
13P Drain Pump No.1 - 22kW 49P Seal Air Boiler Fan No.1 - 3.7kW 13S Drain Pump No.2 - 22kW 49S Seal Air Boiler Fan No.2 - 3.7kW
14P Drain Pump No.3 - 22kW 50P Air Conditioning Compressor No.1 - 162kW 14S Auxiliary Circulating Sea Water Pump - 75kW 50S Air Conditioning Compressor No.2 - 162kW
15P Sea Water Cooling Pump No.1 (Cargo) - 26.5kW 51P Provision Refrigeration Plant - 13kW 15S Sea Water Cooling Pump No.2 (Cargo) - 26.5kW 51S Technical Spaces Air Conditioning - 136kW
16P Fresh Water Cooling Pump No.1 (Machinery) - 65kW 52P Bridge Window Defrosting - 12.62kW 16S Fresh Water Cooling Pump No.2 (Machinery) - 75kW 52S Bridge Air Conditioning - 3kW
17P Fresh Water Cooling Pump No.1 (Cargo) - 17kW 53P Auxilliary Feed Water Pump Supply (Sulzer) - 560kW 17S Fresh Water Cooling Pump No.2 (Cargo) - 17kW 53S Electric Feed Water Pump Supply No.2 - 560kW
18P Cargo Spraying Water Pump - 230kW 54P Electric Room Switchboard Supply No.1 - 75kW 18S Service Crane (Cargo Compressor Room) - 22kW 54S Electric Room Switchboard Supply No.2 - 75kW
19P Nitrogen System Supply Unit 1 - 9.7kW 55P Inert Gas Dryer Unit (Panel 8) - 195kW 19S Nitrogen System Supply Unit 2 - 9.7kW 55S Inert Gas Sea Water Cooling Pump - 275kW
20P Main Feed Turbine Pump Starter No.1 - 4kW 56P Control Air Compressor No.1 - 54kW 20S Main Feed Turbine Pump Starter No.2 - 4kW 56S Control Air Compressor No.2 - 54kW
21P Fuel Oil Transfer Pump No.1 (Forward) - 34kW 57P Nitrogen Compressor No.1 - 52kW 21S Fuel Oil Transfer Pump No.2 (Forward) - 34kW 57S Nitrogen Compressor No.2 - 52kW
22P Lubrication Oil Purifier No.1 - 6.6 + 1.8kW 58P Service Air Compressor No.1 - 44kW 22S Lubricating Oil Purifier Pump No.2 - 6.6 + 1.8kW 58S Service Air Compressor No.2 - 44kW
23P Inert Gas Blower No.1 (Panel 10) - 230kW 59P Starting Air Compressor - 11kW 23S Inert Gas Blower No.2 (Panel 11) - 230kW 59S Inert Gas Freon Cooler Unit (Panel 7) - 230kW
24P HFO Boiler Pump No.1 - 22kW 60P Bow Thruster Hydraulic Pump No.1 - 11kW 24S HFO Boiler Pump No.2 - 22kW 60S Bow Thruster Hydraulic Pump No.2 - 11kW
25P Spare 61P Main Turbine Turning Gear - 11kW 25S Auxiliary Lubricating Oil Pump No.2 (Turbine) - 75kW 61S Diesel Generator Turning Gear Control Box - 2.6kW
26P Turbine Generator Auxiliary LO Pump No.1 - 3.7kW 62P Electrical Test Switchboard 26S Turbine Generator Auxiliary LO Pump No.2 - 3.7kW 62S Workshop Switchboard
27P Glycol Pump No.1 - 8kW 63P Fresh Water Generator (Sea Water Cooling) - 22kW 27S Glycol Pump No.2 - 8kW 63S Fresh Water Generator (Condensate Cooling) - 6.2kW
28P Stern Tube Lubricating Oil Pump No.1 - 1.7kW 64P Cargo Hose Crane Port - 95kW 28S Stern Tube Lubricating Oil Pump No.2 - 1.7kW 64S Cargo Hose Crane Starboard - 95kW
29P Turbine Generator Turning Gear No.1 - 0.75kW 65P Provision Crane Port - 52kW 29S No.2 Turbine Generator Turning Gear - 0.75kW 65S Provision Crane Starboard - 52kW
30P Deck Machinery Aft Hydraulic Pump No.1 - 145kW 66P Deck Machinery Forward Hydraulic Pump No.1 - 135kW 30S Deck Machinery Aft Hydraulic Pump No.2 - 145kW 66S Deck Machinery Forward Hydraulic Pump No.2 - 145kW
31P Deck Machinery Aft Hydraulic Pump No.3 - 145kW 67P ACC440V Feeder Panel Galley and Laundry 31S CO2 Room Exhaust - 0.5kW 67S Chemical Products Store Exhaust - 0.2kWy
32P Ballast Pump No.1 - 340kW 68P Impressed Current System Aft - 13kW 32S Ballast Pump No.2 - 340kW 68S Impressed Current System Forward - 6kW
33P Jockey Pump - 75kW 69P Air Conditioning Fans and Units Port - 130 kW 33S Ballast Pump No.3 - 340kW 69S Air Conditioning Fans and Units Starboard - 125 kW
34P Spray/Stripping Pump Tank No.1 - 14.9kW 70P Freefall Lifeboat Winch - 10 - 5 - 13kW 34S Spray/Stripping Pump Tank No.2 - 22.4kW 70S Rescue Boat Winch - 20kW
35P Spray/Stripping Pump Tank No.3 - 14.9kW 71P Spare 35S Spray/Stripping Pump Tank No.4 - 22.4kW 71S Spare
36P Spare Spray/Stripping Pump Port - 22.4kW 72P Glycol System Electric Heater - 90kW 36S Spare Spray/Stripping Pump Starboard - 22.4kW 72S Deck Machinery Forward Hydraulic Pump No.3 - 145kW
37P Emergency Cargo Pump (Interconnection) - 224kW 73P Feed Water Motor Valve No.1 (Boiler) - 1.5kW 37S Emergency Cargo Pump - 168kW 73S Feed Water Motor Valve No.2 (Boiler) - 1.5kW
74P Sewage Transfer Pump No.1 - 4.8kW 74S Sewage Transfer Pump No.2 - 4.8kW
75P Auxilliary Circulating Sea Water Pump (Interconnection)

F T N AV I E R A
Illustration 2.12.3b Engine Room Switchboard 440V Distribution
Key
Transformer
3,300 Volts
6.1 Incinerator Unit - 15kW 6.17 Gland Exhaust (Turbine) - 2.2kW

440/220/24 Volts
Circuit Breaker
6.2 Sewage Plant - 4kW 6.18 MDO Boiler Cold Start Pump - 3.7kW
6.3 Spare 6.19 Forward Deck Machinery Sea Water Cooling Pump - 13kW
6.4 Valves Actuators for Steam Turbine Generators - 1.7kW 6.20 MDO Purifier - 3.6 + 0.66kW
6.5 Lubricating Oil Transfer Pump - 2.5 kW 6.21 Sanitary Fresh Water Unit - 6.4 + 6.4kW
6.6 Sludge Pump - 6.4 kW 6.22 Aft Deck Machinery Control Panel - 1kW
6.7 Diesel Oil Transfer Pump - 6.4kW 6.23 Forward Deck Machinery Control Panel - 1kW
6.8 Fuel Oil Transfer Pump - 34kW 6.24 Sootblower Relay Panel
6.9 Cathodic Protection for Main Condenser (Turbine) - 5kW 6.25 N2H4 Injection Equipment - 0.4kW
6.10 Oily Water Separator - 3.35kW 6.26 Boiler Water Chemical Injection Equipment - 0.4kW
6.11 Inert Gas Fuel Oil Pump (Panel 12) - 2.5kW 6.27 Diesel Generator Preheater Unit Pump - 31kW
6.12 Low Duty Condensate Pump (Turbine) - 18.5kW 6.28 Diesel Generator Prelubricating Unit Pump - 6.9kW
6.13 High Pressure Cleaning Machine - 16kW 6.29 Lubricating Oil Electric Feed Water Pump - 0.75kW
6.14 UPS 24V Accommodation Services 3.6kW 6.30 Valve Starter 1st Bleed Steam - 0.75kW 3.3kV From 3.3kV From
Port Main Starboard Main
6.15 Gas Oil Transfer Pump - 1.3kW 6.31 Valve Starter 2nd Bleed Steam - 0.75kW Switchboard Switchboard
6.16 UPS 24V DC Engine Services - 3kW
Main Transformer Port Auxiliary Feed Water Pump Main Transformer Starboard
3000kVA AC3300/440V AF 3000kVA AC3300/440V
WP
Transformer Transformer
Frequency Converter
440V / 220V 440V / 220V

Engine 24V
Engine Room Main Switchboard Main Switchboard
Switchboard 440V (Port) (Starboard)
440V From
440V Feeder Panel

F T N AV I E R A
Illustration 2.12.3c Deck Services 440V Distribution Switchboard
Key
(Author's Note: Confirm no other services are supplied from this board.)
Transformer
3,300 Volts
440/220/24 Volts
Circuit Breaker
1 Port Passageway Exhaust 7.5kW 5.17 Further Information Required ?????
2 Starboard Passageway Exhaust 7.5kW 5.18 Further Information Required ?????
3 Bow Storeroom Fan 1.3kW 5.19 Further Information Required ?????
4 Bow Thruster and Hydraulic Room Fan 8.6kW 5.20 Further Information Required ?????
5 Compressor Room Exhaust 15 kW 5.21 Further Information Required ?????
6 Electric Motors Room Fan No.1 4kW 5.22 Further Information Required ?????
7 Electric Motors Room Fan No.2 4kW 5.23 Further Information Required ?????
8 High Duty Compressor No.1 Oil Pump 2.5kW 5.24 Further Information Required ?????
9 High Duty Compressor No.2 Oil Pump 2.5kW 5.25 Further Information Required ?????
10 Low Duty Compressor No.1 Oil Pump 2.5kW 5.26 Further Information Required ?????
11 Further Information Required ????? 5.27 Further Information Required ?????
12 Forward Welding Machine 440V Socket 5.28 Further Information Required ?????
13 Sauna 9kW 5.29 Further Information Required ?????
5.14 Further Information Required ????? 5.30 Further Information Required ?????
5.15 Further Information Required ????? 5.31 Further Information Required ?????
Port Main Starboard Main 5.16 Further Information Required ?????
Main Transformer Port Main Transformer Starboard

3000kVA AC3300/440V 3000kVA AC3300/440V
AF
WP
Transformer Transformer
Frequency Converter
440V / 220V 440V / 220V

Main Switchboard Main Switchboard Deck Switchboard 440V
(Port) (Starboard)

F T N AV I E R A
Illustration 2.12.3d Main 220V Distribution
Key
102P M01 Double Bottom Lighting Box Supply No.1 - 46kW Transformer 102S M01 Double Bottom Lighting Box Supply No.2 - 46kW
103P M02 First Platform Lighting Box Supply No.1 - 46kW 3,300 Volts 103S M02 First Platform Lighting Box Supply No.2 - 46kW
104P 220V Cargo Control Switchboard Supply No.1 - 27kW 440/220 Volts 104S 220V Cargo Control Switchboard Supply No.2 - 27kW
Circuit Breaker
105P 220V Navigation Equipment Swbd No.1 Supply No.1 - 38kW 105S 220V Navigation Equipment Swbd No.2 Supply No.1 - 26kW
106P Refrigeration Air Dryer No.1 - 1.9kW 106S Refrigeration Air Dryer No.2 - 1.9kW
107P H01 External Lighting Box Supply No.1 - 65kW 107S H01 External Lighting Box Supply No.2 - 65kW
108P H02 Navigation Bridge Deck Lighting Box Supply No.1 - 18.6kW 108S H02 Navigation Bridge Deck Lighting Box Supply No.2 - 18.5kW
109P H03 E Deck Lighting Box Supply No.1 - 23.3kW 109S H03 E Deck Lighting Box Supply No.2 - 23.4kW
110P H04 D Deck Lighting Box Supply No.1 - 19.5kW 110S H04 D Deck Lighting Box Supply No.2 - 18.8kW
111P H05 C Deck Lighting Box Supply No.1 - 21.2kW Port Main Starboard Main 111S H05 C Deck Lighting Box Supply No.2 - 21.2kW
112P H06 B Deck Lighting Box Supply No.1 - 21.5kW 112S H06 B Deck Lighting Box Supply No.2 - 22.8kW
113P H07 A Deck Lighting Box Supply No.1 - 8.9kW 113S H07 A Deck Lighting Box Supply No.2 - 9kW
Main Transformer Main Transformer
114P H08 Main Deck Lighting Box Supply No.1 - 5.3kW 114S H08 Main Deck Lighting Box Supply No.2 - 5.3kW
Port 3000kVA Starboard 3000kVA
115P Navigation Lighting Switchboard Supply No.1 - 3kW AC3300/440V AC3300/440V 115S Technical Spaces Air Conditioning - 1kW
AF
116P Boiler Control Panel No.1 Boiler Part - 1.6kW LV Transformer Port WP LV Transformer Starboard 116S Boiler Control Panel No.2 Boiler Part - 1.6kW
440/220V 250kVA 440/220V 250kVA
117P Temperature Monitor for Port 3.3kV Transformer Frequency Converter 117S Electrical Test Switchboard
118P Signal and Provision Room Alarm Switchboard - 2kW 118S Temperature Monitor for Starboard 3.3kV Transformer
440V / 220V 440V / 220V

Main Switchboard Main Switchboard
(Port) (Starboard)
119P Control Cabinet Provision Crane Port - 2.2kW
120P Engine Distribution Switchboard Supply No.1 - 24.5kW 119S Control Cabinet Provision Crane Starboard - 2kW
121P Provisions Refrigeration Plant - 9.8kW 120S Engine Distribution Switchboard Supply No.2 - 24.5kW
122P Inert Gas Control Panel (Panel 2) - 7.6kW 121S Engine Control Room Console - 7kW
123P Marine Growth Preventing System (Antifouling Aft) - 1kW 122S Spare
124P H11 Galley and Starboard Pantry Box Supply No.1 - 24.2kW 123S Marine Growth Preventing System (Antifouling Fwd) - 0.06kW
125P H12 Pantry and Duty Mess Box Supply No.1 20.8kW 124S H11 Galley and Starboard Pantry Box Supply No.2 - 19.8kW
126P H13 Laundry Box Supply No.1 - 38.3kW 125S H12 Pantry and Duty Mess Box Supply No.2 15.5kW
127P Forward Switchboard 220V Power Supply No.1 - 7kW 126S H13 Laundry Box Supply No.2 - 37.5kW
128P 110V DC System for the 3.3kV Switchboard Port 127S Forward Switchboard 220V Power Supply No.2 - 7kW
129P Heater Piping Sanitary Water - 10kW 128S 110V DC System for the 3.3kV Switchboard Starboard
130P Dehumidifier Panel From the Main Turbine - 1.3kW 129S Toilet Module - 1kW
131P Sootblower Control Panel 130S Spare
132P UPS No.1 Main Supply - 12kVA 131S Spare
133P Air Dryer No.1 (Autoregenerative) - 0.5kW 132S UPS IAS - 12kVA
134P Spare 133S Air Dryer No.2 (Autoregenerative) - 0.5kW
135P UPS No.3 IAS Convertor Room - 12kVA 134S UPS No.4 IAS Deck Electric Room - 12kVA
135S Fore Heating Piping Sanitary Water - 6.3kW

F T N AV I E R A
Illustration 2.12.3e Emergency 440V and 220V Distribution
Key
Transformer
3,300 Volts
Starboard Main 440/220/24 Volts
Port Main AF Circuit Breaker
Switchboard WP Switchboard
Transformer Main Transformer Main Transformer Transformer
Frequency Converter
Port 3000kVA Starboard 3000kVA
AC3300/440V AC3300/440V
440V / 220V Main Switchboard 440V / 220V Main Switchboard

(Port) (Starboard)
Emergency
G Generator
Transformer
440V 220V 24V
24V
7E Steering Gear Starter No.2 (Emergency Supply) - 105kW

8E Emergency Fire Fighting Pump - 115kW
9E Emergency Generator Room Fan - 2.5kW
10E Fire Pump - 106kW
++ETrips.
Emergency Preference 11E Fire/Bilge Pump - 31.5/106kW
12E Auxiliary Feed Water Pump - 30kW (Shinko)
If The Emergency Generator
Experiences A 105% Overload 13E Starting Air Compressor No.2 - 11kW
For A Period Of 10 Seconds, 14E Lift - 16kW
Non-Essential Services 11E, 12E, 15E Typhon - 9kW 105E ME Emergency Lighting Box - 46kW 120E 220V Nav Equipment Swbd No.2 Supply No.2 - 26kW
13E And 20E Will Be Tripped.
These Are Identified By Red Letters 16E Engine Room Exhaust/Fan No.1 - 43kW 106E Charger Batteries for Starting Emergency Set 121E 3.3kV Main Switchboard Port (Unit 11)
On A Yellow Background. 17E Engine Room Exhaust/Fan Forward Starboard - 43kW 107E EH01 Nav. Bridge Desk Lighting Box - 10.6kW 122E 3.3kV Main Switchboard Starboard (Unit 14)
18E Fire Fighting Pump Starter - 22kW 108E EH02 Accommodation Lighting Box - 12.2kW 123E Soft Starter Port Side
19E Hot Foam Pump Starter - 5.5kW 109E 220V Forward Switchboard - 4kW 124E Soft Starter Starboard Side
20E Ballast System Power Pack - (11+11)kW 110E Radio - 5kW 125E IAS UPS No.1 Emergency Supply - 12kVA
21E Cargo System Power Pack - (11+11)kW 111E Navigation Lights Switchboard Supply No.2 - 3kW 126E IAS UPS No.2 Emergency Supply - 12kVA
22E 24V DC UPS Engine Services - 3.6kW 112E Cargo Control Room Console 127E Solenoid Cabinet Cargo Emergency Supply
23E 24V DC UPS Accommodation Services - 3.6kW 113E Emergency Diesel Generator Fuel Oil Preheater - 2kW 128E Solenoid Cabinet Ballast Emergency Supply
24E Outside Interconnection - 182kW 114E Engine Room Alarms Pillars 129E Hot Foam System Main Control Panel
25E Auxiliary Lubricating Oil Pump No.1 - 75kW 115E Emerg Diesel Generator Cooling Water Preheater - 2kW 130E Local Fire Fighting Water Automatic Main Control Panel
26E Power Pack for Wheelhouse Mast 116E Connection for Lifeboat Battery Charger 131E Spare
27E Ventilation Heater Unit Starter- 10.3kW 117E 220V Nav Equipment Swbd No.1 Supply No.2 - 38kW 132E Engine Room Fire Dampers
28E Staircase Emergency Ventilation (V-1) - 0.5kW 118E Boiler Control Panel No.1 Boiler Part - 1.6kW 133E Compressors Room Fire Dampers
29E Diesel Generator Prelubrication Spare Pump Unit - 6.9kW 119E Boiler Control Panel No.2 Boiler Part - 1.6kW 134E Fireman Compressor
135E IAS UPS No.3 Convertor Room
136E IAS UPS No.4 Deck Electric Room

F T N AV I E R A
2.12.4 SHORE POWER
Two shore power connection boxes are installed on the vessel, one on the port
side and one on the starboard. They are used during dry docks and refits to
provide the vessel with power from ashore when the vessel’s normal power
generator facilities are unavailable. The maximum current rating for each shore
connection is 1,200 amps.The port shore connection box is connected via a
breaker to the port main 440V switchboard and the starboard shore connection
box via a breaker to the starboard main 440V switchboard. With the port and
starboard main 440V switchboard bus tie breaker closed, power to either shore
connection box can supply both the port and starboard main switchboards.
Alternatively, with the bus tie breaker open, power can be supplied to both
shore connection boxes and the port and starboard shore connection boxes can
feed the port and starboard main 440V switchboards separately. If both shore
connection boxes are being supplied with power, the bus tie breaker must be
open.
A phase sequence monitoring system is fitted on each of the shore supply

connection boxes. The phase sequence should be checked before connecting
shore power to the main switchboard. If the phase sequence is correct, the
green light (L1,L2,L3) will be lit. If the phase sequence is incorrect, the red
light (L1,L3,L2) will be lit. In this situation, the shore supply must be isolated
and two supply phases changed over. The supply should then be re-connected
and the phase sequence checked once again.
When shore power is connected and operational, the 3.3kV/440V

transformer breakers will always be open.If a diesl generator starts and and
one of the transformer breakers close, the shore power breaker will open
instantaneously.
Procedure for the Operation of Shore Power Reception

(Author’s Note: the information required to complete this section is unavailable
at present.)
Procedure for the Transfer from Shore Power to Diesel Generator

(Author’s Note: the information required to complete this section is unavailable
at present.)
WARNING
Do not attempt to close the circuit breaker for the shore power source
while the main transformers or the emergency generator are supplying
power to the main switchboards. o not attempt to close the circuit breaker
for the main transformers or the emergency generator while the shore
power is supplying power to the main switchboards.

F T N AV I E R A
2.12.5 MAIN ALTERNATORS The bearings also have PT100 temperature sensors which can be monitored
from the IAS screen mimic and will raise alarms when the temperature set
points are exceeded.
Turbine Alternators
Maker: ABB
Electrical
Type: AMG630 L4L
The alternator output voltage is kept constant by a microprocessor based
automatic voltage regulator (AVR).
0.8pf, IP44
Speed: 1,800 rpm In the case of the diesel alternator, the Basler Digital Excitation Control
Weight: 12,740kg System (DECS) controls the current into the alternator exciter field. Input
Heating: 230V, 500W power to the DECS is from a multi-pole high frequency, permanent magnet
generator (PMG), or from the alternator output when used as a conventional
shunt-excited excitation system through the DECS power module.
Diesel Alternator
Maker: ABB The turbine alternators employ the Basler SSR Series Voltage Regulator
Type: AMG 0900LP10 LSEA which precisely controls the output voltage of the alternators by controlling
the amount of current supplied to the exciter field.
0.8pf, IP44 One turbine alternator will provide electrical power under normal conditions
Speed: 720 rpm at sea and in port, with the diesel alternator on standby.During standbys,
Weight: 21,300kg manoeuvring or cargo operations, two turbine alternators will be on load
supplemented by the diesel alternator if necessary.
Description (Author’s Note: The information required to complete this section is currently
Two main steam turbine generators and one main diesel generator are fitted. unavailable - where is the input power for the DECS from and what are the
They are all of the totally enclosed, cylindrical rotor, self-excited, brushless numbers of the AVR’s which will determine the specifications of each AVR ?)
type fitted with an integral air to fresh water cooler.
Emergency Cooling
Generator cooling is provided by passing air over the integral fresh water
If the cooling system fails, the alternator may still be run on reduced load with
cooler, using a closed circuit air supply. The cooler is constructed of double
the emergency ventilation in place, as follows;
tubes, the outer tube has internal grooves. The grooves drain any leakage
water from the primary tubes, which is drained out via a clearance between
a) Open all side cover plates on both sides of the alternator.
the primary and secondary tube plate to the leakage detector, which will raise
an alarm via the IAS alarm system.
b) Remove the plates but do not remove the nets behind them.
Space heaters are fitted which are energised when the generator circuit breakers
c) Close the emergency cooling plate on the top of the generator to
are open. These protect against internal condensation during shutdown periods.
block the top module airflow.
Six PT100 sensors are embedded in the stator to monitor the temperature in
each phase winding, three are active and three are spare. These temperatures
During emergency cooling the alternator protection is lowered to IP 21, therefore
can be monitored from the Integrated Automation System (IAS) screen mimics
the ingress of dirt must be kept to a minimum. The winding temperatures must
and will raise alarms when the temperature set points are exceeded.
be closely monitored when operating in this condition.
Bearings
The main bearings are of the self-lubricating sleeve type using oil ISO VG68.

F T N AV I E R A
Illustration 2.12.6a Emergency Alternator
EMERGENCY SWITCHBOARD
24V
Starting
1 2 3
Battery
Emergency Generator
4 5 6 Engine Control Panel
ACB Control
27 28 29
7 8 9 Emergency Generator
ACB
30
10 11 12 13 14
Monitoring/Control
Battery
Charger
15 16 31
Excitation Control
AVR
Key
32 33 34
1 - Power Measure 21 - xxx xxx
2 - Reserve Power Relay 22 - xxx xxx
17 18 19 20 21
3 - Over Current Relay 23 - xxx xxx
4 - Insulating Measure 24 - xxx xxx
22 23 24 Engine Control/
5 - Intensity Measure 25 - xxx xxx
Alarms/Monitoring
25 6 - Voltage Measure 26 - Emergency Generator
7 - Insulating Fault Relay Switch 27 - Load on Pressure
26
8 - Ammeter Switch 28 - RPM & xxx Counter
9 - Voltmeter Switch Frequency Measure 29 - Cool Water Temperature
10 - Earth Lamp Phase R 30 - SELCO Controller
11 - Earth Lamp Phase S 31 - Buzzer
12 - Earth Lamp Phase T 32 - Operation Switch
Automatic
13 - Heating On 33 - Governor Supply Starter Motor
Voltage
14 - Frequency Measure 34 - Start Switch Regulator
15 - Earth Lamp Test

16 - Heating Switch
17 - xxx On
Emergency
18 - xxx Out Alternator
19 - xxx
20 - xxx Running

F T N AV I E R A
2.12.6 EMERGENCY ALTERNATOR b) The emergency generator operation switch is set to MAN at the (START FAIL) on the Selco panel will be lit and any further attempt to start
generator engine control panel. the engine is blocked. To restart again with 3 start attempts press the RESET
Maker: ABB pushbutton twice.
Type: AMG 400 S 4 c) At the Selco M2000 control panel (or the remote start
Capacity/rating: 450V, 3 phase, 60Hz, 570kW, 915A, 713kVA pushbutton), press the START/STOP pushbutton for 3 to 10
Main Switchboard Power Restoration
seconds. The generator starts via its electric starter and LED 1
0.8pf, 4 pole, IP23 (IN OPERATION) on the Selco panel will flash.
Speed: 1,800 rpm Upon restoration of normal power, change over from emergency power to
Weight: 2,900kg d) When the emergency generator speed reaches approximately normal power will occur automatically. the emergency generator will then
Heating: 230V, 500W 550 rpm, the electric starter will disengage automatically and continue to run unloaded for a cooling down period of approximately 5
LED 1 will be lit constantly. The engine controller will stop minutes before stopping automatically.
further start attempts.
General Description Manual Stop of the Emergency Diesel Engine
A self-contained emergency diesel generator, rated at 570kW, is fitted in the e) Press pushbutton S3 on the automatic circuit breaker panel.
a) Normal ship’s power has been restored and the emergency
emergency switchboard room for use in an emergency or during refit. The switchboard is being supplied from either the port or starboard
generator is of the self-excited, brushless type and can be set for manual or f) The emergency generator will now supply the emergency
switchboard 440 volt busbar. 440V main switchboard. The operator selector switch is in the
automatic operation. Automatic mode will be normally selected, with the MAN position.
manual setting being used for testing the generator and emergency operation
of the generator in the event of automatic start failure Emergency Generator Automatic Start and Automatic Breaker Closure b) At the Selco M2000 control panel (or the remote stop
on to Dead Bus pushbutton), press the START/STOP push button until LED 1
The emergency switchboard is normally supplied from either of the main 440V (IN OPERATION) starts flashing slowly.
a) The emergency generator interlocks are normal, the engine is
switchboards. When automatic mode is selected, the emergency generator is
ready to start.
started automatically by detecting zero volts on the emergency switchboard bus c) When LED 1 starts to flash slowly, the stop solenoid will remain
bars. The emergency generator circuit breaker will connect automatically to energised for approximately a further 20 seconds. The diesel
b) The emergency generator operation switch is set to AUTO at the
the emergency switchboard after confirming the continuation of no-voltage. engine cannot be restarted while the stop solenoid is energised.
generator engine control panel.
The bus tie breakers on the emergency switchboard, which connect to the main d) When the stop solenoid is de-energised after approximately 20
c) The main switchboard bus-tie breaker opens due to a zero volt
440V switchboards, are opened automatically when zero volts is detected on seconds, LED 1 will stop flashing and the engine is available for
situation (440V switchboard blackout).
the switchboards. The emergency generator will supply the emergency restart.
switchboard 15 seconds from zero volts being detected at the emergency
d) The emergency switchboard bus voltage drops to zero, the
switchboard.
emergency generator receives a start command. Automatic Stop of Emergency Diesel Engine
The alternator’s automatic voltage regulator (Basler Digital Excitation Control a) Normal ship’s power has been restored and the emergency
e) The generator starts via its electric starter and LED 1 (IN
System, DECS) is located within the emergency switchboard. There is a switchboard is being supplied from either the port or starboard
OPERATION) on the Selco panel will flash.
potentiometer at the generator cubicle to enable the voltage to be manually 440V main switchboard. The operator selector switch is in the
adjusted. AUTO position.
f) When the emergency generator speed reaches approximately
550 rpm, the electric starter will disengage automatically and
The generator is fitted with a space heater to prevent condensation when the b) As soon as a stop signal is received, LED 1 (IN OPERATION)
LED 1 will be lit constantly.
generator is stationary or idling. The heater is interlocked with the generator on the Selco panel will start to flash slowly to indicate
circuit breaker. acceptance of the stop signal but the engine will continue to run
g) If the emergency switchboard bus voltage is still zero, the
emergency generator breaker closes. for approximately five minutes to cool down
The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition. c) After cooling down the stop solenoid will be energised for
The emergency generator now feeds the emergency switchboard.
approximately 20 seconds.
Manual Operation: Generator Start and Connection onto Dead Bus
Emergency Generator Failure to Start in AUTO. d) At the end of 20 seconds, the stop solenoid will be de-energised
a) The emergency generator interlocks are normal, the engine is and LED 1 will stop flashing and the engine will be available
Should the diesel engine fail to reach 550 rpm within 17 seconds from the
ready to start. for restart.
time of the first start, a second automatic start attempt will be made. Should
the engine not start, a third attempt is made. At the third failed start, LED 2

F T N AV I E R A
Emergency Generator Testing
A switch is located in the emergency generator room for testing of the
emergency diesel engine and the emergency generator. The switch has three
positions, the normal operating position being 0.
To test run the emergency diesel engine, the switch is turned to position1
(START TEST). The emergency diesel engine will run up but the emergency
generator will not feed the emergency switchboard. Upon completion of the
test, the switch is returned to the normal position 0 and the emergency diesel
engine stopped.
Putting the switch in position 2 (START + COUPLING TEST) will once again
run up the emergency diesel engine. Once voltage has been established from
the emergency generator, normal power will be removed from the emergency
switchboard and the emergency generator breaker will close. The emergency
switchboard will be fed from the emergency generator. Upon completion of the
test, the switch is returned to position 0 and, upon detection of normal power,
the emergency generator breaker will open and the main switchboard breaker
will close. The emergency switchboard will once again be fed from the main
switchboard.
The emergency diesel engine will run off load for a cooling down period of
approximately 5 minutes.
(Author’s note: Confirm that return to ship’s power is automatic operation not
manual??)
Back-Feeding from the Emergency Switchboard to the Main 440V
Switchboard
It is possible to perform a cold start of the vessel from total blackout by

backfeeding from the emergency switchboard to the main 440V switchboard.
This will provide sufficient power to start the necessary equipment to enable
running of the turbine generator.
The full procedure is contained in section 2.12.2 - Main Switchboard and

Generator Operation under the heading Cold Start of Vessel from Emergency
Switchboard.

F T N AV I E R A
2.12.7 Preferential Tripping and Sequential Restarting Illustration 2.12.7a Preferential Tripping
Preferential Tripping
First Stage
The power management system matches the generator capacity to the power IGG Freon Compressor 5" 59S
Preference Trips Third Stage No.1 Cargo Pump
requirements of the vessel. However, should a main generator or main 5 Seconds No.1 IGG Blower 5" 23P Preference Trips
transformer be overloaded to 105% of rated current for a set period of time, 15 Seconds No.2 Cargo Pump
certain service groups will be disconnected. Trip No.1 No.2 IGG Blower 5" 23S
Trip No.3 No.3 Cargo Pump
Air Conditioning (Fan and Units) Starboard 5" 69S
If the overload occurs in the 440V services (main transformers), the Trip No.1 Trip No.3
No.1 HD Compressor
disconnection is detected by an overload relay in the following sequence: Air Conditioning (Fan and Units) Port 5" 69P
No.2 HD Compressor
Technical Spaces Air Conditioning 5" 51S
• If the main transformers experience a 105% overload for a
period of 5 seconds, TRIP No.1. will be initiated. Transformer Galley and Laundry 5" 67P
• If the 105% overload is maintained on the main transformers for No.1 Service Air Compressor 5" 58P
a further 5 seconds, TRIP No.2. will be initiated. No.2 Service Air Compressor 5" 58S
If the overload occurs in the 3.3kV services, the disconnection is detected by No.1 Air Conditioning Compressor 5" 50P
the power management system with the following sequence
No.2 Air Conditioning Compressor 5" 50S
• If the main generator experiences a 105% overload for a period

of 15 seconds, TRIP No.3 will be initiated by the IAS system. First Stage Preference Trips If The Overload Occurs In The
Are Identified By Red Letters On 3.3kV Services, The Disconnection Is
A Yellow Background with 5" Alongside Detected By The Automation System (IAS)
Second Stage
No.3 Ballast Pump 10" 33S
Preference Trips
10 Seconds No.2 Ballast Pump 10" 32S
Trip No.2 No.1 Ballast Pump 10" 32P
Trip No.2
Second Stage Preference Trips

Are Identified By Red Letters On
A Yellow Background with 10" Alongside

F T N AV I E R A
Sequential Restarting Blackout Restart Continued
Blackout reconnection of breakers will only be necessary for the transformer Blackout restart of essential auxiliary systems is necessary to maintain the
supply breakers and the 440V switchboard incoming breakers. The transformer ship’s operations. The restart will be according to the table below:
breakers will be reconnected immediately after voltage is restored to the 3.3kV
switchboard, the 440V incoming breakers will be delayed as in the table Description AIM Tag Bus Restart Description AIM Tag Bus Restart
below: Time Delay Time Delay
HP Bleed Valve Close 6520BS-0028 PS+SB 0.0 seconds
SWC Cargo Pump 1 6640PCN-503A PS 15.0 seconds
Description AIM Tag Bus Reconn. Delay IP Bleed Valve Close 6520BS-0030 PS+SB 0.0 seconds
SWC Cargo Pump 2 6640PCN-503B PS 15.0 seconds
TRANSFO PS CB 8210MSB 631A PS 0.0 seconds Purifier Room Fan 7690EXH-515A SB 0.0 seconds
SWC Machinery Pump 1 6640PCN-502A PS 15.0 seconds
TRANSFO SB CB 8210MSB 626A SB 0.0 seconds Stern Tube LO Pump 1 6750PSW-501A SB 0.0 seconds
3,300/450V PS TRANSFO CB 8230MSB 617B PS 2.0 seconds SWC Machinery Pump 2 6640PCN-502B PS 15.0 seconds
Stern Tube LO Pump 2 6750PSW-501B SB 0.0 seconds
3,300/450V SB TRANSFO CB 8230MSB 621B SB 2.0 seconds Hot Fresh Water Pump 1 7410PCN-505A SB 15.0 seconds
Auxiliary LO Pump 1 6710PSW-501A SB 0.0 seconds
Hot Fresh Water Pump 2 7410PCN-505B SB 15.0 seconds
(Note: The reconnection will be timed out if voltage is not established on the Auxiliary LO Pump 2 6710PSW-501B SB 0.0 seconds
Motors Room Fan 1 7690FAX-514A PS+SB 15.0 seconds
main bus within 120 seconds.) Gland Exhaust Fan 6520EXH-505A PS+SB 0.0 seconds
Motors Room Fan 2 7690FAX-514B PS+SB 15.0 seconds
Steering Gear Rm Exh Fan 7690EXH-510A SB 0.0 seconds
Cold Fresh Water Pump 1 7410PCN-504A PS+SB 15.0 seconds
Gas Duct Hood Exh Fan 1 7690EXH-505A PS 0.0 seconds
Cold Fresh Water Pump 2 7410PCN-504B PS+SB 15.0 seconds
Gas Duct Hood Exh Fan 2 7690EXH-505B PS 0.0 seconds
ER Supply Fan3(aft port) 7620FAX-502A PS 20.0 seconds
Jockey Pump 7120PCN-507A PS 0.0 seconds
ER Supply Fan4(aft stbd) 7620FAX-502B SB 20.0 seconds
Main Condensate Pump 1 6540PCN-501A PS 5.0 seconds
Controlling Air Compr. 1 7330CAT-503A PS 20.0 seconds
Main Condensate Pump 2 6540PCN-501B PS 5.0 seconds
Controlling Air Compr. 2 7330CAT-503B PS 20.0 seconds
CFW Pump 1(mach) 6620PCN-504A PS 5.0 seconds
Starting Air Compr. 1 7320CAT-503A PS 20.0 seconds
CFW Pump 2 (mach) 6620PCN-504B PS 5.0 seconds
Starting Air Compr. 2 7320CAT-503B PS 20.0 seconds
Seal Air Fan 1 6510FAX-514A PS+SB 5.0 seconds
Boiler FD Fan 1 6510FCN-513A PS 25.0 seconds
Seal Air Fan 2 6510FAX-514B PS+SB 5.0 seconds
Boiler FD Fan 2 6510FCN-513B SB 35.0 seconds
F.O. Pump 1 6800PSW-510A PS 5.0 seconds
F.O. Pump 2 6800PSW-510B PS 5.0 seconds
CFW Pump 1(cargo) 6620PCN-505A PS 5.0 seconds
CFW Pump 2(cargo) 6620PCN-505B PS 5.0 seconds
Bilge Pump 7220PCN-501A PS 5.0 seconds
Main Clg S.W. circ Pump 1 6640PCN-501A PS 10.0 seconds
Main Clg S.W. circ Pump 2 6640PCN-501B PS 10.0 seconds
Main Clg S.W. circ Pump 3 6640PCN-501C PS 10.0 seconds
No.1 HD Auxiliary LO Pump 5120PSW-513A PS+SB 10.0 seconds
No.2 HD Compressor LO Pump 5120PSW-513B PS+SB 10.0 seconds
No.1 LD Auxiliary LO Pump 5120PSW-511A PS+SB 10.0 seconds
2 LD Compressor LO Pump 5120PSW-511B PS+SB 10.0 seconds
Drain Tank Extraction Pump 1 6540PCN-520A PS 15.0 seconds
Drain Tank Extraction Pump 2 6540PCN-520B PS 15.0 seconds
Drain Tank Extraction Pump 3 6540PCN-520C PS 15.0 seconds

F T N AV I E R A
2.12.8 24 VOLT BATTERY SYSTEM AND UNINTERRUPTIBLE The batteries are normally on a floating charge with the rectifier supplying the A manual bypass switch in the UPS allows the user the opportunity to isolate
POWER SUPPLY load. The batteries are maintained by the charger in a fully charged state. the UPS from the load. This is acheived by first putting the UPS in static bypass
by entering the configuration mode using the front panel and scrolling down
The vessel’s essential consumers are fed from local 24V DC distribution The rectifier panel contains three meters, one voltmeter measuring output to the Manual Bypass option (please refer to the Powerware UPS operational
boards via Uninterruptible Power Supply (UPS) units. The ship’s battery/UPS voltage, one output ammeter which measures the current that the load is manual for further information).
systems are as follows: consuming and one battery ammeter which measures the current required to
charge the batteries. To operate the manual bypass switch:
• There are two 24V DC systems consisting of:
• Make sure that the load is being fed by the mains input of the
1) 2 x navigation distribution boards fed from the accomodation There is also a DC insulation measuring relay mounted on the front of the
UPS and not the batteries.
UPS located in the convertor room. rectifier. This measures the insulation with respect to ground of both the
positive and negative legs. When one of these legs falls below the limit set by • Verify that there is now no AC input into the cabinet.
2) 2 x engine services distribution boards located in the engine
controls on the front of the unit an alarm is activated. • Turn the manual switch to the ‘bypass mains’ position. This
control room fed from the engine services UPS located in the
convertor room. will cause a short break in the output feed of approximately 50-
In addition to the above equipment, a small alarm panel is located on the front 100ms.
• The emergency generator starter. A separate 24V battery and of the rectifier. This gives the following indications:
charger system is provided for the emergency generator starting
• AC SUPPLY (Green indicator lit when supply is present) To reinstate the UPS:
arrangements.
• BATTERY LOW (Red indicator lit in alarm) • If maintenance has been carried out on the UPS or batteries,
• The IAS system is fed from four UPS units. Two (No.1 and
ensure that all connections have been carried out correctly.
No.3) are fed from the port main switchboard 220V section and • BATTERY HIGH (Red indicator lit in alarm)
the other two (No.2 and No.4) are fed from the starboard main • Turn the manual bypass switch to the UPS position. This
• CHARGER FAILURE (Red indicator lit in alarm)
switchboard 220V section. All four are backed up by emergency will once again result in a short break in the output feed of
220V supplies from the emergency switchboard 220V section. • + EARTH FAILURE (Red indicator lit in alarm) approximately 50-100ms.
• The radio/GMDSS equipment has its own 24V battery back-up • - EARTH FAILURE (Red indicator lit in alarm) • Confirm that output voltage is present on the load circuit
supply. breakers.
Activation of any of these alarms will generate an alarm in the control room.
WARNING
Rectifier/Battery Charger/ 24V DC Distribution Boards The manual bypass switch should only be operated by qualified and
IAS UPS Units
trained personnel. Incorrect procedure may result in a breakdown of the
Maker: Supsonik
Maker: Powerware load feed.
Input Data:
Type: Powerware 9120
Voltage: 440V AC, 3ph, 60Hz The front of the UPS unit contains an LCD panel, three buttons and four
Rating: 230V 2kVA or 230V 3kVA
Nominal Power: 3,650W LED’s.
Number of sets: 4 (nos.1,2,3 and 4)
Output Data:
Output voltage: 230V AC The three buttons are:
Nominal Voltage: 24V DC
Batteries: Panasonic LC-X1228AP (or equivalent)
Floating Voltage: 27.3V DC • UP/DOWN SCROLL button
12V nominal voltage
Nominal Current: 120A • ON/OFF button
28Ah rated capacity
Output cut-out: < 20V DC • ENTER button
Under normal conditions, all four UPS will be supplied with 220V from either
the port (nos.1 and 3) or starboard (nos.2 and 4) main switchboards 220V The four LED’s are:
Batteries
section. In the event of loss of ship’s normal power, all four UPS normal • POWER ON (green)
Type: 6VE110 supplies are backed up by emergency 220V supplies from the emergency
• ON BATTERY (yellow)
System: Sealed, maintenance free switchboard 220V section.
Nominal Capacity: 110Ah • BYPASS (yellow)
The output from the UPS is fed to Power Distribution Units (PDU). The power
Nominal Voltage: 24V DC • ALARM (red)
distribution units in turn supply the process control stations and the operator
Number of cells: 2x4 stations of the IAS.

F T N AV I E R A
Illustration 2.12.8a 24V Navigation Equipment and Engine Services Distribution
Navigation 24V DC Distribution Switchboards No.1 and No.2 Engine Room Services 24V DC Distribution Switchboards No.1 and No.2
V V
3ph 440V AC 3ph 440V AC

A A
60Hz 60Hz
Main Supply Main Supply
3ph 3ph
3ph 440V AC A 3ph 440V AC A

60Hz Rectifier 60Hz Rectifier
Backup Supply Backup Supply
FB1 100A 100A FB1 100A 100A
150A 150A
BT1 BT1
24V 110Ah 24V 110Ah
4 x 6VE110 FB2 4 x 6VE110 FB2
150A 150A
BT2 BT2
24V 110Ah 24V 110Ah
4 x 6VE110 4 x 6VE110
6A 6A 16A 16A
N1 -1 Conning Display Control Computer N2 -1 Sound Signal Reception Unit VSS-111 E1 -1 Boiler Control Panel No.1 - Boiler Part E2 -1 TG2 Turbine Supervisory Panel No.2
6A 6A 16A 16A
N1 - 2 ECDIS Route Planning and Chart Digitiser N2 - 2 Watch Safety System E1 - 2 Auxiliary Engine Safeties No.1 E2 - 2 Turbine Starter Feed Water Pump No.2
6A 6A 16A 16A
N1 - 3 Weather Facsimile Receiver N2 - 3 Steering Gear Alarm/Start-Stop Panel E1 - 3 TG1 Turbine Supervisory Panel No.1 E2 - 3 Oil Mist Detector
6A 6A 16A 16A
N1 - 4 No.1 Bridge Alarm Monitoring System N2 - 4 Rudder Indicator Amplifier E1 - 4 Turbine Starter Feed Water Pump No.1 E2 - 4 Spare
6A 6A 10A 10A
N1 - 5 Watch Safety System (Main) N2 - 5 Aldis Lamp E1 - 5 Steering Gear Alarm Cabinet E2 - 5 Auxiliary Engine Safeties No.2
6A 6A 10A 10A
N1 - 6 Gyrocompass N2 - 6 Master Clock System E1 - 6 Main Turbine Junction Box HTJ E2 - 6 Spare
6A 6A 10A 10A
N1 - 7 Batteryless Telephones N2 - 7 Navtex Receiver E1 - 7 Main Turbine Junction Box LTJ E2 - 7 Inert Gas Control Panel 2
6A 6A 10A 10A
N1 - 8 Compass Binnacle N2 - 8 No.2 Gyrocompass E1 - 8 ECR Console E2 - 8 Self Cleaning LO Turbine
6A 6A 10A 10A
N1 - 9 Rate of Turn Indicators N2 - 9 No.2 Bridge Alarm Monitoring System E1 - 9 MainTurbine Manoeuvring Control Box Energy Source E2 - 9 Central Cabinet External Water Spray System
6A 6A 10A 10A
N1 - 10 Workstation and Mode Control Box (Main) N2 - 10 Bow Thruster Control Panel E1 - 10 Main Turbine Sub Panel (ECR Console) E2 - 10 MainTurbine Manoeuvring Control Box Trip Circuit Source
6A 10A 6A 6A
N1 - 11 No.1 Autopilot Electronic Unit N2 - 11 Typhon Whistle E1 - 11 Cargo Hydraulic Power Pack E2 - 11 Boiler Control Panel No.2 - Boiler Part
6A 10A 6A 6A
N1 - 12 No.2 Autopilot Electronic Unit N2 - 12 Emergency Typhon Whistle Pushbutton E1 - 12 UHF Internal Communications E2 - 12 Ballast Hydraulic Power Pack
6A 10A 6A 6A
N1 - 13 No.3 VHF Transceiver N2 - 13 ECDIS Chart Table Terminal Board E1 - 13 Water Detector in Boiler Oil Pipe E2 - 13 Spare
6A 10A 6A 6A
N1 - 14 Gyrocompass Switch Over Unit N2 - 14 Turbine Bridge Control Panel E1 - 14 Spare E2 - 14 Spare
6A 10A 6A 6A
N1 - 15 No.1 DGPS Navigator N2 - 15 No.2 DGPS Navigator E1 - 15 Spare E2 - 15 Spare
10A 10A
N1 - 16 Public Address System N2 - 16 Anemometer System
10A 10A
N1 - 17 Multifunction Display N2 - 17 DS50 and DS80 Doppler Speed Logs
16A 10A
N1 - 18 CO2 Box Power Supply No.2 N2 - 18 No.1 Autopilot Electronic Unit Alarm
6A 10A
N1 - 19 Loran-C Navigator N2 - 19 No.2 Autopilot Electronic Unit Alarm
6A 10A
N1 - 20 Echosounder Distribution Box FE-702 N2 - 20 Workstation and Mode Control Box Alarm
6A 10A
N1 - 21 Electromagnetic Door Release System N2 - 21 Inmarsat Mini M System

F T N AV I E R A
The UPS has an audible alarm feature to warn of potential power problems. Emergency Generator Starting Batteries
When the alarm is activated, the UPS beeps in different intervals according to These batteries are charged from a bulkhead-mounted battery charger located
a particular condition. in the emergency generator room. The charger is fitted with an ammeter and
Please refer to the Powerware 9120 operational manual for a full list of the voltmeter to monitor the charging supply.
fault conditions.To silence the alarm press one of the front panel buttons. The
alarm cannot be silenced for a low battery alarm. The charger is automatic in operation with floating and equalising charging
modes, indicated by lamps on the front panel. If the battery is discharged, the
By use of the LCD panel, the UPS settings and current state of the batteries can charger automatically transfers to the equalising mode and rapidly charges the
be viewed. To view the settings press and hold the RETURN button for one battery. As soon as the battery becomes fully charged, it reverts to a floating
second. Use the UP/DOWN SCROLL button to scroll through the settings: charge. The charge performed after the recovery from a power interruption
• I/P VOLT = xxx.xV : Input voltage is controlled by the automatic control system, which protects the battery and
charging circuits from excess current. The mode may also be manually selected
• I/P FREQ = xx.xHz : Input frequency
via a toggle switch on the front panel. The charger is fitted with battery low
• O/P VOLT = xxx.xV : Output voltage voltage and charger failure alarms. These will raise an alarm via the emergency
• O/P FREQ = xx.xHz : Output frequency generator local control panel in the event of any abnormal conditions.
• O/P Load = x% : Approximate percentage of UPS load capacity The boards and chargers are designed for continuous operation and are
being used by the protected equipment. practically maintenance free. However, the units should be kept clean and
• O/P Watt = xW : Output watts dry and a visual inspection of connection integrity, cable condition etc, made
once a year. At this time the charging voltages should be checked using a high
• O/P VA = xVA : Output VA quality digital voltmeter. All batteries should be kept clean and dry. The battery
• O/P Cur = x.xA : Output current 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
• BAT VOLT = xx.xV : Battery voltage
terminals checked for tightness once a year.
• BAT CHARGE = xxx% : Approximate percentage of battery
capacity remaining. (Author’s Note: The location and operation of the charger to be confirmed.)
• Back Up Time = xxxM : Approximate battery time remaining
in minutes. Display changes to seconds when less than 1 minute
remains (xxxS)
• CPU Version x.xx
The UPS will exit this mode automatically after five seconds if the RETURN
button is not pressed.
The powerware 9120 UPS uses an Advanced Battery Management (ABM)

technology which doubles the life of the batteries compared with normal
trickle charge systems. ABM uses a three stage charging technique which not
only doubles battery life but also optimises battery recharge time. Batteries can
be replaced without powering down the UPS.
(Author’s Note: The following points require confirmation:

1)Are the IAS UPS 2kVA or 3kVA. Also location of IAS UPS units to be
confirmed.
2) Will an alarm on the 24V DC rectifier alarm panel alarm on the control
room IAS screen.)

F T N AV I E R A
Illustration 2.12.9a Cathodic Protection System
Remote Monitoring
Panel
Rudder Stock Aft Power Supply Unit Forward Power Supply Unit
Bonding Input 440V 60Hz 1PH Input 440V 60Hz 1PH
Output 400A DC 24V Output 200A 24V DC
Bosun Store
Shaft mV
Meter
Equipment Location 100A Anodes Located Reference Electrodes

100A Anodes Reference Electrode 100A Anodes at Frame 280.5 Port Located at Frame 305.5
Located at Frame 18.5 Located at Frame 38.5 Located at Frame 59.5 and Starboard Port and Starboard
Port and Starboard Port and Starboard Port and Starboard 4500mm Above Baseline 4500mm Above Baseline
4500mm Above Baseline 4500mm Above Baseline 4500mm Above Baseline
0 250
mV
IAS
Shaft Millivolt
Monitoring Panel Monitoring Brushes
100A Anode Reference Cell 100A Anode in Engine Room 100A Anode Reference Cell (Insulated From
Earth/Mounting)
Shaft Earthing
Brushes
JB JB JB JB JB
Photo of the Aft Power Supply Unit

Input 440V 60Hz 1PH
Central
Alarm System
supply unit Output 400A DC 24V
to be inserted here. Copper Slip Ring

Propeller Shaft
Forward Power Supply Unit

Input 440V 60Hz 1PH
Output 200A 24V DC
JB JB JB JB JB
100A Anode Reference Cell 100A Anode 100A Anode Reference Cell Propeller Shaft Earthing
and Monitoring Assembly
System Wiring

F T N AV I E R A
2.12.9 CATHODIC PROTECTION SYSTEM Principal of Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the To avoid electrolytic corrosion of the propeller, a slip ring is clamped to the
Maker : Cathelco hull metal and anodes, insulated from the hull, but in contact with the sea shaft and is earthed to the hull via brushes. A second set of brushes, insulated
Type: Impressed current water. The electrical potential of the hull is maintained more negative than from earth, monitors the shaft mV potential and this signal is fed to a millivolt
Power supply: AC 440V, 60Hz, the anodes, ie, cathodic. In this condition corrosion is minimised. Careful meter. To ensure efficient bonding, the slip ring should be cleaned on a regular
control is necessary over the flow of impressed current, which will vary with basis. The shaft potential value should ideally remain below 75mV.
The vessel is provided with an Impressed Current Cathodic Protection the ship’s speed, salinity and temperature of the sea water and the condition
(ICCP) system. This method of corrosion protection automatically controls of the hull paint work. If the potential of the hull is made too negative with The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
electrochemical corrosion of the ship’s hull structure below the waterline. respect to the anode damage to the paint film can occur electrolytically or between the deckhead and rudder stock to minimise any electrolytic potential
Cathodic protection can be compared to a simple battery cell, consisting of two through the evolution of hydrogen gas between hull steel and the paint. The across the bearings and bushes.
plates in an electrolyte. One of the battery plates in the electrolyte will waste system on this vessel controls the impressed electrical current automatically
away through the action of the flow of electrical current, if the two battery to ensure optimum protection. Current is fed through titanium anodes situated
Routine checks
electrodes are connected electrically. When two metals are immersed in sea on the port and starboard sides of the ship. The titanium prevents the anodes
water, which acts as the electrolyte, one of the metals acts as the anode and themselves from corroding and the surfaces are streamlined into the hull. • Record the output current and all voltages on a daily basis
will waste away. Which metal, in any pair, acts as the anode depends upon their Fixed zinc reference electrodes, port and starboard, are used to compare the
potential of the hull with that normally found between unprotected steel and • Check the reference electrode voltage on a daily basis
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 zinc electrodes. Sufficient current is impressed via the anodes to reduce this to • Check and clean the propeller shaft slip ring and brushes every
corrosion cell, and hence the rate at which wastage takes place, depends upon a level of between 150 and 250mV. week or as indicated on the earthing meter
the metals involved and the strength of the electrolyte. • Inspect the rudder stock earth strap every month
Operation
If a third electrode is added to the cell and current is forced to flow, the third • Return completed log sheets to the manufacturer for scrutiny
electrode acts as the cathode and the old anode will act as the new cathode. Once the unit is switched on, the unit’s transformer rectifier converts the every month
This is how an impressed current cathodic protection system functions. When a ship’s 440V AC supply to a low voltage, finely controlled DC current. The DC
• Inspect and clean the power supply unit cooling fans and grills
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential positive is connected to the anodes and the DC negative is connected to the
every three months
more negative that the surrounding sea water. For this reason, loading and ship’s hull. The system is completely automatic in normal use. In the normal
discharging terminals normally comply with the ISGOTT Recommendation operating mode the display will show the following readings:
The anodes and reference cells must be externally inspected every dry dock
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO • Anode current and voltage period. The anodes are fitted with an insulating shield cover to prevent
recommendations for the safe transport, handling and storage of dangerous excessive local overprotection and the condition of this shield must be closely
• Reference cell millivolt reading
substances in port areas, that ship shore bonding cables should be discouraged. inspected at this time.
Hence, high currents that can occur in earthing cables and metallic connections
The system should be regularly monitored and the readings taken once a day.
are avoided. These are due to potential differences between ship and terminal Detailed instructions are available in the manufacturer’s manual.
The monitoring unit has a changeover switch to enable the display of the
structure particularly due to the residual potential difference that can exist for
forward or aft system readings.
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the Sacrificial Anodes
ship and terminal structure. During preparations for berthing at terminals where Electrical Installation The areas of the hull shielded from the hull face, such as the thruster tunnel,
such insulation is not employed, or where earth connections are mandatory by The system consists of a monitoring panel and two power supply units. The rudder and sea water intakes, receive only limited protection from the ICCP
local regulation, or when bunker barges come alongside, the ICCP should be power supply units, one forward and one aft, are wired to port and starboard system. These areas are therefore fitted with separate sacrificial anodes.
switched off at least 24 hours in advance. reference electrodes and port and starboard anodes. The monitoring unit is Several sacrificial zinc anodes are provided within the water ballast tanks
also equipped with facilities to raise an external alarm to give warning of any including the fore peak tank.
Fresh Water Operation system abnormalities, via the IAS system.
(Author’s note: Confirmation of the use of sacrificial anodes on this vessel is
When the vessel enters a river estuary, the fresh or brackish water may limit required.)
The forward system is fed from the AC 440V main switchboard starboard
the spread of current from the anodes, due to the higher resistance of the water.
feeder section, circuit 68S and is situated in the bosun’s store.
Normally, the voltage output increases to compensate for this and would be
accompanied by very low current levels and the reference electrode potentials
The aft system is fed from the the AC 440V main switchboard port feeder
may indicate under-protection. However, in this system, the output is adjusted
section, circuit 68P and is situated on the ??? deck of the engine room.
automatically and the system returns the hull to the optimum protection level
when the vessel returns to sea water.

2.13 Accommodation Systems
2.13.1 Domestic Refrigeration System
2.13.2 Accommodation Air Conditioning Plant
2.13.3 Engine Control Room Air Conditioning Unit
2.13.4 Wheelhouse Air Conditioning Unit
2.13.5 Incinerator and Garbage Disposal
Illustrations
2.13.1a Domestic Refrigeration System
2.13.2a Accommodation Air Conditioning Plant
2.13.2b Unisab II Control Panel
2.13.5a Garbage Management Plan

F T N AV I E R A
Illustration 2.13.1a Domestic Refrigeration System
Fish -25°C Evaporator Meat -25°C Evaporator Vegetables +2°C Evaporator Dairy +3°C Evaporator Lobby +3°C Evaporator
S S S S S
Heating Heating
Coil Coil
Ozone
Generator
LP HP Manifold HP LP Manifold
AP AP
Compressor Oil Separator Oil Separator Compressor

S
Motor Motor
Oil Manometer Oil Manometer
Key
Refrigerant Gas
Refrigerant Liquid
Filter
Lubricating Oil
Purge Purge
Valve Valve Cooling Water
Electrical Signal
To / From To / From Instrumentation

Condenser Condenser
Cooling Water Cooling Water
Liquid Receiver Refrigerant Liquid

F T N AV I E R A
2.13 ACCOMMODATION SYSTEMS Each evaporator is fitted with an expansion valve which automatically Installed in the system is a capacity regulation valve operated by a solenoid
controls the flow of refrigerant through the evaporator. This is achieved by the valve. The capacity regulator is used to adapt compressor capacity to actual
positioning of the bulb at the evaporator outlet. evaporator load. Placed in a bypass between high and low pressure sides of the
2.13.1 Domestic Refrigeration System refrigeration system it imposes a downward limit on the compressor suction
The outlet temperature will vary the pressure of the medium inside the bulb. pressure by applying replacement load to the low pressure side, in the form of
Maker: Frivasa This medium then acts on a bellows inside the expansion valve thus regulating hot gas/cool gas from the high pressure side.
Type: Unable to determine from manual the expansion valve ensuring the refrigerant expands into a super-cooled
Refrigerant type: Freon R-507 vapour. The vapour is then returned to the compressor through the manual The lobby, vegetable and dairy rooms are fitted with an evaporating pressure
isolation valves. regulator in the suction line after the evaporator. It is used to maintain a
constant evaporating pressure and thereby a constant surface temperature on
Compressor Air in the cold rooms is circulated by electrically driven fans fitted to the the evaporator. The regulation is modulating.
Maker: Bitzer evaporators.
Model: Unable to determine Controls and Alarms
Type: Open type reciprocating General
No. of cylinders: Unable to determine The plant is not designed for parallel operation of the two compressors because The compressors are protected by high pressure, low pressure and low
of the risk of transfer of lubricating oil between the compressors. lubricating oil pressure cut-out switches.
Condenser When all the solenoid valves at the evaporators are closed by the room High Pressure Switch and Alarm
Model: Unable to determine thermostats, the low pressure switches will stop the compressor.
This switch has a double contact with a lever system which automatically
Type: Horizontal shell and tube closes one contact when the other opens. When the first contact is opened the
Evaporator pressure regulating valves are included in the lobby, vegetable and
dairy rooms to prevent these rooms dropping too far below the normal set compressor motor will stop and when the second contact closes an alarm will
Introduction point, which would damage the provisions should the inlet solenoid valves fail sound.
Cooling of the fish/meat rooms, vegetable room, dairy room and the lobby is to close properly.
provided by a direct expansion system. Low Pressure Switch and Alarm
Any leaks of refrigerant gas from the system will result in the system becoming
This cut-out switch protects the compressor in the event of undercharge. As
The plant consists of two compressors, two condensers, a refrigerant tank undercharged. The symptoms of an undercharged system will be low suction
previously mentioned low refrigerant pressure can lead to excess oil migration
and an evaporator coil in each of the four cold rooms plus one in the lobby. and discharge pressures with the system eventually becoming ineffective. A
in the gas.
Thermostatic expansion valves are fitted prior to each evaporator coil and an low charge level may result in excess lubricating oil being entrapped in the
oil separator is installed between each compressor and condenser. refrigerant and thus showing a low sump level. The refrigerant tank is fitted
with two sight glasses and the level should be checked at regular intervals. Oil Differential Pressure Switch
During normal operation one compressor will service all the cold rooms whilst Used as a safety switch for protection against too low a lubricating oil pressure
the other is on standby, but left on manual start-up, with all its valves shut. If the system does become undercharged and a leak is suspected the whole in the refrigeration compressor. If the oil pressure fails the compressor will be
system must be checked thoroughly using a gas leak detector. stopped after a time delay set at ???.
Cycle of Refrigeration When necessary, additional refrigerant can be added to the system using the
The compressor draws vapour from the cold room evaporators via the aspiration refrigerant load valve. Ensure the hose between the bottle and load valve System Running Checks at Regular Intervals
collector and pumps it under pressure to the water cooled condenser where the is properly vented of air before tightening the connection fully. The added • Cold room temperatures
vapour is condensed before returning to the refrigerant tank as a liquid. The refrigerant is dried at the dryer filter before entering the system. Any traces
of moisture in the refrigerant gas will lead to problems with the thermostatic • Evaporation coils for any signs of frosting
oil separator helps to remove any oil entrapped in the gas and returns it to the
compressor crank case via the oil return line. valves icing up and subsequent blockage. • Lubricating oil level in compressor crankcase
A thermostat in each cold room enables a temperature regulating device • Lubricating oil pressures
The liquid refrigerant is returned through the dryer and sight glass to the liquid
collector before passing through the manual isolation valves and to the cold to operate the solenoid valves independently thus reducing the number of • Suction and discharge pressures
room evaporators. starts and running time of the compressor. Each thermostat also provides
• Moisture indicators
alarm indication to the alarm panel situated in the ??? room if the cold room
temperatures vary from the set parameters. • Refrigerant tank level
• Fan belt tension

F T N AV I E R A
Illustration 2.13.1a Domestic Refrigeration System
Fish -25°C Evaporator Meat -25°C Evaporator Vegetables +2°C Evaporator Dairy +3°C Evaporator Lobby +3°C Evaporator
S S S S S
Heating Heating
Coil Coil
Ozone
Generator
LP HP Manifold HP LP Manifold
AP AP
Compressor Oil Separator Oil Separator Compressor

S
Motor Motor
Oil Manometer Oil Manometer
Key
Refrigerant Gas
Refrigerant Liquid
Filter
Lubricating Oil
Purge Purge
Valve Valve Cooling Water
Electrical Signal
To / From To / From Instrumentation

Condenser Condenser
Liquid Receiver Refrigerant Liquid

F T N AV I E R A
Operating Procedures Shutting Down the Refrigeration Plant Room Temperatures
Temperatures of the individual cold rooms are controlled by means of room
Starting the Refrigeration Plant a) Shut the liquid outlet valve from the refrigerant tank and pump thermostats. These activate solenoid valves situated in the liquid line to the
down the system. evaporators. When no cooling is required the thermostat closes the solenoid
valve and the refrigerant liquid supply to the evaporator is stopped. Although
a) Ensure the crankcase heater is in use before commissioning a
b) Stop the compressor when the suction pressure is slightly above room thermostats may be changed they should be set as follows:
compressor.
the low pressure cut-out set point. Allow the gas temperature at
the evaporators to rise and re-start the compressor again.
b) All stop valves, except the compressor suction, in the refrigerant Room Temperature
line should be opened fully and back seated to prevent the Meat room -25°C
c) It may be necessary to repeat this action several times to ensure
pressure in the valve reaching the valve gland.
the system is pumped down fully. Stop the compressor as soon Fish room -25°C
as the suction and discharge pressures have reached the same
c) Check the compressor oil level and top up if required. Vegetable room +2°C
value.
d) Start the cooling water pump for the condenser. Dairy room +3°C
d) Shut the compressor suction and discharge valves.
Lobby +3°C
e) Open the cooling water valves to the condenser unit and ensure
e) Shut off the cooling water supply and stop the pump if
there is sufficient flow. It may be necessary to regulate the
necessary.
outlet pressure to ensure the cooling pump does not trip on low
pressure.
f) Shut the liquid inlet valve to the refrigerant tank.
f) Vent the cooling water side of the condenser of any air to ensure
the condenser is full of water. Defrosting
The defrosting system is made up of tubes of elements made from stainless
g) Open the refrigerant supply to the cold rooms. steel inserted into the vanes of the evaporators.
h) Open the refrigerant returns from the cold rooms. Defrosting only takes place on the meat and fish room evaporators. Due to the
operating temperatures of the lobby, dairy and vegetable rooms, the associated
i) Check the compressor safety settings. evaporators do not require defrosting.
j) Open the compressor suction valve one full turn. The defrosting system has two modes of operation. Automatic and manual,
the latter being intended to permit manual defrosting in the event of a
k) Start the compressor. breakdown.
l) Continue to slowly open the suction valve taking care not to The fans are disconnected during defrosting to avoid hot air getting into the
allow liquid back to the compressor and keeping the suction cold store. Power is isolated from the solenoid valves, which prevents cooling
pressure above the cut-out point. liquid entering the evaporators.
CAUTION For greater safety, the compressor does not disconnect during defrosting
If the oil in the crankcase foams or knocking noises are heard from the times, in order to absorb the gases produced by the evaporation of liquid due
compressor, this indicates that droplets of liquid are being fed in with the to the rise in temperature. Running times for the compressor during defrosting
suction gas. The suction valve must be throttled in immediately. periods are very short, as it only has to absorb the evaporation of the liquid
already in the evaporator.
m) Once the suction valve is fully opened and the compressor is
running normally it is recommended that a full check of the When the temperature of the defrosting thermostat reaches the set point, the
system be carried out. heating elements are switched off. The meat and fish room evaporator fans
will not start until the evaporator coil surface temperature has dropped below
freezing.

F T N AV I E R A
Illustration 2.13.2a Accommodation Air Conditioning Plant
Temperature Sensor and Temperature Sensor and

Pressure Transmitter Pressure Transmitter
Steam Generator Steam Generator
To Accommodation Recirculated Air Fresh Air To Accommodation
No.1 Air Handling Unit No.2 Air Handling Unit
To Engine Room To Engine Room

Cooler Cooler
From Low Pressure From Low Pressure

Steam System Steam System
Freon Gas Electronic Controls Electronic Controls

To Open Air
Detector
Filter Freon Gas Filter

Detector
To/From To/From
Condenser Condenser
Key
Liquid Vessel Refrigerant Gas Liquid Vessel
Refrigerant Liquid
Filter Lubricating Oil Filter
Saturated Steam
Condensate
Cooling Water
Oil Cooler Electrical Signal Oil Cooler

Instrumentation
Air

F T N AV I E R A
2.13.2 ACCOMMODATION AIR CONDITIONING PLANT Air is supplied to the accommodation by two air handling units located on the electronic control unit. Once expanded through the evaporator and converted
main deck level. Each air handling unit consists of a belt driven fan drawing back to a superheated gas, it then returns back to the compressor to repeat the
air through the following sections: cycle.
Air Conditioning Plant
Maker: York Depending on climatic conditions the air handling unit can supply air that has
• Suction chamber for fresh and recirculated air and to enable a
Refrigerant: R-507 been pre-heated by the steam heat exchanger or cooled by the evaporator. Only
mixture of both
one function can be active at a time. A temperature sensor in the air supply line
No of units: 2
• Filter mesh regulates the cooling and heating so the set point is active for both functions.
• Low pressure steam heating coils Should the fan inside the air handling unit stop or trip, the valves to both the
Compressors cooling and heating units will automatically close. Only when the fan has been
• An evaporator for refrigerant gas restarted will the valves open.
Model: SAB 128HF
• Steam injection nozzles supplied from a stream generator
Type: Rotary screw The expansion (AKV) valves in the air handling units are of the pulse
Compressor speed: 3,600 rpm CAUTION modulated electronic type and are designed to regulate the superheat of the
Motor: 160kW at 3,600 rpm Legionella bacteria can have serious or even fatal consequences if allowed refrigerant gas at the evaporator outlet.
to breed. It is essential that no water is left lying in the air conditioning
system and that drains are proved clear at regular intervals. Areas where The compressors are protected by high and low gas pressure cut-out switches,
Condensers water can accumulate should be sterilised in line with the relevant M overcurrent relays and low lubricating oil pressure trips. The trips must be reset
No of units: 2 notice guidance and company instructions. before the equipment can be run and in the case of the overcurrent relay, this
must be done locally at the starter panel.
Model: HCB 16-350-2
Air is forced into the distribution ducting which supplies the accommodation
either from the fresh air ducting or from the accommodation via the recirculation Any leakage of the refrigerant gas from the cooling system will result in the
Air Handling Units ducting. The ratio of circulated to fresh air can be adjusted. system becoming undercharged. The symptoms of undercharge are low suction
and discharge pressures on the compressor and a slow increase in system
Maker: Novenco
The air inlet filters are disposable and flame retardant. Heating is provided by temperatures.
Type: ZLH-B4 (B or 8 unsure ?)
the finned heat exchanger supplied by steam from the 4 bar steam system.
No of units: 2 A side effect of low refrigerant gas charge is apparent low oil level in the
Cooling is provided by a direct expansion R-507 system. The plant is automatic sump.
and consists of two compressor/condenser units supplying each evaporator
Controller
contained within the accommodation air handling unit. A low charge level will result in excess oil being entrained in the circulating
Maker: Unisab refrigerant gas, causing the level in the sump to drop. When the system is
Type: Unisab 2 Steam injection nozzles are situated inside the air handling unit and after the charged to full capacity, this excess oil will be separated out and returned to
evaporator. The purpose of the injection nozzles is to reintroduce moisture the sump.
after the cooling process so providing a more comfortable atmosphere.
Introduction During operation, the level in the liquid receiver will drop. If the system does
Each compressor can provide 100% of the total capacity requirement and under become undercharged, the whole system pipework should be checked for
The air conditioning system is designed to cool air when required, provide normal conditions only one compressor will be in use, supplying refrigerant to leakage.
heating to the air if needed, remove excess moisture from the air if necessary one of the air handling units. The air handling units have the facility to cross
and humidify the air to the correct level for comfort. connect and be supplied by either compressor/condenser unit. For the vessel to comply with environmental restrictions, the maximum annual
leakage of refrigerant gas into the atmosphere should be restricted to 10% of
A comfortable atmosphere is a combination of temperature and humidity and The compressor takes suction from the returning superheated gas from the the total system charge. To verify this and to monitor the number of times
both must be controlled to create this. evaporators inside the air handling units. After compression and raising the the system has to be recharged, a record should be kept with a log of when
pressure and temperature of the gas it passes to a condenser where it is cooled and how much refrigerant was added. A regular system of leak detection to
The cooling effect on the air as it passes over the evaporator coil removes by the LT fresh water system back into a liquid. The liquid then passes to a minimise gas leaks should be implemented to ensure leaks are detected at an
moisture and causes the air to become dry. A certain degree of humidity is liquid receiver vessel which is fitted with a liquid sight glass. early stage.
important for comfort so it is necessary to humidify the air again by injecting
steam into the circulating air flow. The R-507 liquid then passes, via filter dryer units and a liquid flow sight glass When necessary, additional gas can be added through the charging line,
to the expansion valves of the evaporators inside the air handling unit being after first venting the connection between the gas bottle and the charging
used. The expansion valve is regulated by the operating parameters of the connection. Care must be taken to ensure no moisture or dirt is drawn into the

F T N AV I E R A
Illustration 2.13.2a Accommodation Air Conditioning Plant
Temperature Sensor and Temperature Sensor and

Pressure Transmitter Pressure Transmitter
Steam Generator Steam Generator
To Accommodation Recirculated Air Fresh Air To Accommodation
No.1 Air Handling Unit No.2 Air Handling Unit
To Engine Room To Engine Room

Cooler Cooler
From Low Pressure From Low Pressure

Steam System Steam System
Freon Gas Electronic Controls Electronic Controls

To Open Air
Detector
Filter Freon Gas Filter

Detector
To/From To/From
Condenser Condenser
Key
Liquid Vessel Refrigerant Gas Liquid Vessel
Refrigerant Liquid
Filter Lubricating Oil Filter
Saturated Steam
Condensate
Cooling Water
Oil Cooler Electrical Signal Oil Cooler

Instrumentation
Air

F T N AV I E R A
system when charging and for this reason a filter/dryer is fitted in the charging Illustration 2.13.2b Unisab II Control Panel
line. Any trace of moisture in the refrigerant may lead to problems with icing
of the expansion valve and subsequent blockage.
4 3 2 1 8 9 9
Operation of the Air Conditioning System
I Suct.temp.
Suct.temp.
Disch.temp.
-25°C
-25°C
38°C
Set
Disch.temp. 38°C
The air conditioning system is designed to run with one compressor supplying Oil
Oilpress.
press. 4.3
4.3bar
bar
5 6 7 9 9
one air handling unit, however crossover valves allow two compressor/ Ready
Ready 0%
0%
condensers to be used by one air handling unit. To prevent damage if this is R O
to be undertaken, the plant must be stopped and all valves set to the correct
position for the crossconnection before selecting the mode on the controller.
The compressors can be run on either automatic or manual mode. Manual and
automatic modes are selected at the controller. A yellow lamp directly above
the manual/automatic key button will indicate when manual mode is selected.
Description of the Unisab Control Panel

YORK
Refrigeration
The Unisab control system monitors, controls and regulates the air conditioning UNISAB II
compressors. It is operated by means of a control panel see illustration
2.13.2b.
1. Display panel allowing the operator to record operating

temperature and pressures. Procedure for Starting the Ventilation System d) Start up all associated ancillaries such as cooling water pumps
etc. Ensure steam is available to the air handling unit heater and
a) Ensure that the filters in the air handling unit are clean.
2. Starts the compressor and will illuminate green whilst the humidifier.
compressor is running. b) Set the air dampers to the required position to achieve the
e) Open the condenser cooling water valves ensuring there is
correct balance between fresh and recirculated air.
3. Changes the mode of operation from manual to automatic. A sufficient flow.
yellow light will illuminate when in manual mode. c) Start the supply fans.
f) Check the settings of the Unisab controller.
4. Increases the load capacity when in manual mode. d) Start the compressor oil circulation pump.
g) Press the key marked No.2, in the above illustration, to
(Author's note: to be confirmed.)
5. Decreases the load capacity when in manual mode. provide a start signal to the compressor. The machine will start
automatically on the minimum setting.
6. Acknowledges any alarms. In the event of an alarm a red light To Start the Air Conditioning Compressor
will illuminate directly above the key. a) If the yellow lamp is lit on the Unisab control panel then the h) Check all temperatures, pressures and levels associated with the
compressor is in manual mode and the following procedures are machine before increasing the load capacity.
7. Stops the compressor when in manual mode. to be observed.
i) Using the key marked No.4, in the above illustration to increase
8. The set key is used to change operating parameters, which b) All manual stop valves in the refrigerant lines of the unit being the load capacity during manual operation.
require a password and can be used to change the display from used should be opened and fully back seated to prevent leakage
bar to psi or from degrees centigrade to fahrenheit. of the gas through the valve glands. j) When the plant is running in a stable condition press the
key marked No.3, in the above illustration, to select the
9. The arrow keys are used to select pictures or digits when c) Ensure the oil level in the compressor is correct. AUTOMATIC mode.
changing values within set parameters.

F T N AV I E R A
Illustration 2.13.2b Unisab II Control Panel case, the compressor should be allowed to pump down again
after resetting the low pressure trip.
(Note: This operation may need to be repeated several times to ensure all the
4 3 2 1 8 9 9 gas is collected in the receiver.)
I Suct.temp.
Suct.temp.
Disch.temp.
-25°C
-25°C
38°C
Set
c) The liquid receiver can now be isolated by closing the inlet
Disch.temp. 38°C
5 6 7
Oil
Oilpress.
press. 4.3
4.3bar
bar 9 9 valves.
Ready
Ready 0%
0%
R O
YORK
Refrigeration
UNISAB II
Daily Running Checks on Air Conditioning Compressor d) Isolate the compressor motor.
• The lubricating oil pressure and level e) Close the compressor suction valve.
• Suction and discharge pressures
f) Close the compressor discharge valve.
• Liquid receiver level
• A regular system of refrigerant gas leak detection should be g) Close the cooling water valves on the condenser.
implemented to ensure leaks are detected at an early stage
h) Shut off the steam supply to the air handling unit.
To Stop the Compressor
To Shut Down the Compressor for a Prolonged Period or Maintenance
a) In automatic mode the compressor will start and stop as
determined by the control system. The compressor can be shut If the air conditioning system is to be shut down for a prolonged period, it is
down manually as follows. advisable to pump down the system and isolate the refrigerant gas charge in
the receiver.
b) Reduce the compressor capacity to a minimum by using the key
marked No.3, in the above illustration. Allow the compressor to This operation requires the compressor to be in the manual mode.
pump down the system so that the refrigerant is collected in the
condenser and receiver. a) Close the outlet valve from the liquid receiver and reduce the
capacity control on the compressor. It may be necessary to
c) Stop the compressor using the key marked No.7, in the above reduce the low pressure trip setting to prevent the compressor
illustration. Alternatively, close the liquid receiver outlet valve from cutting out.
and allow the compressor to run until the suction pressure drops
low enough to operate the low pressure trip. b) The compressor will eventually trip on low suction pressure.
After a period of time the suction pressure may rise, in which

F T N AV I E R A
2.13.3 ENGINE CONTROL ROOM AIR CONDITIONING UNIT
Engine Control Room

Compressor maker: Carrier
Model: 5H60
Power supply: ???
Quantity: 2 sets
Refrigerant: R-507
(Author’s note: Further information is required on this system to complete this

section.)

F T N AV I E R A
2.13.4 WHEELHOUSE AIR CONDITIONING UNIT
Compressor
Maker: Bitzer
Model: 2 HC 2.2Y Semi-hermetic
Power supply: 3 phase 440v
Quantity: ???
Refrigerant: R-507
Description
(Author’s note: Further information is required on this system to complete this
section.)
The selfcontained air conditioning units are supplied with cooling circuits only
and do not have the ability to be used as local heaters. They are equipped with
circulating fans, a filter, an evaporator, a condenser and a compressor.
The cooling system is regulated automatically by a thermostat which senses

the air intake temperature. The condensers for the units are air cooled and are
fitted with two stainless steel axial fans.
The evaporator is of the multi-pass type consisting of aluminium fins attached

to copper tubes. Air is blown over the evaporator where its temperature
is reduced. 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 therefore achieving
dehumidification.
Operation of the Unit Coolers

Prior to operating the air conditioning unit, the air intakes to the condenser fans
should be inspected to ensure there are no obstructions. The unit is equipped
with protection devices against high and low refrigerant pressure and high
compressor current. A safety valve is fitted to the top of the liquid receiver and
vents to atmosphere should the system become overpressurised.
The desired cooling temperature can be selected at the control panel located
on the front of the unit.
Maintenance of the unit under normal operation should be limited to a monthly

check for refrigerant loss and cleaning of the air filters. A more intensive
inspection should be carried out annually.

F T N AV I E R A
2.13.5 INCINERATOR AND GARBAGE DISPOSAL The burning process is monitored by the PLC (Programmable Logic Controller) Operator Panel MAC E300
and scanned by a photo resistor. The temperatures are also monitored/regulated
automatically by the PLC control system. The operator panel consists of a graphic and text LCD and a keyboard. The
Incinerator
Two sight glasses in the sluice are provided to enable the operator to observe panel is connected directly to the PLC.
Maker: Teamtec the amount of garbage in the chamber and the functioning of the system.
Type: OSG200C The functions of the panel are:
Capacity: 300,000 kcal/hour The combustion chamber is of steel construction and insulated with specially • Selecting of burner mode and setting of all variables
designed refractory blocks. The refractory material is made of a low cement/
50 litres/hour of sludge oil • Display running condition such as temperature, pressure, oil
high alumina quality, offering good thermal shock and slag build up resistance.
400 litres of solid waste per charge A double steel casing with a cooling air jacket forms the outside of the consumption and time.
Combustion Chamber combustion chamber.
Temperature: Maximum 1200°C
Working 850-1150°C The combustion chamber is equipped with a two-stage gas oil burner and 1
a steam/air atomising nozzle for sludge. The gas oil burner has two stages
Flue gas temperature: Maximum 375°C
which are regulated by the PLC. In addition there is a third stage for burning 2
Working 250-340°C sludge using steam or compressed air for atomising. The sludge burner allows
particles up to 4mm to pass through and is monitored by the PLC. It also has
The incinerator is designed to burn solid garbage waste and engine room waste a built in primary air fan and gas oil pump. 3
oil with the use of gas oil to assist the combustion when required. The unit is
capable of burning 50 litres of waste oil per hour or 400 litres per charge of The electric control panel is installed on the incinerator and contains fuses, 4
compacted solid waste. A combination of both is allowed to a maximum of starters, PLC and operator panel. The operator panel, which is located at the
5
400,000kcal/hour. right hand side of the control panel has an LCD display and keys for selecting
burner modes. 6
The incinerator consists of four main parts:

The purpose of the flue gas fan is to transport the flue gas from the combustion 7 8 9
• Combustion chamber with gas oil burner, sludge burner, pilot chamber and create a negative pressure in the furnace. The same fan draws
8 LIST ACK 10
fuel heater and electric control panel ambient air through the cooling jacket on the combustion chamber. The hot 4 5 6
7
• Flue gas fan gas from the furnace is diluted with the cooling air at the flue gas outlet on 1 2 3
9 PREV 11 MAIN 12
the combustion chamber in order to reduce the temperature to approximately

• Flue gas damper
340°C. - 0 . 14 13
• Sludge tank with circulating pump and heater
The automatic flue gas damper adjusts the gas flow in the flue gas duct and is
The combustion chamber is a circular chamber, equipped with a hinge mounted controlled from the electric control panel which senses the negative pressure in Running LED
1 - LEDs to indicate the running starters.
feeding sluice and an ash door which can only be opened while the incinerator the furnace and regulates the damper to give the desired pressure. 2 - Text labels
is not burning.The feeding sluice is flare-back safe and can be used during Display
operation. For loading of large quantities of waste, the sluice can be opened The Teamtec sludge tank functions as a daily service tank for sludge. Waste oil 3 - LCD display
Keyboard
like a door before starting the incinerator and the waste being placed into the is supplied to the incinerator from the service tank by the circulating pump and 4 - Function keys text labels
chamber. The control system prevents the door from being opened before the returns to the tank, thus ensuring an even temperature throughout the waste oil 5 - Function keys status LEDs
correct cooling down temperature is reached. charge and a good mixture of sludge and water. Two drain valves are mounted 6 - Function Keys - Used to select the different burner modes
Keyboard Content
on the sludge tank, the lower one is used to drain any water from the sludge. A
7 - No. Key (0-9) - Used to entering numeric values
The garbage is ignited by radiant heat from the burner. Remnants of particulate low level switch on the tank will stop the circulating pump and heating when 8 - LIST - Used to display the alarm list
matters in the gas flow are neutralised by the burner making the process of the level has reached a minimum. The heater, controlled by a thermostat, will 9 - PREV - Used to display the previous menu
incineration ecologically safe. As the fumes leave the chamber, cooling air keep the sludge temperature between 60-90°C. 10 - ACK - Used to acknowledge an alarm in the alarm list
11 - ARROW KEYS - Used to move the cursor
drawn from the lower part of the casing is mixed to bring the temperature down 12 - MAIN - Used to select the main menu from any display
to approximately 310°C before discharge. For efficiency, the flue gas outlet is There is a gas oil GO service tank and a supply pump to the incinerator. The 13 - ENTER - Used to accept a setting or move to the next test time
located at the top of the combustion chamber. GO service tank is filled from by the GO transfer pump, with the overfill 14 - CLEAR - Used to delete the character to the left of the cursor
returning to the GO storage tank. There is a running and common alarm
indication on the IAS.

F T N AV I E R A
Alarm System Sludge Circulation Pump Procedure for Operation Depending on the Mode Selected
If an alarm occurs the internal audio alarm is activated and a signal is sent to Used to manually start the sludge circulation pump. The pump will
the ship’s alarm system. ‘ALARM’ is displayed on the LCD and the cause of automatically stop when the sludge tank drops to a set level. Before starting any of the following operations confirm that the main power
the alarm is indicated on line 4 of the LCD. The red ‘EXT ALARM’ LED will switch on the control panel is turned to the ON position.
flash when the external alarm has been activated. To acknowledge an alarm
Sludge Tank Heating
move the cursor to the alarm text line, press the ACK key and the audible alarm Slagging
will be silenced. Used to manually start the tank heater and will automatically switch off at low
level.
a) Press the LOADING/SLAGGING key, the flue gas damper will
A history of the alarms can be viewed by using the LIST key on the MAC E300
close for 30 seconds and the flue gas fan will start.
control panel keyboard. The alarm is reset by moving the cursor to the alarm
text line and pressing the ACK key. This will also reset the internal buzzer. There are 8 different burner stages depending on which programme mode has
been selected and are listed as follows: b) Open the garbage and ash doors and remove any ash and slag.
Check the combustion air inlet openings at floor level are clear
Procedure for the Operation of the Incinerator to ensure proper air flow to the combustion chamber.
Burner Stage No 0
Not active. Waiting for temperature to decrease before new start. Burning Solid Waste
Programme Mode Selection
Stop Burner Stage No 1 a) Load the incinerator and close the incinerator door.
When pressed will stop all selected programs and activity. If the combustion Gas oil nozzle no. 1 in use.
chamber temperature is above 220°C the flue gas fan will continue to run until b) At the programme controller set the burning time (this depends
the temperature has decreased to 170°C and the door lock is released. on the amount of solid waste but is automatically repeated from
Burner Stage No 2
the previous burning). If 0 burning time is selected the burning
Gas oil nozzle no. 2 in use. will continue until the STOP button is pressed.
Slagging
This mode is used for slagging of the incinerator. It closes the flue gas damper c) If LOADING/SLAGGING is shown on the display press the
Burner Stage No 3
and starts the flue gas fan. The doors can be left open during this period. STOP button. The flue gas fan will stop and ‘READY’ will be
Gas oil nozzles no. 1 and 2 in use. displayed in line 4 of the LCD.
Solid Waste
Burner Stage No 4 d) Press the SOLID WASTE pushbutton and ‘SOLID WASTE’
Used for burning of solid waste loaded in the combustion chamber. The will be displayed in line 4 of the LCD for 5 seconds. The
incinerator is started in stage 3 and the gas oil burners and combustion air is Gas oil nozzle no. 1 in parallel with sludge burner. incinerator programme will commence with the flue gas fan and
controlled by the PLC. When the combustion chamber temperature exceeds gas oil burner operating when the conditions are correct. The
850°C the door lock on the sluice door is energised and the feeding of solid Burner Stage No 5 green LEDs for FG Fan, Burner and Running are illuminated.
waste can begin.
Gas oil nozzle no.2 in parallel with sludge burner.
e) When the set burning time has expired or the STOP button is
Solid Waste/Sludge pressed the burner will stop and the cooling down sequence will
Burner Stage No 6 commence. ‘COOLING’ is displayed in line 4 of the LCD.
This mode starts the incinerator in the solid waste mode but will change
over automatically to burn sludge controlling up to a maximum capacity Gas oil nozzle no. 1 and 2 in parallel with sludge burner.
f) When the temperature in the combustion chamber has fallen
whilst consuming a minimum of gas oil. The sludge capacity is controlled
below 170°C the flue gas fan will stop and the door interlocks
automatically and will be limited by the combustion chamber temperature. Burner Stage No 7 will be released.
Sludge burner only without diesel oil support.
Sludge
This mode is used to burn sludge at the maximum capacity whilst consuming
a minimum of gas oil. The chamber is heated by burning gas oil and will
automatically switch to sludge when the temperature reaches 650°C. The
incinerator will only burn sludge alone when the combustion chamber reaches
850°C.

F T N AV I E R A
Burning Waste Oil If the incinerator is running during a blackout it is important to start the flue The prohibitions on discharge in special areas are more restrictive as follows:
gas fan as soon as possible upon restoration of electrical power in order to
• No discharge of plastics, metal, rags, packing material, paper or
a) Fill the incinerator sludge tank and activate the heater by cool the combustion chamber. Once power has been restored to the incinerator
glass
pressing the SLUDGE HEATER key. The green SL HEATER press the STOP pushbutton, this will start the flue gas fan after 30 seconds and
‘COOLING’ will be displayed in line 4 of the LCD. • Discharge of food wastes must occur as far as practicable from
LED will be illuminated.
land, and never closer than 12 nautical miles. In the Caribbean,
ground waste is allowed to within 3 nautical miles of land.
b) Drain any water from the incinerator sludge tank and start the Summary of Regulations
circulation pump by pressing the SLUDGE PUMP pushbutton.
MARPOL Annex V, the international agreement regulating the discharge of Due regard should also be taken of any local authority, coastal, or port
The green SL PUMP LED will be illuminated.
solid waste at sea, provides enhanced protection for special areas, particular regulations regarding the disposal of waste. To ensure that the Annex to
bodies of water deemed particularly at risk due to the oceanographic MARPOL 73/78 is complied with, waste is treated under the following cases:
c) Check the atomising air/steam pressure is between 6.0-8.0 bar.
characteristics, ecological significance or a high incidence of vessel traffic.
• Food waste
The International Maritime Organisation (IMO) will declare a special area in
d) If SLAGGING is shown on the display press the STOP button. • Burnable dry waste, plastic and others
effect when it determines that the nations bordering the body of water have
The flue gas fan will stop and ‘READY’ will be displayed in
sufficient capacity to handle waste offloaded from ships. • Non-burnable dry waste
line 4 of the LCD.
The special areas are as follows: • Other waste, including oily rags and cans, chemical containers
e) Press the SLUDGE pushbutton and ‘SLUDGE’ will be and incinerator ash
displayed in line 4 of the LCD for 5 seconds. The incinerator • The Baltic Sea
will commence the procedure for burning waste oil. The green • Portions of the North Sea
LEDs for FG Fan, Burner, SL Pump, SL Heater and Running Garbage Disposal Procedures
are illuminated. • The Antarctic Ocean
Food Waste
• The Red Sea
f) Waste oil will continue to burn for the set period of time or until Food waste production for approximately 50 persons is given as 15 to 25kg per
the waste oil circulation pump stops due to the operation of the • The Black Sea day or 75 to 125 litres per day without compacting.
low level switch on the incinerator sludge tank. • The Persian Gulf
• The Gulf of Aden Burnable Dry Waste
g) When the burning time has expired or the stop signal has been
activated the burner will stop and the cooling down sequence • The wider Caribbean area including the Gulf of Mexico Dry waste production for approximately 50 persons is given as 30kg per day
commences. ‘COOLING’ will be displayed in line 4 of the or 1000 to 1500 litres per day. The volume can be reduced by a factor of 5 by
• The Mediterranean Sea
LCD. shredding the waste.
h) When the combustion chamber has fallen below 170°C the flue MARPOL Annex V contains the following prohibitions for the discharge of
Non-burnable Dry Waste
gas fan will stop and the door interlocks will be released. solid waste outside special areas:
Non-burnable dry waste production for approximately 50 persons is given as
• No discharge of plastics
20kg per day or 80 to 100 litres per day without compacting.
Burning Solid Waste and Sludge • No discharge of buoyant dunning, lining or packing material
For simultaneous burning of solid and oil wastes, reduce the rate of waste within 25 nautical miles
Other Waste
oil burning to avoid an overheat trip. Oily rags etc., must be loaded in small • No discharge of garbage within 12 nautical miles. Food waste
quantities only (approximately 3kg per loading) and must not be present in the may be discharged if ground into pieces smaller than 1 inch • Oily rags may be burnt in the incinerator in small quantities
combustion chamber unless the induced draught fan is running.
• No discharge of any solid waste, including food waste, within 3 • Containers which were used for oils or chemicals must be
nautical miles stored on board and discharged ashore
Emergency Stop
• Incinerator ash must be on board in the location of a special
The incinerator may be stopped in an emergency by turning the main switch site if less than 12 nautical miles from land, otherwise the ash
on the control panel to the OFF position or by activation of the EMERGENCY can safely be dumped overboard but a log should be kept of the
STOP pushbutton located outside the incinerator room. amount dumped.

F T N AV I E R A
The 1997 MARPOL conference adopted a protocol to add a new annex to
MARPOL 73/78 entitled, Annex VI-Regulations for the Prevention of Air
Pollution from Ships. This annex contains regulation 16 which requires
incinerators installed on or after 1 January 2000 to meet type approval and
operating limits.
Regulation 16 of annex VI prohibits the incineration of the following:

• MARPOL 73/78 Annex I, II, III cargo residues including related
contaminated packaging
• Polychlorinated biphenyls (PCBs)
• Garbage, as defined in Annex V, containing more than traces of
heavy metals
• Refined petroleum products containing halogen compounds
• Polyvinyl chlorides (PVCs) except in incinerators for which
IMO type approval certificates have been issued
Regulation 16 also requires the combustion flue gas outlet temperature to be

monitored at all times.

2.14 Sanitary and Fresh Water Systems
2 14.1 Domestic Water System
2.14.2 Sewage Treatment Plant
Illustrations
2 14.1a Fresh Water Generating System
2 14.1b Fresh Water Service System
2.14.2a Sewage Treatment System

F T N AV I E R A
Illustration 2.14.1a Fresh Water Generating System
Ejector
Steam To Main
From Main/Auxiliary PI Condensate
From Manifold CW CW CW
54 55 56 Condensate Pump TI System
Discharge From
Steam Ejector
LT LI LT LI LT LI Supply Condenser
5227 4237 5226 4236 5225 4235 To Fresh Water Condensate e F
Distilled Water Distilled Water Distilled Water Expansion Tank Cooled
LT LI DF65
Tank 18A Tank 18FS Tank 18F
5007 4011
LI LT 289.2m3 161.7m3 109.1m3 F
C
TIC
S
4012 5006
Fresh Water CW CW CW a TI
DF Fresh Water DF 43 44 45
Tank, 47 Tank, 46 TI
CW74 CW73 CW72 C
(279.4m3) (258.6m3) C TI
Distillate
CW CW CW Cooler
SF SF 69 70 71
44 45 Heater
From Chemical
Distillate
Sample Main Condensate Injection Tank
BB BB Pump
System
42 43
From Power
To Cold Start From Power
To/From Overboard Supply Supply
Feed Water Discharge
M
To Atmos.
To Bilge To Bilge Make Up SC
Pump Drain Tank
and Spill To Main M
SC Brine
Condenser To Bilge
Pump C
To Bilge
DF79 To Bilge Overboard
PI
From
Ion Ejector T Feed Water Heater C
Silver Salt Steam a S Ejector
PI DF49 Salinity
Steriliser Condenser
Indicator TI C From
S Main/Auxiliary
Mineraliser Condensate Pump
a
SC
Discharge
TI TI e
To Aft Peak Tank C C From Power

F
TIC
Supply
DF48 From Heating
From Power Distillate Steam
Key Supply
Cooler
C
2ND 1ST M
SC
Stage Stage
Condensate/Distilled Water C
T
Distillate To Bilge
Steam Chemical
Pump To Vacuum
Cleaning
Fresh Water Chemical To Atmos. Chemical Condenser
Pump To Clean
C Injection Tank Drain Tank M SC
Cleaning
Instrumentation From Power Drain Tank
Tank
Supply
Electrical Signal Brine
Pump To Bilge
Sea Water
H
VA64
CS41 CS42 CS62 CS2 High Sea Chest
VA25 To
PI PI
To Cargo To Machinery 4018 Fresh Water 4020 Fresh Water To Fire Fighting
High Sea Chest Fresh Water Fresh Water Spray Generator Generator Jockey VA63
To Ballast Pumps To Inert E E
Coolers Coolers Pump Pump Pump Pump Steam
Steam Gas Generator (7.0m3/h 3
VA24 (45m /h
Cooling PI
4 bar)
PI
4 bar) Low Sea Chest
4017 4019
Low Sea Chest TT PI CS39 CS40

H H H
5001 5002
H P H

F T N AV I E R A
2.14.1 DOMESTIC FRESH WATER SYSTEM Steriliser (Ultraviolet) From the first stage chamber the brine flows to the second stage chamber which
Maker: Jowa AB is at a lower pressure than the first stage chamber and further evaporation takes
place.
Fresh Water Generators No. of sets: 1
Maker: Sasakura Model: Jowa UV-S A brine pump extracts the brine from the second stage chamber and pumps it
No. of sets: 1 Type: Silver ion overboard.
Type: Two stage flash evaporator Capacity: 2.0m3/h fresh water
Vapour released from the brine is condensed in each chamber by sea water,
Model: F-45R
which is heated by the vapour and then passes to the brine heater before
Capacity: 45tons/day Rehardening Filter entering the evaporator as heated sea water feed.
Maker: Jowa AB
Fresh Water Generators The condensate from the first stage flows to the second stage collector and the
No. of sets: 1
condensate is removed from the evaporator by a distillate pump.
Maker: Sasakura Model: F150-2
No. of sets: 1 Type: Hardness and pH adjusting A two stage air ejector maintains the evaporator chambers at the correct
Type: Low pressure submerged tube Capacity: 2.0m3/h fresh water pressure to allow for evaporation.
Model: V-45R
Capacity: 45tons/day Low Pressure Submerged Tube Evaporator
Calorifier
This evaporator has a single evaporation chamber into which sea water feed
Maker: Termojet SA
is directed. Heating takes place using 0.1kg/cm2 desuperheated steam which
Fresh Water Hydrophore Pumps No. of sets: 1 flows through a heater located at the base of the evaporation chamber. A steam
Maker: Azcue Model: LF15SEDN-1 operated air ejector maintains the evaporation chamber at low pressure thus
No. of sets: 2 Type: Steam and electric enabling evaporation to take place at low pressure. A brine pump discharges
Type: Centrifugal Capacity: 0.8m3/h brine overboard and so maintains a level of heated sea water in the chamber.
Model: BR-41/20
The vapour is condensed at the top of the evaporator and the distillate pumped
Capacity: 7.5m3/h at 6.0kg/cm2 EVAPORATOR/DISTILLATION PLANT SYSTEM to storage by means of a distillate pump.
Hot Water Circulating Pumps Introduction Sea water feed to both evaporators is chemically treated in order to prevent
foaming in the evaporator and reduce the risk of scale formation.
Maker: There are two fresh water evaporators installed and these operate at low
No. of sets: 2 pressure using desuperheated steam as the heat source (see section 2.1). One Distillate from the FW evaporators is discharged to the domestic fresh water
fresh water evaporator is of the two stage flash type and employs sea water for tanks and the stern tube cooling water tank if required. The supply of water to
Type: Centrifugal
cooling but the other evaporator is of the low pressure submerged tube type the fresh water tanks first passes through a rehardening filter and then a silver
Model: which employs condensate for cooling. ion steriliser before flowing to the tanks. When the distillate is directed to the
Capacity: 2.0m3/h at 1.0kg/cm2 distilled water and stern tube tank the rehardening filter and silver ion steriliser
Each fresh water generator is self-contained with its own combined brine/air plant is bypassed.
ejector and distillate pump. The air ejector is driven steam which creates a
Steriliser (Silver Ion)
vacuum in the system in order to lower the evaporation temperature of the To continuously check the quality of the fresh water produced by each of the
Maker: Jowa AB feed water. distillation plants a salinometer is provided at the distillate outlet.
No. of sets: 1
Model: Jowa AG-S Flash Evaporator If the salinity of the produced fresh water exceeds the chosen maximum value,
Type: Silver ion the dump valve and alarm are activated to automatically dump the produced
The flash evaporator has two stages of evaporation, the second stage chamber fresh water to the bilge.
Capacity: 2.0m3/h fresh water being maintained at a lower pressure than the first stage. Sea water feed is
heated by means of a heater supplied with 0.1kg/cm2 desuperheated steam,
external to the evaporator unit. The heated sea water enters the first stage of the
evaporator where some of the water evaporates because the temperature of the
first stage is lower than the evaporation temperature of the brine corresponding
to the pressure in the first stage chamber.

F T N AV I E R A
Illustration 2.14.1b Fresh Water Service System DF51 DF59 DF54 To/From
From Manifold FM Machinery FM Diesel Generator FM Cargo Accomodation
4014 Low Temperature 4015 4016
High Temperature Low Temperature
Freshwater Freshwater Freshwater
Expansion Tank Expansion Tank Expansion Tank
DF52 DF03 DF53 SF
30
LT LI
PF35 Deck 24500M
5007 4011
LI LT Laboratory
4012 5006
Drinking
PF Fountain
Fresh Water Fresh Water DF HP
DF HP36 33 Workshop 31
Tank, 47 Tank, 46
(279.4m3) (258.6m3)
HP
34 SF40
SF SF Located Near To Bilge
44 45 SF69
To Aft Bilge Well Deareator To Spray System in
Life Boat Area
BB BB SF39
42 43 Located Near SF41
PF85 SF
32 Economiser To Open Deck
To Distilled Water Tanks ECR Toilet To Aft Bilge Well
To Bilge To Bilge SF29

Located Near Forced
SF38 Draught Fans
DF65
Incinerator Room SF28
SF37 Located Near Boilers
S
Deck Store SF27
Hydrophore
To Grey Water
SF63 Tank To Inert Gas Room
PI PI SF82 SF80 Ultraviolet
To IGG Burner
4002 4009 FM PF Sterilizer
4017 70 To Flushing IGG
From PI PS SF DF To Flushing IGG
Sea Water Cooled 4001 5008 67 66 SF81 SF62 SF26
Fresh Water Generator SF64
SF25
SF SF
DF49 60 83 2nd
Cold Fresh Water Hot Water HP Flat
Pumps Fresh Water Pumps 84
SF22
PI PI Located Near Ion
TS 4005 4004
DF79 PI LI 5014 Exchanger Unit
DF48 4003 4010
From SF21
Condensate Cooled TC PS Located Near N2H2
5009 Injection Equipment
TI PI PI SF20
4013 4007 4006 Located Near Chemical
HP18 Injection Equipment
PI
Ion Silver Salt Calorifier SF19
Sterilizer
HP17
S
Mineraliser 1st
Flat
Aft Peak
To Aft Bilge Well SF16
Tank Purifiers Room Located Near
DF50 Key HP SF SF15
07 08
Condensate/Distilled Water HP SF To Oil Monitor on Bilge
Stern Tube 13 14 Separator Discharge
Cooling Tank BB01 Fresh Water HP10 SF12
To Bilge Pump Instrumentation
SF SF SF
68 02 04 HP09 SF11
Holding Bilge
Lubricating Oil Purifiers Diesel Oil Purifier Tank To Bilge
Well

F T N AV I E R A
Operating Procedure b) Open the FW generator distillate outlet valves DF49 for the Position Description Valve
(Author`s Note: Do not have the operating manuals for the evaporators and so flash evaporator and DF48 for the low pressure evaporator and
Open Machinery LT expansion tank automatic filling valve DF51
details need to be added when the manuals are available or on board during set the line three-way valves so that the evaporators discharge
the verification visit.) distillate to the fresh water system rather than the cooling water Closed Machinery LT expansion tank manual filling valve DF52
expansion tanks and stern tube cooling water tanks. Open Generator LT expansion tank automatic filling valve DF59
WARNING
Do not operate the plant in polluted water. Fresh water must not be c) Close the rehardening filter bypass valve DF79 and set the Closed Generator LT expansion tank manual filling valve DF03
produced from polluted water, as the produced water will be unsuitable rehardening filter inlet. Open Cargo LT expansion tank automatic filling valve DF54
for human consumption.
Closed Cargo LT expansion tank manual filling valve DF53
d) Open the silver ion steriliser inlet and outlet valves and supply
electrical power to the silver ion steriliser unit. The control
DISTILLATE TRANSFER SYSTEM
unit will operate the supply solenoid valve when the silver ion
steriliser is supplied with power. Close the steriliser bypass DOMESTIC FRESH WATER SYSTEM
Introduction valve.
Distillate is discharged from the evaporator by the distillate pump. Transfer can Introduction
be to either the distilled water tanks, cargo and machinery fresh water cooling (Note: The silver ion steriliser solenoid valve is controlled by the silver ion
The fresh water hydrophore unit provides the ship with cold fresh water
expansion tanks, the stern tube cooling water tank or the domestic fresh water steriliser and this valve prevents water flowing to the domestic fresh
for drinking, sanitary water and technical services water. The fresh water
tanks. Distillate which is to be pumped to the domestic water tanks is first water tanks unless the silver ion steriliser is operating.)
hydrophore unit also supplies water to the calorifier and the hot water
passed through the rehardening filter and then the silver ion steriliser. circulation pumps supply hot water from the calorifier to the accommodation.
An ultraviolet steriliser is fitted in the cold water supply line to the
The silver steriliser destroys bacteria and leaves a residue of silver ions in the Procedure for Pumping Distillate to the Distilled Water tanks, accommodation and domestic fresh water being supplied to end users will
stored water thus providing for effective sterilisation whilst the water is stored Cargo and Machinery Fresh Water Expansion Tanks and the normally all flow through the ultraviolet steriliser.
in the tanks. The rehardening filter removes solid particles and carbonic acid Stern Tube Tank
gas from the water, this produces a neutral or slightly alkaline condition. Water may be taken from a shore supply or a barge by means of water bunkering
The expansion tanks may be filled directly from the evaporators as explained lines located on the port and starboard sides of the ship at the cargo manifold;
As the water passes between two electrodes in the sterilising unit, through below or they may be filled from the hydrophore system. The description below valves FW06 and FW07. The deck filling valves to the two domestic fresh
which a small current is passed, the ions are released and sterilise the water. applies to the direct filling from the evaporators. A non-return valve DF66 in water storage tanks should normally be closed. Water supplied from ashore
Sterilisation by this method ensures that the water is maintained in a good the branch line from the hydrophore tank allows for filling of the expansion does not pass through the silver ion steriliser or the mineraliser and care must
condition, even when stored in the tanks for a period of time. The silver tanks from the hydrophore system. (Distilled water filling arrangements be taken to ensure that the water is fit for human consumption.
electrodes should be inspected and changed when all the silver coating has needed are not shown on the sanitary water system)
depleted. The dosing of the water is automatic and is set depending on the flow The domestic fresh water is stored in two fresh water tanks, 17A of 279.4m3
of the water. a) Operate the FW generator(s) as described above. and 17F of 258.6m3, which are located in the steering gear room on the port
side and the levels are monitored by the IAS. There are two fresh water
Normally one domestic fresh water tank is in use and the other tank is being b) Open the FW generator distillate outlet valves DF49 for the hydrophore pumps which take suction from the domestic fresh water tanks.
filled. Domestic fresh water and the cooling water expansion tanks may be flash evaporator and DF48 for the low pressure evaporator and These pumps deliver fresh water to the fresh water hydrophore tank which is
filled at the same time. The domestic fresh water tanks may be filled from the set the line three-way valves so that the evaporators discharge maintained under pressure by air trapped in the hydrophore tank; the tank is
filling connections at the deck manifold. distillate to the cooling fresh water and stern tube tank system initially charged with air from the service air system. The pressure in the tank
rather than the domestic fresh water tanks. Open line filling controls the starting and stopping of the duty fresh water hydrophore pump
Procedure for Pumping Distillate to the Domestic Fresh Water valve DF65. which is set to automatic operation by the system controls. Pumps must be set
Tanks to remote operation at the fresh water pump local control panel.
c) Open the stern tube cooling water inlet valve DF50 if the stern
tube cooling water tank is to be filled. At the local panel there are off, local and remote switch positions. When the
a) Operate the FW generator(s) as described above and open the
fresh water tank filling valves (and other tank filling valves) as switch is in the off position the pump motor cannot be started. With the selector
d) The fresh water cooling system expansion tanks each have in the local position the pump motor may be started from the local starter panel
required. There are two fresh water tanks, 17A of 279.4m3 and
two valves. One valve is for the float operated inlet device and but not from the ship`s central control system. (Author`s Note: If the pumps
17F of 258.6m3, these are located in the steering gear room on
should normally be open; the manual filling line valve should can be started from the central control system details to be found on board and
the port side. The associated filling valves for the tanks 17A and
normally be closed. inserted)
17F are DF47 and DF46, respectively.

F T N AV I E R A
DF52 DF03 DF53 SF
30
LT LI
PF35 Deck 24500M
5007 4011
LI LT Laboratory
4012 5006
Drinking
PF Fountain
Tank, 47 Tank, 46
(279.4m3) (258.6m3)
HP
34 SF40
44 45 SF69
Life Boat Area
BB BB SF39
PF85 SF

Located Near Forced
SF38 Draught Fans
DF65
S
Deck Store SF27
Hydrophore
To Grey Water
To IGG Burner
SF25
SF SF
DF49 60 83 2nd
SF22
TS 4005 4004
DF48 4003 4010
From SF21
TI PI PI SF20
PI
Sterilizer
HP17
S
Mineraliser 1st
Flat
Aft Peak
DF50 Key HP SF SF15
07 08
SF SF SF
68 02 04 HP09 SF11
Holding Bilge
Well

F T N AV I E R A
As the water is used, the tank pressure drops allowing the duty pump to start Position Description Valve Position Description Valve
automatically and refill the tank. As the pressure in the system increases to a Open Water services outlet (LO purifier) SF68
Open Ultraviolet steriliser inlet valve
predetermined value the pump will automatically stop.
Open Ultraviolet steriliser outlet valve Open Water supply valve to purifier room SF08
In the event of a blackout the control system remembers which pump was Closed Ultraviolet steriliser bypass valve PF70 Open Water services outlet (purifier room) SF06
operating, provided that it was set to remote, and will start the pump as part of
the sequential start system. Open Water fountain inlet valve SF30
Open Engine room toilet supply valve PF33 Water supplied to the deck system ring main, via supply valve SF10, feeds
outlets on the deck via quick acting self sealing connectors. The ring water
Procedure for Operation of the Fresh Water System Open Engine room washbasin supply valve PF35 main also supplies decontamination showers at the loading manifolds on the
Open Accommodation domestic water supply valve port and starboard sides of the ship.
17A domestic FW tank and No.1 fresh water pump in use.
a) Check that there is sufficient water in the domestic FW tank to Valves are shown as open but if the service was not being used the valve would
Engine Room Cold Fresh Water Services System
meet the immediate demand. be closed.
b) Vent the fresh water hydrophore tank and, using the No.1 FW Open Water services outlet (near deaerator) SF40 The fresh water system will operate as required with the duty pump operating
pump in local control, fill it until the water level gauge glass is in order to maintain pressure in the system.
Open Water services outlet (near economiser) SF39
¾ full; stop the pump. Suction valves SF63 and SF64 for the
fresh water hydrophore pumps must be open together with the Open Water services outlet (incinerator room) SF38 Domestic Hot Water System
pump discharge valves. The suction valve from 17A fresh water Open Water services outlet (deck store) SF37
tank SF44 should be open: tank 17F is assumed to be filling and This system supplies the hot water to the accommodation for domestic
so its outlet valve SF45 will be closed. Closed Spray system in lifeboat area SF69
purposes.
Open Water services outlet to deck system SF41
c) Connect the air supply line and open the air supply valve and Water is circulated continuously by one of the two the hot water circulating
the hydrophore tank air valve to pressurise the hydrophore Open Water supply to engine room washbasin SF32
pump, the water being passed through a calorifier, which can be either steam
tank from the ship’s air supply system. The hydrophore tank Open Water supply to laboratory washbasin PF35 or electrically heated to raise the water to the correct temperature. Top up to
gauge valves must be open. When the hydrophore tank is at the the system is from the hydrophore tank. The pumps can be changed over if
Open Water services outlet (near FD fans) SF29
correct operating pressure close the air valves and remove the necessary for maintenance. Pumps are started and stopped locally. Pumps
connection pipe. Open Water services outlet (near oil fired boilers) SF28 should be changed over periodically in order to avoid one pump having
Open Water services outlet (inert gas room) SF27 excessive running hours.
d) The fresh water hydrophore tank is now operational and FW can
be supplied to the various users. Open Water services outlet SF26 The system supplies hot water to the accommodation system, the wash basin
Open Water services outlet SF25 in the workshop, the laboratory wash basin, the wash basin in the engine room
e) At the local control panel set both fresh water hydrophore toilet.
pumps to remote and start No.1 pump. The pump will start Open Water services outlet (near ion exchange unit) SF22
and operate in automatic mode with control from the pressure Open Water services outlet (near N2H4 injection unit) SF21
switches stopping and starting the pump as necessary. Procedure for Operating the Hot Water System
Open Water services outlet (near chemical injection unit) SF20
f) Set the valves as in the following table: a) Operate the FW system as above and set the hot water system
Open Water services outlet SF19
valves as follows:
Open Water services outlet (near coolers/atm condenser) SF16
Position Description Valve Open Water services outlet (monitor bilge separator) SF15 Position Description Valve
Open Hydrophore tank outlet valve SF67 Open Water services outlet SF12 Open Calorifier water supply valve SF60
Open Non-return valve to expansion tank make-up DF66 Open Water services outlet SF11 Open Calorifier inlet valve
Open Flow meter inlet valve SF82 Open Water supply to washbasin SF14 Open Calorifier outlet valve
Open Flow meter outlet valve SF80 Open Water services outlet (DO purifier) SF04 Open No.1 hot water circulating pump inlet valve
Closed Flow meter bypass valve SF81 Open Water services outlet (LO purifier) SF02 Open No.1 hot water circulating pump outlet valve

F T N AV I E R A
DF52 DF03 DF53 SF
30
LT LI
PF35 Deck 24500M
5007 4011
LI LT Laboratory
4012 5006
Drinking
PF Fountain
Tank, 47 Tank, 46
(279.4m3) (258.6m3)
HP
34 SF40
44 45 SF69
Life Boat Area
BB BB SF39
PF85 SF

Located Near Forced
SF38 Draught Fans
DF65
S
Deck Store SF27
Hydrophore
To Grey Water
To IGG Burner
SF25
SF SF
DF49 60 83 2nd
SF22
TS 4005 4004
DF48 4003 4010
From SF21
TI PI PI SF20
PI
Sterilizer
HP17
S
Mineraliser 1st
Flat
Aft Peak
DF50 Key HP SF SF15
07 08
SF SF SF
68 02 04 HP09 SF11
Holding Bilge
Well

F T N AV I E R A
Position Description Valve Procedure for Filling the Stern Tube Cooling Fresh Water
Open No.2 hot water circulating pump inlet valve Tank with Fresh Water
Open No.2 hot water circulating pump outlet valve The tank is filled directly from the FW generator in service.
Open Hot water system supply valve
The inlet valve to the stern tube cooling water tank DF50 must be open
Open Hot water system return valve
whenever the tank is being filled.
b) After opening the hot water system supply valve from the cold If filling from the operating evaporator the three-way outlet line valve from the
water system, allow the system to fill from the hydrophore evaporator must be set for the distilled water line and the filling valve on the
tank. distilled water tanks must be closed. Distillate from the operating evaporator
will flow to the stern tube cooling water tank.
c) Ensure that the hot water circulating pumps are primed.
d) Start one of the hot water circulating pumps at the local starter
panel.
e) Open the steam supply or switch on the electrical supply to the

calorifier, and set the system temperature.
f) Check that the system is circulating correctly and that the

temperature is maintained.
g) Open the outlet valves to the hot water systems as required.
Engine Room Hot Water Services System

Open Water services outlet HP84
Open Laboratory washbasin hot water supply HP36
Open Engine room washbasin hot water supply HP31

F T N AV I E R A
Illustration 2.14.2a Sewage Treatment System
From Swimming From Port Side From Starboard Side

Pool Discharge Accomodation Funnel Top Accomodation
From Dry Provisions Room
From Vegetable Room

From Garbage Room
Engine Room
From Meat Room

From Hospital
From Fish Room

Toilet
From Lobby
Bath Discharge
From Dairy
From Distilled
Water Tank
SD12
From Fresh
Water Tank
SD11
SD15
SD14
SD09
SD10
SD05 SD06
SD13
SD16
SD27
Chlorination NC SD
Overboard Discharges
SD04 Tank
28 To Bilge Holding Tank
SD08 SD07 SD28
SD17
SD03 SD21
S
Sewage Treatment PI
SD23 SD23 Plant PI
SD02
LI LT Key
SD18
PI LI LAH
PI LI SD30 Waste Water Lines
SD01 Sewage Holding
Tank (25m3
Sewage Soil Lines
PI PI
Removable SD31
Domestic Fresh Water
Spool SD19
PI Normally
PI NC
SD20 Closed
Fresh Water
Flushing

F T N AV I E R A
2.14.2 SEWAGE TREATMENT PLANT Aeration Compartment Procedure for Operating the Sewage Treatment Plant
The sewage waters enter this compartment from the lavatories, urinals, basins
and showers in the accommodation and engine room spaces. The incoming The plant is designed to run automatically once the inlet and outlet valves have
Sewage Treatment Plant
effluent enters a turbulent environment that is rich in oxygen where it mixes been correctly configured and the pump switches set on automatic.
Maker: Facet International with the sludge already present in the compartment.
No of sets: 1 The gases produced during the bacterial action are vented to atmosphere It should be noted that the sewage treatment plant requires a throughput
Model: Planta Facet STP-2 through the vent line running to the top of the funnel. An air blower supplies air of raw sewage to keep the bacteria active. If there is no sewage flow for a
to the bottom of the compartment through a series of stainless steel diffusers. prolonged period the bacteria will become inactive and operation of the plant
Type: Biological oxidation
This provides the oxygen that the aerobic organisms require for digesting the subsequently impaired. When raw sewage supply is resumed it may take some
Capacity: 4,000 litres/day raw sewage and also assists in mixing the incoming sewage with the water, days before full bacterial activity is restored and this can result in imperfect
Discharge pump: 5.0m3/h at 3kg/cm2 sewage, sludge and bacteria already present in the compartment. The bacterial treatment and the discharge of untreated sewage.
Air blower: ?? litres/min action breaks down the sewage producing carbon dioxide, water and new
Chlorine tank capacity: 130 litres bacteria. CAUTION
Discharge overboard should not take place within 12 nautical miles of
Clarification Compartment the coast. Raw sewage may only be pumped to sea in waters where such
Sewage Holding Tank discharge is permitted and permission from the bridge must be obtained
The effluent passes from the aeration chamber into this compartment through before the discharge takes place.
No of sets: 1 a baffled transfer port. This compartment operates under a hydrostatic
Holding tank capacity: 25m3 pressure due to the difference in level between it and the aeration chamber The description assumes that the sewage treatment plant is in operation and
Discharge pump: 7.5m3/h at 6.5kg/cm2 which provides a more efficient sludge settling environment. The sludge is that the sewage holding tank is isolated. It has also been assumed that both
rich in bacteria and is referred to as ‘activated sludge’. The activated sludge discharge pumps are available.
is periodically recirculated back to the aeration chamber through a solenoid
Introduction operated valve that is operated by a timer. The remaining clear water passes a) Set the valves as in the following table:
through a manifold into the chlorine contact compartment.
The sewage system uses fresh water as its operating medium and is gravity Position Description Valve
fed into a sewage treatment plant or into a separate holding tank. The holding Chlorine Contact Compartment
tank has a 25m3 capacity and is designed for use when the vessel is operating Water transferred from the clarification compartment is brought into contact Open Soil line valve into treatment tank SD13
in coastal waters or in a port where local restrictions prevent the discharge with a sterilising chlorine solution that is supplied from a moulded plastic Closed Port soil line discharge overboard SD11
of sewage overboard. During normal deep sea operations the system would (polyethylene) header tank. The chlorine tank has to be filled with one part
Closed Port soil line valve to holding tank SD12
be configured to discharge into the sewage treatment tank where it would be sodium hypochlorite to ten parts fresh water and the base of the tank must be at
processed by biological oxidation and then discharged overboard. The system least 500mm above the inlet port to the chamber to provide an adequate head. Closed Starboard soil line valve from accomodation SD14
and its components are as shown in illustration 2.14.4a. The solution is gravity fed on a continuous basis into the chlorine chamber and Closed Starboard soil line valve from accommodation to holding
is regulated by adjusting the dosing (inlet) valve. The chlorine is provided to tank SD15
The IAS monitors the status of the sewage treatment plant with a high level destroy any coliform bacteria that are present before the effluent is discharged
alarm, running indication and system failure. When the system is in remote overboard. Closed Soil overboard ship side valve SD02
operation, the IAS has manual start/stop control of the pumps. The sewage Open Waste water inlet valve into treatment tank SD08
holding tank extraction pumps are manually started and stopped from the IAS. Discharge Overboard
When there is a low level alarm in the sewage holding tank the extraction Closed Port waste water valve to overboard discharge SD05
pumps are stopped by the IAS. The sewage treatment plant is provided with two centrifugal pumps that have Closed Port waste water valve to holding tank SD06
their suctions connected to the aeration, clarification and chlorine chambers.
Under normal operation the valve from the chlorine chamber is the only one Closed Starboard waste water valve to overboard discharge SD09
The sewage treatment plant consists primarily of three main compartments
which are as follows: that is open. This allows the pumps to discharge overboard all of the effluent Closed Starboard waste water valve to holding tank SD10
that has been through the full biological oxidation process. The valves to the
• The aeration compartment Closed Waste water overboard ship side valve SD03
aeration and clarification compartments would only be opened in the event of
• The clarification compartment the treatment plant being shut down and emptied for maintenance purposes. Open Hospital waste water to treatment tank SD07
The pumps are started and stopped automatically by level switches located in
• The chlorine contact compartment Closed Hospital waste water to overboard SD16
the level probe box that adjoins the chlorination tank.
Closed Hospital waste water overboard ship side valve SD17
The principles of operation of these compartments are fundamental to the
operation of the system and are briefly described as follows. Open Chlorination tank suction to discharge pump ???

F T N AV I E R A

From Vegetable Room

From Garbage Room
Engine Room
From Meat Room

From Hospital
From Fish Room

Toilet
From Lobby
Bath Discharge
From Dairy
From Distilled
Water Tank
SD12
From Fresh
Water Tank
SD11
SD15
SD14
SD09
SD10
SD05 SD06
SD13
SD16
SD27
Chlorination NC SD
SD04 Tank
SD08 SD07 SD28
SD17
SD03 SD21
S
Sewage Treatment PI
SD23 SD23 Plant PI
SD02
LI LT Key
SD18
PI LI LAH
SD01 Sewage Holding
Tank (25m3
Sewage Soil Lines
PI PI
Removable SD31
Spool SD19
PI Normally
PI NC
SD20 Closed
Fresh Water
Flushing

F T N AV I E R A
Position Description Valve j) Fill the unit with fresh water until the water is seen to flow from CAUTION
the equalising valve of the clarifier chamber. Close this valve Raw sewage may only be pumped to sea in waters where such discharge
Closed Clarification tank suction to discharge pump ???
and continue filling until the water flows through the sampling is permitted and permission from the bridge must be obtained before the
Closed Aeration tank suction to discharge pump ??? valve. Close this valve and shut off the water supply. Proceed to discharge takes place.
Open No.1 discharge pump inlet valve ??? line up the system and operate as described in items a) to h).
To transfer the holding tank contents to the treatment plant the discharge
Open No.1 discharge pump outlet valve SD23 pumps and valves need to be lined up as follows:
Procedure for Operating the System in Port
Open No.2 discharge pump inlet valve ???
Open No.2 discharge pump outlet valve SD24 The sewage treatment system has been provided with a 25m3 holding tank that Position Description Valve
Open Sewage treatment plant overboard ship side valve SD01 is for use in port or when the vessel is operating in restricted waters. The tank Open No.1 discharge pump inlet valve SD30
is fitted with a level indicator and a level transmitter that will provide an alarm
Open No.1 discharge pump outlet valve SD18
to the engine control room on high level. To line the system up for use in this
b) Check the air intake filter elements on the aerator blowers for mode proceed as follows: Open No.2 discharge pump inlet valve SD31
cleanliness then switch the blowers ON. Open No.2 discharge pump outlet valve SD19
c) Set the discharge pumps to AUTO operation. This will allow Open Sewage treatment tank inlet valve SD28
the pumps to start and stop according to the liquid level in the Closed Soil line valve into treatment tank SD13
Closed Sewage treatment tank overboard valve SD27
chlorine contact chamber. Closed Port soil line discharge overboard SD11
Open Port soil line valve to holding tank SD12 The sewage treatment plant can be put back to normal operation and the valves
d) Set the sludge return control valve to AUTO.
Closed Starboard soil line valve from accommodation SD14 opened/closed accordingly as described previously.
e) Check the chlorine injection tank for level and refill if necessary. Open Starboard soil line valve from accommodation to holding
Adjust the flow control valve to the inlet of the plant to achieve tank Maintenance
the desired emissions. Note that for routine on-site testing a SD15
test kit has been supplied which can be used to analyse the To facilitate maintenance a connection from the fresh water system has been
effluent for pH value, dissolved oxygen and chlorine residue. Closed Soil overboard ship side valve SD02
provided to both the sewage treatment plant and the holding tank. Water is
The desired values of each of these elements for good operation Closed Waste water inlet valve into treatment tank SD08 supplied to a spray rail inside the holding tank through valve SD21. The
of the plant are as follows: connection to the treatment plant requires a spool pipe to be fitted between
Closed Port waste water valve to overboard discharge SD05
valve SD20 and the emptying lines from the aeration/clarification/chlorination
Test Location Range Open Port waste water valve to holding tank SD06 compartments. The spool has been incorporated to prevent contamination of
pH Clarifier chamber 6.8 - 8.0 Closed Starboard waste water valve to overboard discharge SD09 the fresh water system.
Oxygen Clarifier chamber 0 - 10.0ppm Open Starboard waste water valve to holding tank SD10
(Authors Note: Check on location of the spool pipe that it does not require
Chlorine Clarifier chamber 0 - 3.5ppm Closed Waste water overboard ship side valve SD03 fitting to allow flushing of the holding tank as well.)
Closed Hospital waste water to treatment tank SD07
h) Check that the blowers and the discharge pump are operating Daily Checks
Open Hospital waste water to holding tank SD22
correctly.
Closed Hospital waste water to overboard SD16 Visually check for any leakage. Check that the sludge is being returned to
the activation compartment from the clarification compartment, and that the
The above listing has assumed that the plant has been operating previously but Closed Hospital waste water overboard ship side valve SD17 discharge pump and the air blower are working. Check that the chlorine dosing
if it has been shut down and emptied for any reason then the following needs
unit is functioning correctly and has sufficient contents.
to be followed.
When operating in restricted waters or in harbour, the sewage treatment plant
Check the operation of the air lift and the air diffusers through the compartment
i) Remove all hatches and visually check for the presence of discharge pumps must be switched off and the overboard discharge valves
portholes.
foreign objects. If the unit is to be cleaned it is important to closed.
only use recommended cleaning agents that will not impair the
biological performance of the unit. When the vessel has left port and is sufficiently clear of coastal waters the
holding tank discharge pumps can be lined up to empty the contents into the
sewage treatment tank or directly overboard.

F T N AV I E R A

From Vegetable Room

From Garbage Room
Engine Room
From Meat Room

From Hospital
From Fish Room

Toilet
From Lobby
Bath Discharge
From Dairy
From Distilled
Water Tank
SD12
From Fresh
Water Tank
SD11
SD15
SD14
SD09
SD10
SD05 SD06
SD13
SD16
SD27
Chlorination NC SD
SD04 Tank
SD08 SD07 SD28
SD17
SD03 SD21
S
Sewage Treatment PI
SD23 SD23 Plant PI
SD02
LI LT Key
SD18
PI LI LAH
SD01 Sewage Holding
Tank (25m3
Sewage Soil Lines
PI PI
Removable SD31
Spool SD19
PI Normally
PI NC
SD20 Closed
Fresh Water
Flushing

F T N AV I E R A
Monthly Checks
Using the on board test kit check that the discharge properties are within
specification. Check that the vents from the treatment plant and holding tank
are clear and that the compartment vents are clear. Check that the atmosphere
within the compartment is good. Clean the blower suction filters
Other Waste Water Systems
Waste water from the swimming pool can be drained directly overboard by
opening valve SD26 and the ship side valve SD04. Branched into this line are
also two drainage connections from the ship’s fresh water storage tanks.
The drains from the hospital can be discharged directly overboard or into the
sewage treatment system. Overboard discharge can be achieved by closing
valves SD22 and SD07 leading to the treatment plant and opening valves SD16
and SD17.
The provisions refrigeration chambers, the air conditioning room and the
garbage room all drain down to the bilge holding tank in the engine room. All
other internal drains and scuppers drain down to the engine room bilge wells.
(Authors Note: The manual provided for this system refers to remote start/stop
functions for the sewage treatment discharge pumps. Further information
required on location and function.)

Part 3: Main Machinery and Control
3.1 Control Room
3.1.1 Engine Control Room Overview
Illustrations
3.1.1a Engine Control Room Layout
3.1.1b Engine Control Room Consoles

F T N AV I E R A
Illustration 3.1.1a Engine Control Room Layout
1 1 1 1 2 2 4 5 6 7
8 9 10
Electrical Store Laboratory
11
19
3 18
17 16 15 14 13 12
Electrical
Workshop
Toilet
Lift
Key
1 - IAS Process Station Type PS-400-1 6 - No.1 Boiler Control Panel 11 - Boiler Group Starter Panel (BGSP) 16 - 220V AC Engine Room Services Distribution Switchboard
2 - IAS Process Station Type PS-400-R1 7 - No.2 Boiler Control Panel 12 - ME Lighting Box 17 - Indicators Pillars Relay Box Engine Room
3 - NDU For IAS 8 - No.1 Boiler Flame Scanner Amplifier Rack 13 - M2 Lighting Box 18 - No.1 24V DC Engine Distribution Switchboard
4 - Main Turbine Manoeuvring Control Box 9 - No.2 Boiler Flame Scanner Amplifier Rack 14 - M1 Lighting Box 19 - No.2 24V DC Engine Distribution Switchboard
5 - Soot Blower Control Panel (Boiler) 10 - NDU For IAS 15 - Steering Gear Alarm System

F T N AV I E R A
3. MAIN MACHINERY AND CONTROL
3.1 CONTROL ROOM
3.1.1 ENGINE CONTROL ROOM OVERVIEW
Introduction
The engine control room, situated on the 21800mm deck, is where the
necessary equipment and controls are located which allow the centralised
operation and supervision of the engine room machinery, via the Integrated
Automation System (IAS).
(Author’s note: This section to be completed onboard.)

F T N AV I E R A
Illustration 3.1.1b Engine Control Room Console
7
10 10
15
13
MOT
ORO
3 4
5 LA
2
1
8
0
6 18
16
PHO
NTE
CH
14
22
1 12 11 Views Alarms Keypad Trackball Views Alarms Keypad Trackball
2
10
3
9
17
CALL 4 HOME MACHINERY BOILER BOILER-1 BOILER-2 COMPUTER POWER ALARM F1 F2 F3 F4 F5 F6 F7 F8
HOME MACHINERY BOILER BOILER-1 BOILER-2 COMPUTER POWER ALARM F1 F2 F3 F4 F5 F6 F7 F8
8
5 PAGE COMMON PAGE COMMON
6
19
CALL
STOP STEAM MAIN ALARM STEAM MAIN ALARM
POWER BILGE DEAD MAN ACK. POWER BILGE DEAD MAN ACK.
SYSTEM TURBINE VIEW 1 2 3 ESC SYSTEM TURBINE VIEW 1 2 3 ESC
11 11
Command Command
20
4 5 6 BKSP HOME END PGUP 4 5 6 BKSP HOME END PGUP
CARGO GAS NGP IGS BALLAST CARGO GAS NGP IGS BALLAST
9
HANDLING
TAKE GIVE STATUS HANDLING
TAKE GIVE STATUS
7 8 9 SPACE TAB PGDN 7 8 9 SPACE TAB PGDN

ViewSection ViewSection
FIRE NAVI- FIRE NAVI-
4
ESD - - SYSTEM - 0 . ESD - - SYSTEM - 0 .
AND GAS GATOR AND GAS GATOR
5 21
12 12
3
23
6
2
9
5
1
8
4
?
7
0
F4
F3
F2
24
F1
25
28 26
FU
R
U
N
O
SP
EE
D 12 k
1
.3 t
27
31
29
50
30
PW
R
ON
10
0
33
VO
12
L
AS
2
0
TE
RN
50
32
minrpm
10
0
-1
12
0
AH
EA
D
Key
34
NA
BC
O
LAM
TEST
P
SOUSTO
NDP
R/U
S/B
35
F/E
1. KYMA Performance Monitor System 13. Boiler Monitor Panel 25. Main Turbine Control Panel
2. KYMA Printer 14. Boiler Operation Panel 26. Forced Draught Fan Vibration Monitor Panel
3. Fire Control Panel 15. Main Turbine Vibration Monitor 27. Electric Feed Water Pump Vibration Monitor Panel
4. CCTV System Monitors 16. UHF Base Station 28. Doppler Speed Log Indicator
5. CCTV System Control Panel 17. PABX Telephone 29. Main Turbine Revolution Counter
6. ICCP Millivoltmeter 18. Vibration Monitor 30. Main Turbine Revolution Indicator
7. Ship's Clock 19. Steering Gear Alarm Panel 31. Nozzle Valve Operation Panel
8. ICCP Remote Monitor Panel 20. Rudder Angle Indicator 32. Cordless Telephone
9. Sound Powered Phones 21. Low Duty Compressors Control Panel 33. Control Mode Changeover Panel
10. IAS Monitors 22. Turbo Feed Pumps Vibration Monitors 34. Turbine Lever Position Indicator
11. IAS Printer 23. KYMA Performance Monitor Panel 35. Telegraph Receiver
12. IAS Control Panel 24. Pressure Gauges

3.2 Integrated Automation System (IAS)
3.2.1 IAS Overview
3.2.2 IAS Operator Station Operations
3.2.3 Screen Displays
3.2.4 Watch Call System
Illustrations
3.2.1a IAS Overview
3.2.2a Operator Station Panel
3.2.2b Operation: Symbols and Views
3.2.3a Screen Displays
3.2.4a Watch Call Panels

F T N AV I E R A
Illustration 3.2.1a Integrated Automation System UPS 1 UPS 2
21" 220VAC Emergency Supply F1
PS-01 F14
Printer 5 220VAC Emergency Supply F1
PS-06 F14
PS-12
Monitor Wheelhouse Fire Control Station 220VAC Ship Supply
F2
PS-02 F15
NDU A3 220VAC Ship Supply
F2
PS-07 F15
PS-13
F3 F16 F3 F16
Alarm to PS-08 PS-03 Spare Alarm to PS-08 PS-08 Spare
SVC-OS-01 History Station DisPow F4
PS-04 F17
PS-09/2 DisPow F4
PS-09/1 F17
NDU B3
tr er F5 F18 tr er F5 F18
Caibuti Spare PS-11 Caibuti PS-05 Spare
bin on F6
PS-10/1 F19
PS-13 bin on F6
PS-10/2 F19
Spare
Battery Pack et F7 F20
Battery Pack et F7 F20
SVC OS-01 SSS-OS 07 SVC OS-03 Spare
F8 F21 F8 F21
UP SVC OS-02 Spare UP SVC OS-05 Spare
Fir
eC ReFire 12 S 1 F9
SVC OS-04 F22
Spare 12 S 2 F9
SVC OS-06 F22
Spare
pe KV Alarm to F10 F23 KV Alarm to F10 F23
Pa entr Pa ate A NDU A1 Spare A Printer 3 Spare
BS nel al BU nel r PS-02 F11
NDU A2
F24
Spare PS-06 F11
Printer 4
F24
Spare
-10 -10 F12
Printer 1
F25
Spare UPS No.2 F12
NDU B1
F25
Spare
0 1 UPS No.1
F13 F13
220VAC Printer 2 NDU B2
Mounting Plate
(UPS1)
Main Cargo Control Room Main Deck Electric Box Room

Deck
Electric Integrated Navigation
Box 220VAC 220VAC (UPS1) System
Room (UPS1) UPS01 (740w) UPS01 Alarm Load and Stability
No.1 No.1 No.1 No.1 Hard Copy Printer
UPS02 (740w) Ship Performance
21" 21" 21"
220VAC ReFire 220VAC (UPS1)
Monitoring
Monitor Monitor Monitor Gas Detection Catalytic pe PDU1-UPS01 Alarm
(UPS1) PS Pa ate
SVC-OS-02 SVC-OS-03 SVC-OS-07 Gas Detection Infrared -1 3 BU nel r Autronica Level
Gas Sampling -10 220VAC (UPS1)
ND 1 Gauging System
U Cargo Machinery
A1 No.2 No.2 PS 220VAC (UPS1) Custody Transfer
No.2 Alarm Printer Gas Sampling 220VAC -01 System
21" 21" Primary/Secondary Space (UPS2)
Monitor Monitor 220VAC PS Floating Level Gauge
(UPS1) Cargo High / High -02
Level Alarm PS PS
220VAC -03 -04
(UPS1) ESD Ship Shore
No.5 Alarm Printer Link System 220VAC
220VAC 220VAC Admin. Net ND ND (UPS2)
Mounting Plate
(UPS1) Mounting Plate
NDU B1 PS-11 U U
B3 B1
PS-12
220VAC 220VAC x4 x4
(UPS01) PS-09
ND (UPS1)
U PS-10
A3
220VAC 220VAC Engine Control Room

No.1 No.1 (PDU2-UPS2) (UPS2) 220VAC
220VAC 21" 21" 220VAC (UPS2)
No.3 Hard Copy Printer 220VAC
(UPS1) Monitor WCP Monitor (UPS2) (UPS2)
JB05 220VAC PS
SVC-OS-04 SVC-OS-05 -05 (UPS02)
WCP WCP (UPS2) 220VAC Alarm
PS 220VAC
JB01 JB No.1 (UPS2) -06 WCP
PS (UPS2) PS
WCP WCP No.1 Boiler -07 Alarm to -09
SCC-OS5 220VAC
JB01 Alarm to PS-08 No.4 Alarm Printer No.2 Boiler (UPS1)
ND ND PS PS
U 220VAC U 220VAC 220VAC -08 -10
A2 A2 220VAC
(UPS1) (UPS2) (UPS2) (UPS1)
ND
220VAC U
220VAC 220VAC B2
Mounting Plate
(UPS1) (UPS2)
Motor Non Explosive Zone Compressor Exlosive Zone

220VAC No.2 I/O Related to Heaters Vaporisers
No.1 (UPS1)
21" Switchboard Room 220VAC No.1 I/O Related to Heaters Vaporisers
Monitor (Starboard) (UPS2)
SVC-OS-06
LD HD LD HD
1 1 2 2
PS
-11
220VAC
(UPS2) PS
-12
Mounting Plate
Issue: Draft 2 3.2.1 IAS Overview - Page 1 of 2

F T N AV I E R A
3.2 INTEGRATED AUTOMATION SYSTEM (IAS) Communication Network The Display and Control of System Processes
The network used is a dual Local Area Network (LAN) connecting the operator, The number of views in a system depends upon the equipment under system
Manufacturer: Kongsberg Simrad history and process stations. All the communication between the operator and control. The operator can select views with varying levels of detail.
Model: Simrad vessel control the controlled/monitored equipment takes place on this network.
When a view is selected showing an overall process, there may not be enough
room to display all the detail on a single view. To account for this, the system
3.2.1 IAS OVERVIEW Network Distribution Units
will therefore have a number of views, accessed from the main view, that show
The network distribution units are network hubs for LAN A or LAN B. Each these details.
The IAS system is a machinery monitoring and control system which covers all
NDU is in its own cabinet housing multiport repeaters and patch panels.
the important plant on board the vessel, such as propulsion, power generation,
boilers, auxiliary machinery and cargo/ballast systems etc. System Peripheral Equipment
Process Stations
The basic functions include: The process stations are interface and processing units. They are related to Printers
• Process and system monitoring particular pieces of equipment, or plant, and provide the interface between the
IAS system and the actual plant or equipment. Process stations also contain the Certain operator stations are connected directly to a dedicated printer for
• Event logging and monitoring printing out events and may be interfaced to one or more network printers for
operating software for the associated equipment.
• Control functions (motor control, valve control and PIDs) event and report printing.
The IAS system on board is called a distributed processing system, because
The main applications to which these functions are applied are: the process control functions are defined locally in the process stations and not An operator station may also have the facility to print to the network colour
in the operator stations. The operator stations function independently, so they printer, providing colour screen dumps.
• Power management
can be located at the ship control centres. This also means that each station is
• Thruster/propulsion plant capable of controlling any process, provided it has control of the appropriate Monitoring and Control
• Gas handling command group and the user is logged on with the correct access code.
• Cargo and ballast control Monitoring and control is performed by software modules. The basic modules
Each station computer has a hard disk containing the software files for the are:
• Watch call system fitted equipment. Process values to be displayed at the operator stations are
generated in the process stations and transferred to each station as required. • Buttons
• Analogue measurement modules
Main Components
The Operator Interface • Digital measurement modules
The IAS system is made up of operator and history stations connected by a The graphic displays are shown on the monitor of the operator stations. These • Pulse measurement modules
dual bus to the Network Distribution Units (NDUs) and the process stations. displays show all or part of a system or process using standard symbols to
The process stations contain the input/output cards to and from the equipment represent the actual plant/equipment (valves, motors etc). Events (alarms and • Motor/pump control modules
controlled and/or monitored. messages) are also shown on the displays. • Valve control modules
• PID controller modules
Operator Stations The operator panel is used to interact with the display and control the process.
This is achieved by the use of the trackball and buttons to point and click on
The operator stations are the main interface between the operator and the All display views are made up from a set of standard modules. The symbols
symbols and menus.
processes under the operator’s control. The operator station has a colour on the screen are the symbols associated with these modules, valves, motors,
monitor, an operator panel with buttons and trackball and a controller measurements etc.
computer. These are installed in the cargo control room, the bridge and the Displays and Views
engine control room. The system is made up of the following types of views: Symbols
• Process The symbols indicate the operational mode and status of the represented
History Station equipment (motor/pump etc) by means of tag mark characters and changes in
• Flow
A history station is a specific computer on the network which runs the operator colour and appearance. Illustration 3.2.2b shows the common module symbols
• Event used within the system.
station software. It also contains the historical database, storing an historical
(time/date) series of process (samples). These series are used to produce trends • Trends
and reports at the operator and history stations. • Equipment
Issue: Draft 2 3.2.1 IAS Overview - Page 2 of 2

F T N AV I E R A
Illustration 3.2.2a IAS Operator Station Panel
Kongsberg Panel
Views Alarms Keypad Trackball
HOME MACHINERY BOILER BOILER-1 BOILER-2

PAGE COMMON COMPUTER POWER ALARM F1 F2 F3 F4 F5 F6 F7 F8
STEAM MAIN POWER BILGE DEAD MAN ALARM

SYSTEM TURBINE ACK.
VIEW 1 2 3 ESC
Command
4 5 6 BKSP HOME END PGUP
CARGO GAS NGP IGS BALLAST
HANDLING TAKE GIVE STATUS
7 8 9 SPACE TAB PGDN

ViewSection
FIRE ESD - - SYSTEM NAVI-
AND GAS - 0 .
GATOR
Issue: Draft 2 3.2.2 IAS Operator Station Operations - Page 1 of 6

F T N AV I E R A
3.2.2 IAS OPERATOR STATION OPERATIONS The SILENCE button is used to stop the audible alarm that sounds when Displays and Views
alarms are raised. The ALARM VIEW button is used to display the alarms The system is made up of the following types of views:
event window.
Operator Panel • Process: Showing the process equipment under system control
The system’s operator/user interface is the monitor screen, control panel and Command Group • Flow: Showing the process equipment under system control
alphanumeric keyboard. The screen displays the system views and the operator for software configuration
This group contains the TAKE, GIVE and STATUS buttons. These buttons
panel is used to interact with those views. The alphanumeric keyboard is used allow the operator to transfer control of the process from one operator station to • Event: Showing process events and events generated by the
for set-up and configuration purposes. The operator panel is used to interact another. The TAKE and GIVE buttons allow the operator to transfer command system
with the views on the screen, display a new view or to act upon an element control between the operator stations. Above each of these buttons there is a • Trends: Showing historic trend curves for process variables
within a view. green status LED that indicates control transfer status. The STATUS button
allows the operator to view the current status of the command control. • Equipment: Showing the status of the process and operator
The layout of the pushbuttons, lamps and controls on the operator panel are control units
divided into six functional groups, as shown in illustration 3.2.2a.
View Selection Group Both process and flow types of view can display the same information.
This group contains three buttons that are used to display a map of the existing Normally, process views are used by the system. The system can also present
Views Group
views and select previous views or related views. The NAVIGATOR button detailed information regarding a single component, eg, a motor, valve or
The buttons of the views group select and display the views representing the displays the navigator dialog box. The LEFT ARROW button returns the pump.
various process areas. The most important and commonly used views are operator to the view displayed before the current one. The RIGHT ARROW
assigned to these buttons so that they are instantly accessible from the operator button displays the next view listed in the history navigator dialog box. This information is then displayed via the following dialog boxes:
panel. Each button is labelled with the name of the view. To display the views
• Single Point View: Shows the current operational status of
assigned to these buttons, the operator should press the appropriate button.
Keypad Group the module together with a trend (if configured) and selected
adjustable parameters
Above each button is a red status LED, which will flash when any This group contains FUNCTION, NUMERIC and CURSOR CONTROL
unacknowledged alarms are active in the view assigned to that button. When arrow buttons. The function buttons (F1 to F8) are user-definable. • Module Parameters: Shows all the adjustable parameters of the
all the active alarms in the view are acknowledged, the LED illuminates module
steadily. If there are no active alarms in the view, the LED will be off. The numerical and keypad buttons (ESC, SPACE etc) are used to enter values • Module Terminals: Shows the connection terminals of the
into dialog boxes, when setting parameters or required levels. module together with their signal values
There are are several different ways to navigate through the views of the IAS
system: The cursor control buttons (HOME, END, ARROWS etc) can be used to move • Show Connection: Shows the connections to and from the
between fields in dialog boxes and to scroll through lists. module terminals
• Using the views buttons on the operator panel
• Alarm Configuration: Shows the alarm limits set for the
• Using the previous view and next view buttons on the tool bar module
Trackball Group
• Using the history navigator which records the last 10 screens • I/O Card: Shows the input/output configuration and connections
viewed This group consists of three unannotated buttons and a trackball. The trackball
is used to position the cursor on the screen. of the module terminals
• Using the navigator • Module Status: Shows the operational configuration of the
• Using hot spots The left button is used to select symbols, open and operate menus and click module
buttons in the views and dialog boxes displayed on the screen. The right
• Using the context menu of a module • AIM Time Series Explorer: Allows the management of module
button is used to open pop-up context menus. The middle button is not
terminal series and parameter time series
used. These buttons are similar in action to those in a standard mouse button
Alarms Group configuration.
This group contains three indicator lamps and three buttons that are used to
indicate, acknowledge and handle alarms and events. (The COMPUTER and Alphanumeric Keyboard
POWER lamps are not used). The ALARM lamp flashes when unacknowledged The alphanumeric keyboard is a standard, QWERTY keyboard that is located
alarms are active in the system. When all the active alarms in the system in a compartment under the operator panel. A keyboard selection switch is
are acknowledged, the lamp becomes steadily illuminated. If there are no fitted to select the keyboard. When the keyboard is selected, the buttons of
active alarms in the system, the lamp will be off. The ACK button is used to the keypad group are disabled. For a desktop operator station, the keyboard
acknowledge alarms. selection switch is a toggle switch located on the back of the operator panel.

F T N AV I E R A
Illustration 3.2.2b Operation: Symbols and Views
50MC708c1 X 50MC708c1 X 50MC708c1 X 97MC70901 X
STOP STOP STOP

Common Module Symbols
START START START_LOW
RESET RESET RESET START_HIGH Filter Text Small Indicator
AUTO AUTO AUTO RESET
MANUAL MANUAL MANUAL AUTO Heat Exchanger Text Background Indicator
MANUAL
Acknowledge Acknowledge Acknowledge
Purifier Single Speed Pump
a a
Acknowledge (Stopped) Running
Module Operation Menu with Module Operation Menu Single Speed Electrical
Unavailable Commands Removed Motor/Pump Operation Menu
Dual Speed Electrical Non-Return Valve H L Dual Speed Pump
Motor/Pump Operation Menu
(Stopped) Running
97MC70942 X 21XV0180 X 21XV1540 X 21XV1570 X
Hand Operated Valve Single Speed Motor
(Not Under IAS Control)
M
0% CLOSE CLOSE CLOSE
100% STOP OPEN OPEN
Three Way Hand Operated Valve M M Dual Speed Motor
L H
SETPOINT OPEN SETPOINT RESET (Stopped) Running
RESET PULS DOWN RESET AUTO Digital (Open/Close) Valve Fan
UP 5% PULS UP STOP MANUAL
DOWN 5% RESET AUTO Control/Throttle Valve Circuit Breaker (Closed)

Acknowledge
UP 10% AUTO MANUAL
DOWN 10% MANUAL Digital Valve Operation Menu Manually Operated Valve Circuit Breaker (Open)
(Not Under IAS Control)
Acknowledge
FREEZE
Acknowledge PID Controller (Manual) Generator
AUTO Control Valve Operation Menu G
Throttle Valve Operation Menu Numeric input
MANUAL OK
Inc PID Controller (Auto) Transformers
66.4 Cancel
Acknowledge Dec
Hydraulic Driven Pump

Operation Menu Numeric Input Dialog Box

F T N AV I E R A
Mode Indication Basic Operation Procedure for Pumps • START-LOW - This command causes the motor/pump to start
and run at low speed and is only available in MANUAL mode.
Process elements can be operated in various modes. To reflect the mode that To operate a pump from the IAS screen, the local switch has to be turned to If this command is selected when the motor/pump is running at
a process element is in, a tag mark character is displayed next to its module the NOR position and the main switchboard panel switch has to be turned to high speed the motor/pump will run at low speed. The command
symbol. The characters used and their colours are: the IAS position. can be used to cancel a high speed start operation, but has no
effect during low speed running. If the low speed start fails, use
• Manual mode: ‘Blank space’ or a white ‘m’
a) Move the cursor over the module symbol to be operated. the RESET command to recover from the alarm situation
• Automatic mode: Green ‘a’
• START-HIGH - This causes the motor/pump to start and run
• Disabled mode: Cyan ‘d’ b) Press the left trackball button to open the symbol operation at high speed and is only available in MANUAL mode. If this
menu. command is selected when the motor/pump is running at low
• External mode: Green ‘e’
speed the motor/pump will run at high speed. The command can
• Follow or freeze mode: Cyan ‘f’ The name of the item of equipment that the module controls is displayed in the be used to cancel a low speed start operation, but has no effect
title bar of the module operation menu. This menu is used to operate the module during high speed running. If the high speed start fails, use the
• Interlocked: Cyan ‘i’
and the commands on the menu reflect the actions that can be performed. RESET command to recover from the alarm situation
• Local mode: Cyan ‘1’ or ‘L’
The following operating buttons are available on the menu for a single speed
• Overridden: Cyan ‘o’ For a hydraulic driven pump the speed is controlled by adjusting the pressure
electrical motor driven pump:
• Tripped: Magenta ‘t’ of the hydraulic input supply to the pump. The following command buttons are
• STOP - This stops the motor and is only available in the available, in addition to the standard AUTO, MANUAL and ACKNOWLEDGE
MANUAL mode buttons described earlier:
The dynamics of a process are shown by changes in the colour of the symbols
in a view. For example, the colour of a motor symbol will be white when it • START - This starts the motor and is only available in the • SET POINT - This command allows the operator to define the
is stopped, yellow when it is starting up or shutting down (transient state) MANUAL mode speed of the hydraulic driven pump. This is accomplished by
and green when running and fully operational. The standard symbol and pipe specifying the value of the set point (control signal) for the
• RESET - This command resets the appropriate timeout counters
colours used to indicate status and fluids carried is listed as follows: valve regulating the pressure of the hydraulic input supply
and can be used to recover from a failed start or stop operation
to the pump. When the command is selected, it displays the
• AUTO - This command selects the automatic mode and cancels
Symbol White Yellow Green Blue Red numerical input dialogue box see illustration 3.2.2b. The
the MANUAL mode. When in automatic mode the motor/pump
displayed numeric value is the current valve set point in %
Motor Stopped Transient Running Standby Alarm is controlled by an output signal from another module and not
terms. A new value is entered either using the INC (increase) or
via the operation menu. In this case the STOP and START
Pump Stopped Transient Running Standby Alarm DEC (decrease) buttons, or typing directly into the NUMERIC
buttons will become blank
INPUT field using the operator panel keyboard and clicking
Valve Closed Transient Open Standby Alarm • MANUAL - This command cancels the automatic mode and the OK button. The size of the valve orifice (opening) changes
Generator Stopped Transient Running Standby Alarm allows the motor/pump to be controlled via the operation menu. to the new set point. The hydraulic pressure input supply to
Selection of the manual mode is not possible if the Lock in Auto the pump changes, resulting in a change of speed. Then pump
Circuit breaker Open Transient Closed Standby Alarm
Mode parameter is set to 1 during the system configuration speed is increased or decreased as the set point is increased
• ACKNOWLEDGE - This will only become available (with or decreased. This command is only available in MANUAL
black button text) when an unacknowledged alarm is active for mode
Pipe Colour Fluid
the module concerned. All the alarms are acknowledged when • 0% - This command reduces the set point to zero, fully closing
Blue Fresh water, condensate, LNG liquid this button is pressed the valve and stopping the pump and is only available in the
Light blue Low pressure steam MANUAL mode
For a dual speed electrical motor, such as those fitted to the forced draught
Brown Heavy fuel oil • 100% - This command increases the set point to 100%, fully
fans and the GS, bilge and fire pumps, the start buttons are repeated to allow
opening the valve, running the pump at full speed and is only
Light brown High pressure steam, diesel oil starting on high or low speed as follows:
available in the MANUAL mode.
Black Bilge water • RESET - This command resets the appropriate timeout counters
Green Sea water, ballast water, nitrogen, glycol and can be used to recover from a failed set point change
operation
Yellow Lubricating oil, hydraulic oil, cold vapour
Purple Compressed air

F T N AV I E R A
• UP 5% and UP 10% - This command increases the set point by • BLACKOUT RESTART - This function causes a motor to Basic Operation Procedure for Valves
either 5 or 10% (depending on the button pressed) opening up restart automatically when power is re-established after a
the valve, increasing the pump speed by either 5 or 10% and is blackout, provided that the motor was running before the There are three types of valves used:
only available in the MANUAL mode blackout occurred. A start delay is provided on each motor to
• Throttle valve - Hydraulically operated, multi-position with
prevent too many motors starting at the same time
• DOWN 5% and DOWN 10% - This command decreases the feedback and stops at each position
set point by either 5 or 10% (depending on the button pressed) • SHUTDOWN - The control modules have a shutdown function
• Control valve - Pneumatically operated, with a PID control
closing in the valve, decreasing the pump speed by either 5 or that overrides all other control inputs to the module and provides
connection and may or may not have a position feedback
10% and is only available in the MANUAL mode an emergency stop facility
• Digital valve - May be pneumatically or hydraulically operated,
• FREEZE - This command locks the set point for the hydraulic • DUTY/STANDBY - The control modules may be connected in
but only opens or closes as commanded
supply valve to the pump. The valve opening is maintained at two different duty/standby configurations:
its current value and holds the pump at its current speed. This
1. The duty motor/pump is in manual mode and the standby All the valves on the IAS screen mimics are supported by operation modules.
command is only available in MANUAL mode
motor/pump is in automatic mode. Under these cicumstances
the standby motor/pump will start if, for example, the system a) Move the cursor over the module symbol to be operated.
pressure falls below a set limit.
Configuration Options
2. With both motor/pumps operating in the automatic mode b) Press the left trackball button to open the symbol operation
During system configuration one or more of the following functions may have menu.
the duty/standby selection is controlled by interlock toggle
been configured for the motor/pump control modules:
buttons. The presentation of the buttons changes to indicate
• LOCAL/REMOTE MODE - All the motor/pump control the current selection for the associated motor/pump. Under The menu is used to operate the module and the commands on the menu reflect
modes have a local/remote function which allows the motor to normal circumstances only the motor/pump selected as duty the actions that can be performed. The basic module menu functions cover
be started either from the local panel or from the IAS. Transfer will be running with the other motor/pump ready to start should automatic/manual control, local/remote control, control logic interlocking and
between local and remote control is performed at the local conditions arise where additional capacity is required. See the shutdown
panel illustration below showing two single speed electrical motor/
• CONTROL LOGIC INTERLOCKS - These functions prevent pumps in a duty/standby configuration with duty selection Throttle Valve Menu
the motor/pump from being damaged. For the electrical buttons.
The commands on the operation menu of a throttle valve are as follows:
motors the interlock functions inhibit the starting and stopping
commands or execute the starting and stopping commands of • CLOSE - This command causes the valve to close until it
the motors. For hydraulic pumps the interlock functions inhibit Pump 2
reaches a position that is below the predefined close limit. This
all commands 'Duty' Button command can be used to cancel an open position but has no
Clicked effect on a closed valve. If a valve close operation fails, the
• POWER DEMAND - The motor/pump control modules for the RESET command recovers the alarm situation. The command
Pump 1 Duty Pump 1 Stby
heavy consumers have a power interlock function that prevents is only available in manual mode
the motor/pump from being started if there is insufficient power 25.3 A 0.0 A
available Duty Duty • STOP - The stop command causes a moving valve to stop
PAL PAL operating and remain at the current position. This command can
• STANDBY START - The motor/pump control modules have a be used to cancel an open or close position but has no effect on
Pump 2 Stby Pump 2 Duty
standby start function that allows a maximum of three electrical a stationary valve. The command is only available in manual
motors to be defined as part of a duty/standby sequence. They 0.0 A 25.3 A mode
include: Duty Duty
PAL PAL
• OPEN - The open command causes the valve to operate until
1. A motor continuing to run when put into the automatic mode, it reaches the fully open position. This command can be used
after initially starting in the manual mode Two Single Speed Electrical Pumps in a Duty/Standby to cancel a close position but has no effect on an open valve.
2. A motor automatically starting if another in the sequence Configuration with Duty Selection Buttons If a valve open operation fails, the RESET command recovers
stops due to a failure the alarm situation. The command is only available in manual
mode
3. A motor automatically starting if, for example, a pressure
switch is used to start an additional LO pump if the LO pressure • STEP DOWN - This command closes the valve by a predefined
is too low in a generator amount, as defined by the configuration pulse length. This
command has no effect on a fully closed valve and is only
available in manual mode

F T N AV I E R A
• STEP UP - This command opens the valve by a predefined
amount, as defined by the configuration pulse length. This
command has no effect on a fully opened valve and is only
available in manual mode
• RESET - This command resets the appropriate timeout counters
and can be used to recover from a failed start or stop operation
• AUTO - This command selects the automatic mode and cancels
the manual mode. In this mode the valve is controlled by an
output signal from another module and not from the module
operation menu
• MANUAL - This command selects the manual mod eand cancels
the automatic mode. If the 'Lock in Auto Mode' parameter is set
to 1 during system configuration, selection of the manual mode
is not possible. The valve is controlled via the module operation
menu when in the manual mode
• ACKNOWLEDGE - This will only become available (with
black button text) when an unacknowledged alarm is active for
the module concerned. All the alarms are acknowledged when
this button is pressed
Control Valve Menu

The close, open, reset, automatic, manual and acknowledge commands on the
operation menu of a control valve are similar to those on the throttle valve.
The exception is the set point command which allows the operator to specify
the position set point for the valve. When the command is selected, it displays
the numerical input dialog box, see illustration 3.2.2b. The displayed numeric
value is the current valve set point in % terms. A new value is entered either
using the INC (increase) or DEC (decrease) buttons, or typing directly into the
NUMERIC INPUT field using the operator panel keyboard and clicking the
OK button. The position of the valve opening changes to the new set point.
This command is only available in manual mode.
Digital Valve Menu

The close, open, reset, automatic, manual and acknowledge commands on the
operation menu of a digital valve are similar to those on the throttle valve.

F T N AV I E R A
ILLUSTRATION 3.2.3A SCREEN DISPLAYS TO BE INSERTED WHEN MATERIAL AVAILABLE.
Issue: Draft 2 3.2.3 Screen Displays - Page 1 of 5

F T N AV I E R A
3.2.3 SCREEN DISPLAYS View Menu Flow View Menus
The commands on this menu are:
Menu Bar Navigator History Preferences Flow Menu
Redraw The commands on this menu are:

The menu bar displays the names of nine menus, of which seven (file, edit,
view, module, operation, tools and system) have context sensitive commands File menu
and two (panel and help) have fixed commands.
Module Menu
This menu has the same commands as the process views file menu listed
The commands available on the seven menus with context sensitive commands The commands on this menu are: previously.
depend on: Find tag Operate Single point view
• The type of system view being displayed The commands on this menu are specifically for changing the appearance of
Parameter view Terminal view Alarm limits the flow view image. These commands are only available when the operator is
• Which user group the logged on user name is a member of I/O card Module status Time series logged on as an authorised user in the OS or PCU configuration mode.
• The selected system mode, ie, monitoring, operation, OS/PCU
configuration Operation Menu View Menu
Some of the menu commands are global, ie, available for all views, all users The commands on this menu are: The commands on this menu are:
and all modes (eg, the log off command on the file menu), whilst others are Acknowledge Command control PCU operation Navigator History Zoom centre
specific. If the menu commands are ‘blanked’ it means that they are unavailable
in the current context. HS operation Zoom point Zoom percent Zoom rectangle
Inc. display level Dec. display level Preferences
Tools Menu Redraw
Process View Menus
The commands on these menus are as follows: Browse modules Module status list Module editor
Message monitor Report system Alarm groups The following flow view menus have identical commands and contents as the
File Menu process menus:
System Menu
The commands on this menu are: Module Operation Tools
New image Save image Save image as System Panel Help
Palette Select time zone Set system time
Image properties Print image Event printer
Set time zone OS configuration OS config. mode
Print screen Exit Tool Bar
PCU configuration mode
The tool bar at the top of the display contains short cut buttons to many
Edit Menu commonly used functions. The type and function of the buttons displayed will
Panel Menu
The commands on this menu are: vary according to the display selected, blanked buttons are unavailable.
Undo Redo Cut
Lamp test Last Alarm Line
Copy Paste Add hot spot
This line is located just below the tool bar on the display and will always show
With the exception of Add hot spot, these are standard Windows NT editing Help Menu the most recent alarm.
commands that are not used with process views. The commands on this menu are:
About AIM/OS Image Area
V The area of the display showing the selected process, event, trend, flow and
This option displays details about the AIM operating system installed at that equipment view images.
operating station.

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Message Line All system process variables can be monitored as trend curves. A trend curve Context Menus
This line displays system and operator event messages. There is a status box is a graphical presentation of the values for a single process variable with the All views have a pop-up context menu that is opened by pressing the right
which appears at the right hand end when the left trackball button is pressed as progress of time or the correlation of the values for two process variables over trackball button, as long as the cursor is on the background of a view. The
long as the cursor is within the image area. a selected time span. commands on these menus depend upon the type of view currently being
displayed and the operation or configuration mode selected. The commands
These two presentations are: available on this menu are:
System Views
• Time trend curve: A plot of the values for a single process • Find tag: Allows module search by tag names
The system has the following types of views: variable with the progress of time
• Browse module: Allows module search by attributes
Process views Flow views Event views • XY trend curve: A plot of time correlated values from two
Trend views Equipment view Input/Output view different process variables (X and Y) for a
defined time span Hot spots
In process views, hot spots are sometimes available providing hyperlinks or
Process Views There is a multiple curve facility, where it is possible to have several trend shortcuts to a related view. They provide links across the view hierarchy and
These views are graphic representations of an actual equipment/plant curves in the same trend, provided that they are all the same type. A mixture they can also be used to display flow and trend views. A hot spot is represented
process area. They are designed to provide the operator with all the relevant of time and XY trend curves is not possible. There is also a time trend facility by a button containing text. Hot spots can be located anywhere in a view, but
information about that process. Dedicated views are provided for monitoring which can contain a maximum of 10 curves. Separate scales are overlaid on the are usually located at the right side of the view.
the major equipment such as generators and boilers, etc. Y axis and a common time that shows the same time resolution for all curves
on the X axis.
Logging On and Off
Flow Views
Equipment View Before using the system, the operator must first log on with the correct IAS
These views are similar to the process views, the main difference is the (AIM-2000) user name and log-on password combination. When the operator
techniques used to create them. The flow views have zoom functions and This view shows information on all the operator and process stations within the has completed operation of the system, they should log off.
information level displays not included in the process views. system. It is displayed by clicking the equipment view button on the tool bar.
(Note: Flow views are for software configuration only and should not be used IAS System Modes
Input/Output View
as the user interface.)
The input/output view shows information on the input/output cards in a The system has four operational modes:
Event Views selected process station. It can be displayed by clicking the input/output view
These views are defined for displaying system and process events and form no button on the toolbar.
1. Monitoring
part of the view hierarchy.
This mode is for personnel who require access to the system but are not
View Hierarchy
qualified to operate it. To enter this mode the user’s name must be a member
Trend Views All the views in the system (except for the event and equipment views) are of the guest’s user group.
Trend views can be displayed as independent views, associated with process arranged in a configurable hierarchical system. The view hierarchy is shown
areas. They either form part of the view hierarchy or part of other views, eg, in the navigator dialog box, accessible from the navigator button.
2. Operational
single point views.
The view hierarchy comprises several levels, where the first (top) level This mode is for normal system operation. To enter this mode the user’s name
The trend system controls the displaying, creating and appearance of trends. represents a process system such as ballast or cargo. This top level view often must be a member of the user’s, power user’s or administrator’s user group.
It can create and present several trends in a view and allows splitting of these provides an overview of the process, whereas process details or components
trend windows on several levels. will be found in the second (lower) level views. Trend views are located on the 3. OS Configuration
second (lower) level.
A trend is the presentation of single or multiple trend curves in a scaled axis The user’s name must be a member of the administrator’s user group.
system. There are two different types of trend presentation: If all the available information for a process is included in a single process or
flow view, there is no lower level view for that system other than trend views. 4. PCU Configuration
1. Trend view: Has a fixed size, filling the screen
The first (top) level views are connected to the views buttons on the operator
2. Trend pop-up: Small, resizable, remains displayed irrespective panel. The user’s name must be a member of the administrator’s user group.
of the view selected and can be positioned anywhereon the
screen.
Both of these displays have a context menu for controlling their appearance.

F T N AV I E R A
Command Control An event is designated as any change in the way a part of the process or the Context Menu
IAS system functions. Events can also provide information concerning the
The operation of the IAS system is divided into command groups which reflect history of events over a specified period of time. All events are time stamped If the operator presses the right trackball button when the cursor is over a
the system operation. Each of these groups represent a specific process area, and logged when they occur and are divided into alarm or message categories. module symbol, the pop-up context menu opens. This menu gives access
eg, ballast, cargo, etc. The alarms are then divided into system or process alarms. The messages are to the settings for that module and any other views in which the module is
divided into system, message or process messages. configured. The context menu contains the following commands:
As all operator stations can view all process areas, operational control of these
areas must be restricted. This is achieved by using the command groups to The information structure for an event is similar to a database record. These
Single point view Parameter view Terminal view
limit the control access of the operator stations. A command group has the event records are stored and presented in chronological order as lists.
following functions: Show connection Alarm limits I/O card
There are two different ways of presenting events, the event view or the Module status Time series Flow view
• Restricting the control of process areas to specific operator
event (alarms) window. Both presentations contain the same information.
stations Trend Process view
The difference is that the event view fills the whole screen whereas the event
• Restricting the acknowledgement of alarms (alarms) window has a reduced size and overlays the currently displayed
• Restricting the reporting of events to specific stations view. The menu always contains the same commands, but those that are available
will depend upon the module symbol selected and the user group that the
It is possible to transfer control of process area related modules from one Clicking on the event view button on the tool bar displays the event view. operator belongs to.
operator station group to another by command transfer, using buttons in the
command group on the operator panel. Alarm Indication Displays and Views
Each operator station group will have one of the following states for each All the alarms from the various systems are pooled via the redundant network The system is made up of the following types of views:
command group: to form a uniform alarm system for thr vessel. The alarms are indicated on
the screens of the operator stations and will activate the buzzer in the IAS • Process: Showing the process equipment under system control
• In control: The modules in the command group can be monitored
and controlled, parameter adjustment and configuration keyboard. Alarms and events are logged by the system and printed out. • Flow: Showing the process equipment under system control for
operations executed software configuration
Alarms can be displayed within a view in the following ways:
• Not in control: The modules in the command group may be • Event: Showing process events and events generated by the
monitored, but control, parameter adjustment and configuration • A square indicator next to a symbol system
operations cannot be executed • A background colour of a numeric or text field • Trends: Showing historic trend curves for process variables
The status of command control can be monitored using the status or command • A square status indicator preceding a text field • Equipment: Showing the status of the process and operator
status buttons. Command control can be transferred using the GIVE and TAKE • A bar graph indicator colour and the background colour of its control units
buttons or via the respective commands from the command control menu. numeric value field
Both process and flow types of view can display the same information.
Events Alarms can be suppressed individually or in groups (engines etc). The system Normally, process views are used by the system. The system can also present
also uses a system of alarm, event and horn filters to select which events are detailed information regarding a single component, eg, a motor, valve or
The event system handles reporting, presentation and storing of events within
displayed and annunciated at operator stations. Filters can be modified or pump.
the IAS system. The system provides the following:
created from the ‘select filter’ dialog box.
• Presentation of events This information is then displayed via the following dialog boxes:
• Event view The system uses colours to illustrate alarm priority levels as follows:
• Last alarm line • Green: Normal Single Point View
• Alarm indications in process views • Yellow: 1. Low priority Shows the current operational status of the module together with a trend (if
• Red: 2. High priority configured) and selected adjustable parameters.
• Alarm and message printing
• Audible alarm • Magenta: 3. Critical priority
Module Parameters
• Alarm acknowledgement • Cyan: Alarm disabled
Shows all the adjustable parameters of the module.
• Alarm suppression • Brown: Module not active or I/O
disabled
• Event filtering

F T N AV I E R A
Module Terminals Equipment Views Available Command Control Locations
Shows the connection terminals of the module together with their signal The Bridge, Cargo Control Room and the Engine Control Room command
values. The following equipment status views are available:
locations control the following groups:
Port and starboard boilers
Show Connection • Burner control
Bridge
Shows the connections to and from the module terminals. • Alarms
• Ballast system
• Purging
Alarm Configuration • Fire control system
• Water level
Shows the alarm limits set for the module. • Navigation system
• Forced draught fans
• IAS system alarms
• Steam dump
I/O Card • Cargo system
• Control logic
Shows the input/output configuration and connections of the module • Common alarms
terminals. • Boiler safety
• Sootblowers
Module Status Cargo Control Room
Electrical power distribution
Shows the operational configuration of the module. Electrical power management • Ballast system
Steam and feed water flow • Fire control system
AIM Time Series Explorer
Main turbine control • Cargo system
Allows the management of module terminal series and parameter time series.
Main propulsion bearing temperatures • Fuel oil transfer system
Stern tube system • Gas handling system
Sea water system • Compressors and heaters
Turbine generator • Inert gas generator system
Diesel generator • N2 generator system
Fuel oil tanks and system • IAS system alarms
Fire detectors • Common alarms
Compressed air
Inert gas generators Engine Control Room
Main condenser • Boiler control system
Low pressure steam generator • Fire control system
Lubricating oil transfer • Fuel oil transfer system
Bilge system • Gas handling system
Fresh water cooling system • Compressores and heaters
Steering gear • Inert gas generator system
Bow thruster • N2 generator system
Engine room ventilation fans • Electrical power management
• IAS system alarms
• Common alarms

F T N AV I E R A
Illustration 3.2.4a Watch Call Panels
ON DUTY WATCH BRIDGE UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS
CHIEF CHIEF
ENG. MACHIN ENG. MACHIN
1ST 1ST
ENG. CARGO ENG. CARGO
2ND FIRE & 2ND FIRE &

ENG. SCREEN MENU GAS ENG. SCREEN MENU GAS
Dead Man
System Bridge Bridge
3RD SELECT 3RD SELECT
Is Active Watch ESD Watch ESD
ENG. ENG.
CRYOG Call Duty SYSTEM CRYOG SYSTEM

ENG. CCR TAG ENG. CCR TAG
Officers Watch Watch
CARGO DETAILS DETAILS
CRYOG DEAD MAN CRYOG DEAD MAN

OFFICER ALARM OFFICER ALARM
Call Duty ECR ECR
Officers Watch Watch
ENGINE
REPEAT
BRIDGE ALARM
LAMP SOUND LAMP SOUND

SYSTEM SYSTEM
TEST OFF FAIL TEST OFF FAIL
KONGSBERG KONGSBERG
Bridge Watch Call Panel Cabin Watch Call Panel
Issue: Draft 2 3.2.4 Watch Call System - Page 1 of 2

F T N AV I E R A
3.2.4 WATCH CALL SYSTEM • An indicator that shows if the Dead Man System is active. It has Flow Chart for Dead Man System
a green LED in the top right corner that lights when the system
is active Machinery alarm ON.
Introduction System ON
Bridge watch ON
• An LCD screen with a 40 character by 4 line display, which is
The watch call system is an IAS application that monitors the cargo and engine used to show the date and time or an alarm summary
room during Unmanned Machinery Space (UMS) operations. The system • A LAMP TEST button which is used to check the serviceability
comprises a number of self-contained, wall mounted watch call panels that are of the indicator, button LEDs and the buzzer. It is also used,
installed at selected locations. The panels are controlled from operator stations in conjunction with the up and down and SELECT buttons, to
and are used to warn the bridge and on-duty officers of alarm conditions. The Start/reset timer
adjust the light intensity of the LCD screen, indicator and button
system has two main functions: LEDs and the background lighting
1. Alarm extension. This is a group alarm status and on-duty officer • When an alarm summary is displayed, the up and down buttons
indication facility with a built-in on-duty acceptance, fault are used to scroll the list shown on lines two to four on the LCD Yes Reset
indication and test facilities. screen button activated?
No
2. Officer call. This is an individual and general calling facility • The SELECT button is used to choose the type of information
for officers that can be activated from selected vessel control shown on the LCD screen. Pressing the button for the first time No
locations. displays the Alarm Summary. Repeated pressing of the button
cyclically displays the Alarm Summary and the date and time
Watch Call Panels • When the Alarm Summary is displayed on the LCD screen, the Timer >
25 minutes?
There are two types of watch call panels: TAG DETAILS button is pressed to show (on lines three and
four) the details of the alarm shown on line two
• Watch bridge unit (WBU) - for use on the bridge Yes
• The SOUND OFF button is pressed to stop the buzzer from
• Watch cabin unit (WCU) - for use in cabins and public places sounding and acknowledging group alarms and officer calls
SET warning light
in machinery area
Operation control and configuration of the watch call system can be performed When an engine room alarm is activated, it is annunciated in the duty engineer's
using the WATCH CALL command on the OPERATION menu on the operator cabin, on the bridge and the public rooms. The buzzer can be acknowledged at
station. any panel. The alarm lamp will stop flickering when acknowledged from the
duty engineer's cabin and the lamps are extinguished when acknowledged at
Clicking on this command displays the WATCH CALL dialogue box which the IAS operator station. If the duty engineer fails to acknowledge the alarm Yes RESET
has three pages, OPERATION, CONFIGURATION and CAN NETWORK. from the ECR within 3 minutes, the alarm will be repeated on the bridge and
button
activated No
public room panels.
The operation page mimic contains the following: No
• ON DUTY indicators with buttons that show and select on-duty Dead Man System
officers. When the green LED in the top right-hand corner is lit
it indicates that the officer on the label is on duty When the LED This system is part of the alarm system and consists of two types of panels:
Timer >
flashes it indicates that a call has been made and when the call is • One start panel - situated at the entrance to the engine room 30 minutes?
accepted the flashing LED changes to a steady light. These also
act as watch buttons that transfer watch responsibility between • Two reset panels - situated in the engine room
Yes
the bridge and the engine control room. They have a yellow
LED located next to the top right corner of the button label The system can be manually activated from the start panel at the entrance to
that flashes to indicate a responsibility transfer request has been the engine room or automatically by the watch call system. The reset interval Activate
made. When the transfer request is accepted, by pressing the period is 30 minutes and a prewarning alarm will be activated 5 minutes before patrol man
the dead man alarm sounds. alarm system
BRIDGE WATCH or ECR WATCH button, the transfer is made
and the flashing LED changes to a steady light
The count down timer is reset by pressing the RESET button on one of the
• ALARM indicators that show in which process area there are reset panels in the engine room or on the Alarm Extension mimic.
active alarms Activate
extension alarm system
• A REPEATER ALARM indicator that shows if there is a repeat The system is switched off by pressing the OFF button on the start panel. and patrol man alarm
of a previous alarm
Issue: Draft 2 3.2.4 Watch Call System - Page 2 of 2

3.3 Main Boilers
3.3.1 Main Boilers Description
3.3.2 Automatic Boiler Control System
3.3.3 Boiler Operating Procedures
3.3.4 Sootblowers Control System
3.3.5 Excess Steam Dump Control System
3.3.6 Low Duty Compressor Control
Illustrations
3.3.1a Main Boiler
3.3.2a Automatic Boiler Control System
3.3.3a Boiler Feed Water System
3.3.3b Boiler Pressure Raising Graph
3.3.4a Sootblowers Operating Sequence Flowchart
3.3.5a Excess Steam Dump Control System
3.3.6a Low Duty Compressor Control

F T N AV I E R A
Illustration 3.3.1a Main Boiler
Feed Water Inlet
Saturated Steam
Air Inlet Outlet
Economiser
Steam Air Heater
Manhole (Front)
Fuel Gas Burner
Fuel Oil Burner
Coaming Drain Seat Desuperheated Steam Outlet
Removal Space
for Flame Eye
Maintenance Space
for Access Hole
Flame Eye
Steam Drum
Primary and Secondary

'U' Tube Vertical Superheaters
Down Comers
Access Hole and

Withdrawal Hole for Man Hole (Front)
Superheater Tube (Front)
Water Drum
Drain Pipe Drain Pipe
Superheater Steam Outlet
Access Hole
Issue: Draft 2 3.3.1 Main Boilers Description - Page 1 of 4

F T N AV I E R A
3.3 MAIN BOILERS Alarms and Trips The unit is composed of a steam drum and a water drum connected by a bank
of inclined generating tubes. Other water side components include:
Low level alarm: -130mm for 7 seconds
3.3.1 MAIN BOILERS DESCRIPTION Low low level (main engine slowdown): -180mm for 12 seconds • Front screen tubes shielding the superheater elements from the
direct radiant heat of the furnace
Maker: Mitsubishi Very low low level (boiler trips): -230mm for 0 seconds
Ultra low level (float switch trips boiler): -240mm for 12 seconds • Side and roof water wall
No. of sets: 2
Model: Mitsubishi MB-4E High level (main engine slowdown): +130mm for 7 seconds • Front and rear water wall tubes
Type: Two drum, water tube, roof fired High high level (main engine slowdown, standby • Downcomers
Maximum evaporation: 65,000kg/h diesel generator starts): +180mm for 12 seconds
• Bottom headers
Normal evaporation: 50,000kg/h Very high level
(Trips main engine and turbine alternators, closes • Roof and bottom front wall headers
Steam condition: 61.8kg/cm2 superheated steam at 515°C at full
motorised feed valve) +220mm • Roof and bottom rear wall headers
away
Ultra high level (float switch trips boiler) +240mm for 0 seconds
Fuel oil consumption: 3,641kg/h at normal evaporation • Front and rear wall riser pipes
Control air pressure low trip 4 bar
Gas consumption: x,xxxkg/h at normal evaporation
Deaerator low low level (boiler trips) also trips the feed water pumps
No. of burners: 3 combined oil/gas The tubes in the furnace floor, sides and roof, front and rear walls are of
FD fan stop (boiler trips) membrane wall construction. Each tube has two fins welded to it, opposite
Safety Valve Settings Both burners failure (boiler trips) each other, and running the length of the tube. The fins of the adjacent tubes
Drum high set: 78kg/cm2 Atomising steam pressure low alarm 4 bar are welded together to form the membrane wall. The furnace is enveloped on
Atomising steam pressure low low three sides, the roof and the floor, by the membrane construction. This forms a
Drum low set: 77.5kg/cm2
(If dual firing > 100% gas firing and main turbine slowdown, gas tight envelope around three sides of the furnace and prevents gas leaking
Superheater: 63.3kg/cm2 into the casing.
if FO firing only - boiler trips) 3 bar
Economiser: 97.5kg/cm2 FO pressure low alarm 1.7 bar
The remaining principal components of construction are a superheater, an
FO pressure low low trip 1.1 bar
internal desuperheater in the steam drum, a superheat temperature control
Operating Parameters Boiler gas header pressure low alarm 10mb desuperheater in the water drum, the economiser, steam air heater and the
Fuel oil Control: 0.262tonnes/h Boiler gas header pressure high 700mb casing.
Air Control: 47.6% Exhaust gas temperature high alarm 250°C
The combination burners are roof mounted and therefore the gas flow is evenly
Gas Control: 2.328tonnes/h Exhaust gas temperature low alarm 130°C
distributed across the front bank, superheater and generating bank tubes, before
Drum pressure: 63 bar Superheater outlet temperature high alarm 525°C discharging through the economiser and into the flue.
FO burner header press: 6.7 bar Superheater outlet temperature high high alarm
(Auto power reduction on main turbine) 545°C
BOG header pressure: 504mbar Drum Internals
Superheater outlet pressure high alarm 61.5 bar
Atom. steam pressure: 7 bar The steam drum internals consist of the desuperheater, surface blow line,
Superheater outlet pressure low alarm
FD fan outlet pressure: 400mbar (Auto power reduction on main turbine, internal feed pipe, chemical feed line, baffles and dry box.
Windbox pressure: 374mbar diesel generator starts,
Furnace pressure: 86mbar transfers load to turbine generator) 54 bar Steam generated in the boiler tubes enters the steam drum where it is forced to
Superheater outlet pressure low low enter a baffle located at the normal water level, before entering the upper part
Economiser outlet temp: 203°C
(Ahead or astern steam manoeuvring of the steam drum. The baffle is intended to reduce the surging of the water
FO burner heater temp: 118°C level due to hard steaming, sudden load changes and any vessel movement.
valve starts to close) 49 bar
BOG heater temp: 30°C Before leaving the boiler through the steam outlet nozzle, the steam must pass
Air heater inlet temp: 45°C through the dry box located at the top of the steam drum. The dry box separates
General Construction larger water particles from the steam and helps to prevent or reduce carry over
Air heater outlet temp: 115°C
Each boiler is of the two drum type construction, with one steam drum and one of water with the steam.
Economiser gas temp: 147°C
water drum and mainly consists of the boiler proper, boiler casing, superheater,
O2 content: 2.8%
economiser, air heater, fuel and gas firing equipment, mountings, fittings and
Boiler master output: 96-97% other accessories.

F T N AV I E R A
A submerged tube desuperheater is located in the steam drum below the normal Grease fittings are provided on the front and rear saddles of the water wall The centre fan is the standby unit and is put into service on either boiler by
water level. Superheated steam is fed through the tubes, giving up most of its header. The grooved saddles are free to move to allow for expansion of the opening the crossover connections on the air supply trunking. It is a two-speed
degree of superheat to the water within the drum and emerging as reduced heat boiler as it warms up. fan with a manual high speed start, low speed start and stop. The IAS displays
auxiliary steam. the following:
(Note: The boiler sliding feet should be inspected and cleaned as frequently
• Winding temperatures
Desuperheated steam is supplied in this way to ensure that there is always a as possible and should be greased at least every 600 hours. Failure to
flow of steam through the superheater even when the demand for superheated do this could result in the sliding feet seizing and subsequent damage • Single phase failure
steam is low. This ensures that the superheat tubes are not damaged by to the boiler as it expands.) • Vibration alarms
overheating during low steam flow conditions.
• Running high speed
Superheater
The water drum located at the bottom of the boiler, houses a submerged tube • Running low speed
desuperheater, through which some of the superheated steam is diverted to The superheater is of the vertical, interbank, convection type and arranged for
multipass steam flow. The superheater elements are arranged in groups of six • Failure alarm
control the final superheat outlet temperature.
concentric hairpin loop elements, the ends of which are welded into inlet-outlet • Local or remote control
Both steam and water drums are fitted with swinging manhole covers to allow headers and intermediate headers. The arrangement of the elements is such that
• Position of the crossover dampers
entry and inspection. the superheater tubes are parallel to the boiler generating tubes. Guide castings
are welded to the superheater elements and to the generating tubes. These
Control of the fans is from the Automatic Boiler Control system and the IAS
sliding supports help to maintain the alignment of the superheater elements.
Furnace has only indication of the opening position of the vanes. .
The superheater inlet, outlet and intermediate headers run parallel to the water
As previously described, the furnace walls are of the membrane construction. drum. Each header is separated internally by welded steel diaphragms to direct
Seal air from the FD fan ducting provides sealing air to the furnace peepholes,
The tubes forming the furnace sides, floor and roof are of 63.5mm diameter, the steam flow through five passes between the headers. Drainage is through
sootblower gas seals and the sealing connection for the superheater header
whilst the tubes forming the front and rear walls are of 50.8mm diameter. small openings in the lower edge of the diaphragms.
casing.
External downcomer tubes are placed outside of the boiler casing and provide
Economiser
ample circulation of the water from the steam drum to the water drum, bottom Steam Air Heater
header and the front and rear water wall headers. An extended surface type economiser is placed above the boiler tube bank. The
The boiler has a steam air heater to heat the combustion air before entry to the
economiser is made up of closely spaced, continuous loop elements, welded
windbox and the furnace. The steam is bled from the main engine crossover
The water cooled furnace floor tubes leave the bottom header to transverse to the terminal headers at each end. Each element tube is 50.8mm diameter
when the pressure is sufficient. At other times this system is supplied with
the floor before bending upwards to form the furnace side and roof. They carbon steel with a spiral steel fin, connected by U-bends to form an integral
make-up steam up from the 2.7kg/cm2 desuperheated steam system.
terminate in the steam drum. loop. All the elements are supported at the front and rear side by tube plates.
The outside of the terminal headers are provided with handholes to allow
Each air heater has inlet steam isolating valves, 268B and outlet drain isolating
The furnace front and rear tubes are arranged from the lower to upper water access. The economiser is insulated and surrounded by a steel casing with
valves 365B. The air temperatures can be measured on the IAS Forced Draught
wall headers. The upper water wall headers are connected to the steam drum large removable access panels.
Fans and Air Heaters faceplate.
by riser pipes.
Feed water enters the inlet header at the top and flows through the elements to
Where openings in the furnace walls are required for burners, access doors and the bottom header and from there to the boiler steam drum. This is counter to Combined Oil and Gas Burners
sootblowers, the water wall tubes are bent around them and then back to their the gas flow which passes upwards over the elements.
The boiler is fitted with two combination fuel oil and gas burners mounted
original plane. in the furnace roof wall. The fuel burner is a steam assisted pressure jet type
Forced Draught Fans consisting of atomiser gun, forced draught air register and a fuel oil shut off
The furnace water wall tubes are backed up with insulation and supporting valve. The fuel is distributed to the burners from a burner manifold and branch
buckstays that allow for expansion. The outer casing is corrugated steel plate Maker: ABB Solyvent - Ventec
connection pipe. The operation of increasing or decreasing the number of
coated with heat resistant paint. Type: DP SLIA 160 burners is automatically operated by the automatic combustion control signal,
Air flow: 1,220m3/minute and remotely operated by pushbutton when necessary.
Saddles Drive: 1,170 rpm and 144kW
Saddles are provided under the water drum and the front and rear water wall
headers to support the boiler. The rear saddle under the water drum is fixed and Three fans are situated on the 21,800mm deck platform and are controlled
the front saddle has slotted bolt holes, grooves and grease fittings to allow for by adjustable vanes, automatically positioned by the combustion control
easy movement and lubrication. equipment. The outboard fans are arranged to supply their respective boilers.

F T N AV I E R A
Seal Air Fan
Maker: Azuma Sofuki Co. Ltd
Type: CTB - MD
Two seal air fans are supplied, one for each boiler. The seal air fan provides
cooling and sealing air to the burner flame eyes.
The seal air pressure is monitored by the IAS, and an audible alarm operates
when the pressure falls to below the set point of 3.5kPa. The IAS performs
the Duty/Standby logic for the fans. The operator must select which fan is to
be used as duty fan using the button DUTY 1 or DUTY 2, then press the ON
pushbutton to start the duty fan. The fan which is not selected as duty, will act
as standby for the running (duty) fan and start automatically upon detection
of a signal from the automatic boiler control system, or if the duty fan trips. A
STANDBY STARTED alarm will appear on the standby fan.

F T N AV I E R A
Illustration 3.3.2a Automatic Boiler Control System
Photographs to be obtained onboard and inserted
Emergency Control Control Control

Emergency
Sootblowers Control Control
Control Cabinet
Shutdown PS-M8 PS-M7 PS-M9 Shutdown

Cabinet Cabinet Cabinet Cabinet Cabinet
Safety/Emergency Control Safety/Emergency Control

Safety Safety
Control Control
PS-M6
IAS Alarm Cabinet
Control
Alarms Start/Stop
Alarms Alarms
Alarms Alarms
Engine Control Room

PS-M5
IAS Alarm Cabinet OS-7
OS-6
OS-5 Key
Electrical Signal

F T N AV I E R A
3.3.2 BOILER CONTROL SYSTEMS The ACC system is contained in three main panels: It includes the following manual operations:
• Master gas valve open or close operation
Description Boiler Control Panel (BCP)
• Master N2 purge start operation
The BMS and ABC controller, relays and system power units are installed in
The control systems consist of the following: • Boiler gas valve open or close operation
the BCP which is situated in the engine control room.
• Burner management system BMS - Each burner is controlled • Boiler gas header N2 purge start operation
automatically or manually with a safety system incorporated to Boiler Gauge Board (BGB)
protect the boiler. Sootblower Cabinet
The BGB is situated near the boiler burner platform and contains the gauges,
• Automatic combustion control ACC - The combustion control graphic operation panel and relays necessary for operating the fuel oil and gas The sootblower cabinet controls the sootblowing sequences of both boilers
system regulates the fuel and air to the boiler, in the correct ratio burners. The boiler graphic operating panel is used when the control mode is and can be operated remotely from the IAS operator stations, via PS-M5 and
for the conditions, to maintain the superheated steam pressure at in the LOCAL position. The boil off gas supply cannot be controlled from this PS-M6, to the sootblowing cabinet. The sootblowing sequences can also be
the outlet within predetermined limits. Combustion air supply is position. operated locally from the sootblower control panel.
regulated by actuating the forced draught fan inlet vanes. Fuel
oil supply is controlled by a recirculating valve in the supply The following operations can be carried out from the graphic operating panel: IAS Control
line and the gas flow is controlled by adjusting the control vane
on the low duty compressor. If an abnormal condition occurs • ACC operation, in automatic or manual mode The IAS does not control the boiler system except for monitoring the alarms
during operation the system sounds an alarm. If the operation • Fuel oil burner operation and status of the boilers. All critical alarms and status are hardwired directly
cannot be continued, the system immediately shuts off the from the boiler control panel.
• Gas burner operation
fuel.
• Selection of the control position (local or engine control room) The following auxiliaries are monitored, started and stopped by the IAS:
• Dump steam control - Excess steam generated is automatically
dumped to the main or atmospheric condensers to maintain the • ABC emergency operation • Sootblowing
boiler steam pressure within the normal operating parameters. • Flame scanner bypass operation • Forced draught fans
• Steam temperature control - The superheated steam outlet • Seal air fans
temperature is automatically controlled by recirculating steam The BGB also contains the emergency operation panel which is used to start or
through the water drum desuperheater. This is achieved by the shut off the fuel oil burner when the BMS controller cannot be used. • Fuel oil pumps
control of an attemperation valve fitted in between the fourth • Diesel oil pumps
and fifth pass of the superheater. Some of the steam is diverted Boiler Operation Panel (BOP)
via this valve into the desuperheater within the water drum. The • Gas duct exhaust fans
steam passing through the desuperheater has the temperature The BOP is installed in the engine control console and is provided with
reduced before it passes out and into the superheater at the operation and monitoring functions necessary for remote manual/automatic Then engine room supply and exhaust ventilation fans are manual remotely
fifth pass. Regulating the quantity of steam passing through the operation of the burner. Once the initial start of the boiler is completed, started and stopped from the IAS. When the engine room ventilation is less
desuperheater controls the final superheat temperature of the the control can be switched from the BGB to the BOP. Control can also be than 50%, a signal is sent to the Automatic Combustion Control system to
steam. transferred to the central control room panel situated on D deck. The following prevent boil-off gas burning. The calculation of the capacity of the engine
monitoring and operations necessary for the remote operation of the gas and room ventilation is based on the number of fans running. The limit is set to
• Feed water control - The water level in the steam drum is oil burners can be carried out: three exhaust fans and two supply fans.
automatically maintained at the normal working level by
the controlling the feed control valves BF1025/BF2026. The • ACC operation, in automatic or manual mode
system primarily matches the feed water flow to the steam flow • Fuel oil burner operation
and senses the boiler water level to ensure that it remains at the
correct level. In the event of control air failure the valve will • Gas burner operation
lock in the current position. • Gas supply operation
• Fuel oil pump discharge pressure control - The fuel oil pressure
is maintained by controlling the fuel oil recirculating valve on The gas supply operation involves the supply and shut-off operation of the boil
the pump discharge line. off gas from the master gas valve to the boiler gas burner.
• Fuel oil temperature control - The fuel oil temperature is
controlled by the viscometer which adjusts the steam supply to
the fuel oil heater.

F T N AV I E R A
Burner Management System (BMS) Selection of Fuel Oil/Dual Fuel/Gas Fuel Mode The boiler fuel oil shut-off valve is operated by the following:
The BMS remotely operates the three LNG/FO combination burners situated The desired fuel mode can be selected using the fuel mode switch on the ECR Condition Set Point Location
in the boiler roof. A dual programmable controller, used in the control section or CCR graphic operation panel, but only when the BMS automatic mode is Boiler tripped Local
of the BMS, enables a sequential operation of the LNG/FO combination burner selected. Fuel oil pressure low-low 1.0kg/cm2 Local
and piston valves. These are interlocked with the boiler protection system and Fuel oil temperature low-low 80°C Local
the ACC. The distributed control system DCS displays the flow of the sequence (Note: The fuel mode can not be changed directly from fuel oil to gas or from Atomising steam pressure low-low 3.0kg/cm2 Local
and the operation of the interlock on a graphic operating panel. gas to fuel oil.) Both fuel oil pumps stop No voltage Starter
There are three operating positions/modes: Prior to changing the fuel mode, the following interlocks must be established: The boiler fuel gas shut-off valve is operated by the following:
• Boiler gauge board BGB - This is a priority position/mode and
Fuel oil to dual firing mode
allows operation of the LNG/FO combination burner but not the Condition Set Point Location
operation of the master boil-off gas supply and the boiler gas • Master gas valve must be open Master gas valve tripped Local
supply. Boiler tripped Local
• GAS IGN. RATE OK signal from the automatic combustion
• Engine control room ECR - All remote operation of the LNG/ control Boil off gas header pressure high-high 75kPa Local
FO combination burners can be made in this position/mode. Boil off gas header pressure low-low 0.7kPa Local
• GAS CONT V/V IGN lamp must be on
• Centralised control room CCR on D deck - All remote operation
The boiler fuel gas master shut-off valve is operated by the following:
of the LNG/FO combination burners can be made in this
Dual firing to gas oil mode
position/mode.
• FO EXTINGUISH OK signal from the automatic combustion Condition Set Point Location
control Both boilers tripped Local
Selection of Operating Mode Both boiler gas valves tripped Local
• FO CONT V/V IGN LAMP must be on
Manual master gas trip operated BGB, ECR, CCR
The BGB position is selected for the initial burner start, but once the burner is Gas leak detection Local
in operation the control position is selected as follows: Gas firing to dual firing mode Boil off gas temperature low-low 5°C Local
• FO IGN. RATE OK signal from the automatic combustion Gas duct exhaust fan stop Local
Boiler Gauge Board (BGB) to Engine Control Room (ECR) control ESDS activated Local
Engine room fans - only 50% running Local
The ECR pushbutton is pressed on the BGB boiler graphic operating panel. • FO CONT V/V IGN LAMP must be on
Once the ECR position is established, the ECR is maintained, even in a
blackout, unless the BGB pushbutton is pressed to reclaim the operating
The system also includes a number of automatic safety operations as follows:
position.
The boiler is tripped by the following:
(Note: The BGB operation position has priority over the ECR and CCR and
can be selected at any time, however the BGB operation position
cannot control the boil-off gas operations.) Condition Set Point Location
All burner flames fail Local
FD fan trip Local
Engine Control Room (ECR) to Centralised Control Room (CCR)
Manual trip BGB, ECR, CCR
The CCR position is selected by pressing the CCR pushbutton on the ECR BMS controller failure Local
boiler operating panel. This has to be followed by the confirmation pushbutton Electrical power failure Local
being pressed at the CCR boiler operating panel. Drum level low-low -240mm Local
Drum level extremely high +240mm Local
Centralised Control Room (CCR) to Engine Control Room (ECR) Control power failure Local
Emergency manual trip ECR and Local
The ECR position is selected by pressing the ECR pushbutton on the CCR Forced draught fan trip Overcurrent Starter
boiler operating panel. This has to be followed by the confirmation pushbutton All burner flame failure Flame out Local
being pressed at the ECR boiler operating panel. Superheated steam temperature high 545°C Local

F T N AV I E R A
PIC
BF1008 5113
BF20 BF48 BF26
BF28 BF1007 BF53
Deaerator
BF35 30m3
BF19 BF21 BS17 BS51
BF BF BF
Steam Line
BF54
BF BF
1061 1062
BS52 BS53
BF27
BF1013
BF BF ZS
E BF1020 TI
1064 1065 BF58 BF57 BF56
4113
BF1026
TT
FT BF1001 BF50 5114
1030 ZS
BF1029 BF25
BF1011 2341
BF52
BF49 BF34
PAL PI PT
PT TI
0034
6034 4114 ZS ZS ZS
BF68
0028 PI PI
1004 2004
Protection 4117
PI PI PI PI
Ring BF2029
4109 4107 1005 2005
FT
2030
E E T T
BF67 BF66 BF65 BF2001
PI
ZS
BF2013
4108 1009 1008 2009 2008
PIC
BF14 5108 PI PI
1006 2006
BF2008 BF17 BF18
BF BF BF2007 BF16
2064 2065 TT BF30
5136 BF37 BF36
TI BF29
4116 BF2003 BF41 BF42
2021
BF BF
Main Boiler Key
BF47 Feed Water
2006 2005
Desuperheater Steam

F T N AV I E R A
3.3.3 BOILER OPERATING PROCEDURES line. Blank flanges will need to be removed and a bobbin piece Position Description Valve
fitted to the pipeline.
Preparation of the Boiler for Firing from Cold Open Main feed control valve inlet and outlet BF1001, BF1020
• Using the electric feed pump, which takes suction from the
Open Electric feed pump discharge to main line BF10
distilled water storage tanks via pump suction valve BF33.
Preliminary Checks Regulate Main feed control valve BF1026
a) All internal parts of the boiler and tubing should be free of In the case of one boiler and the plant operating normally, the auxiliary Close Auxiliary feed line valve BF1011
debris, clean of oil and combustible materials and the refractory condensate system will be running and no further preparation of it is necessary.
checked to be in good condition. When the plant is being started from cold the auxiliary condensate system will Close Auxiliary to main feed line crossover BF1013
need to be prepared (see section 2.2.2 Auxiliary Condensate System).
b) The furnace gas passages and air passages should be clear. Stop the electric feed pump once the required water level has been achieved.
Prior to filling the boiler the feed treatment chemical manufacturer’s The valves may remain open as they are non-return.
c) Check dampers for operation and indication. recommended initial dose should be applied. This can be mixed into a solution
and poured through the steam drum door prior to closing up or, pumped into (Note: It is unwise to rely upon the remote level gauging at this stage. It can
d) Close the drain valves of the level gauges. the steam drum using the chemical injection equipment (see section 2.2.4 take some time to stabilise after the boiler has been in use and the
Boiler Water Blowdown, Sampling and Treatment Systems). static heads establish.)
e) Check the operation of the safety valves easing gear, ensuring
that the gags have been removed. a) Set up the valves as follows for using the electric feed pump, d) Briefly open the water level gauge drain valves and ensure that
with due consideration for the effects of water hammer and they are clear and that the level in the gauge reacts. This is to
f) Check that the drum manholes and header hand holes are mechanical shocking. All feed valves are considered initially
initially prove that they are operating and not blocked.
properly closed. All casings are to be secured in position. closed.
g) Check that the boiler access doors, air duct and gas duct access Position Description Valve Preparation of the Fuel Oil System and Initial Firing
doors and header casing doors are properly closed. Author’s Note: This section will require checking and enhancing during the
Open Electric feed pump suction from storage tanks BF33
ship visit.
h) Open the superheat header drains 73B, 76B, 77B, 78B. Open Distilled storage tank suction CW43, CW44, CW35
Open Electric feed pump discharge BF14 The initial firing of the boiler can be carried out at the boiler gauge board using
i) Check that all water wall header drains and blow down valves the base burner. The process is manually operated
are shut. Open Electric feed pump discharge to auxiliary line BF11
Open Auxiliary feed line valve BF1011 a) With reference to section 2.4 Fuel Oil and Gas Service Systems,
j) Open the superheater vent (cold start) valve 73B, 74B and the set up the boiler fuel system with gas oil as the fuel supplied
superheater primary stop valves. Open Auxiliary to main feed line crossover BF1013
and recirculating at the burner header rail. With reference to the
Open Economiser inlet BF1003 Atomising Steam DCS faceplate, set up the valves to supply
k) Open the saturated steam pipe vent valves 49B, 50B. atomising air to the burner
Open Economiser outlet BF1004
l) Check that all the level gauge and instrumentation root valves Open Economiser header vent valves BF1008, BF1007 b) Start the forced draught fan with the vanes closed from the local
are open and that their drains are closed. control panel or from DCS faceplate Forced Draught Fans and
Open Feed line high point vents BF28, BF35
Air Heaters.
Open Main feed check valve BF1004
Procedure for Filling the Port Boiler and Establishing the
c) On the starboard or port boiler DCS faceplates, set the air
Correct Water Level flow to about 25%. The fuel pressure should rise accordingly,
b) Fill the boiler through this system and vent all air from the
economiser and feed water lines Close the vents when all air dependant upon the fuel/air ratio setting on the same faceplate.
Initial filling of the boiler with distilled water can be achieved by pumping
has been expelled and water issues from them. The fuel pressure at the fuel rail should be 3.0kg/cm2, if
distilled water either from the atmospheric drain tank or directly from the
necessary, adjust the air flow to achieve this figure.
storage tanks, as follows.
c) Fill the boiler to about 100mm below the normal level in the
gauge glass. Then bring up to the normal water level via the d) At the local boiler control panel select LOCAL operation. Purge
• From the atmospheric drain tank, using one of the drain
main feed line. the furnace by pressing REQUEST in the Furnace Purge section
pumps, where a crossover valve CW84 is provided between
of the panel. Allow the furnace purge to complete, as indicated
the auxiliary condensate line and the boiler auxiliary feed water
when the COMPLETE lamp illuminates.

F T N AV I E R A
Illustration 3.3.3b Boiler Pressure Raising Graph
5.88
4.90
3.92
Open the following valves:

Drum vent
Superheater header drains
Drum Pressure MPa
Desuperheater header drains

Starting valve and drains Change from diesel oil
Steam temperature control to fuel oil.
2.94
Use diesel oil at a pressure
of 290kPa and air atomising Close the drain valves
once steam is escaping.
Close the drum vent valve once steam is escaping.

Crack open the bypasses on the
1.96 superheat and desuperheat stop valves,
open the drain valves and warm through
the fuel oil heating system
0.98
0
Operating Time After Initial Firing
Approximately 3 Hours Approximately 2 Hours
Approximately 2 Hours

F T N AV I E R A
e) Press the No.1 burner START pushbutton. This commences Position Description Valve l) Warm through the atomising steam system (see section 3.3.2
the lighting off sequence as described in the previous section. Open Feed pump suction valves BF1, BF2, BF3 Boiler Control Systems). When the system is drained and ready
Observe the process from the furnace top and ensure that there for use, change over from atomising air to atomising steam.
are no leaks of fuel or air, that the fire is clean and sitting Open Feed pump recirculating valves BF16, BF17, BF18
correctly in relation to the quall, and that the flame eyes are Open Feed pump recirculating controller valves BF49, BF50 The boiler can be placed in automatic combustion control using either the DCS
reading the flame. faceplates for port or starboard. The DCS applies a fixed fuel and air signal
Shut Feed pump recirculating controller bypass valve BF52 until the pressure has nearly reached the set point. This system is described in
(Note: It would be prudent, particularly where refractory repairs have taken Open Feed pump recirculating line to deaerator valve BF26 section 3.3.2 Boiler Control Systems.
place, to pull the fire out after about five minutes. This allows the heat
Open Feed pump main feed discharge valves BF4, BF6,
generated to even out and prevent thermal shocking due to uneven m) Warm through and drain the superheated steam lines to the
BF8, BF10
expansion.) turbine generators. Prepare one of the turbine generators for
Open Feed pump auxiliary feed discharge valves BF5, BF7, service as described in section 2.13.1 Turbine Generators.
f) Maintain the fuel pressure at 3kg/cm2, adjusting the fuel air BF9, BF11 When the boiler pressure reaches about 40kg/cm2 start the
ratio as necessary to optimise combustion. When the steam turbine generator, synchronise and apply load. Leave the diesel
pressure reaches 1kg/cm2 and steam is issuing from the drum generator on load until the boiler has stabilised on full automatic
vent, close the vent. i) Secure the burner in operation. Recirculate fuel oil until the fuel control.
temperature has reached a minimum of about 90°C at the burner
The superheater and desuperheater header drains should remain open during rail. Relight the boiler using fuel oil at 6kg/cm2 and atomising The boiler safety valves should be carefully tested, when the pressure is about
the steam raising process to remove any water. They can be throttled in on the air and continue to raise the steam pressure in accordance with 3 - 4kg/cm2 below full pressure, by using the easing gear to lift the disc well
secondary valves as the pressure increases. the steam raising graph. clear of the seat. A short strong blow of steam should be released before letting
the valve disc reseat sharply.
CAUTION The water level can now be maintained using the electric feed pump. Shut the
When controlling steam flow through any of the boiler and steam line cross-connection valve CW84 from the auxiliary condensate line and remove When the boiler has reached the operating pressure and combustion control
drains always use the secondary of the two valves, leaving the primary the bobbin piece and refit the blank flanges. Run the electric feed pump as is being regulated in automatic by the DCS, place the water level control to
valve fully open. This is done to protect the primary valve from damage necessary, feeding through the auxiliary feed line and the economiser. automatic, if not already established. Ensure that all systems previously in
due to cutting and erosion by the steam. manual control have been placed to AUTOMATIC, including the local control
j) When the steam pressure reaches about 15kg/cm2, start one of panel, to the REMOTE position. All safety overrides must be restored to
g) With reference to the steam raising graph, continue to raise the main feed water pumps. The feed pump can be left running, normal.
steam over the time period specified. When the drum pressure its output will be limited by the available steam pressure. It may
reaches 2kg/cm2, start warming through the desuperheated now be necessary to throttle in the superheater vent in order to Place the burner control to CASCADE on the faceplates for port and starboard.
steam system (see section 2.1 Steam Systems). Start to warm raise steam pressure at the rate shown on the graph. This allows the DCS to put the second burner into operation as required. This
the heavy fuel oil in the settling tanks and prepare the fuel oil will be necessary with the plant operating on one boiler.
heaters for operation. (Note: By using the steam tables, the degree of superheat being achieved
at the superheated steam outlet can be determined. In addition to n) Close all the drain valves.
During this operation and whilst the steam drum pressure is still less than monitoring the rate of increase in the steam pressure compared to the
5kg/cm2, it will be possible to maintain the water level using the auxiliary graph, the rate of increase in the superheat temperature should also be
condensate system. Expansion of the boiler contents will cause the level to rise observed.) Procedure to Fire a Boiler with the other Boiler in Operation
initially and may preclude the need to add any water before a feed pump can
be brought into operation. k) With reference to the boiler water level control faceplate, line up With one boiler in use and the plant operating normally the second boiler can
the main feed to the boiler by clicking on and opening the motor only be fired on fuel oil, not gas oil.
h) Start to warm through the main superheat lines to the feed driven valve BF1020. Clicking on the feed regulating valve
pumps. Prepare the main and auxiliary feed systems for BF1026 faceplate allows it to be opened and manual control Preliminary Checks
operation including the electric feed pump. Line up the valves to be taken. Until the automatic level control has stabilised,
as follows: control the feed to the boiler with the valve set to manual.
a) All internal parts of the boiler and tubing should be free of
It may now be possible to shut the superheater vent as sufficient steam is being debris, clean of oil and combustible materials and refractory
consumed in the auxiliaries to maintain a safe flow through the superheater. checked to be in good condition.
Carefully monitor the conditions as described above and adjust the vent and
drains accordingly. b) The furnace gas passages and air passages should be clear.

F T N AV I E R A
c) Check dampers for operation and indication. the normal condition, fed from the main feed pumps, with due consideration d) Briefly open the water level gauge drain valves and ensure that
for the effect of throttling across the auxiliary feed regulating valve. they are clear and that the level in the gauge reacts. This is to
d) Close the drain valves of the level gauges. initially prove that they are operating and not blocked.
Procedure to Fill the Boiler from the Condensate System
e) Check the operation of the safety valves easing gear ensuring
that the gags have been removed. Where one boiler is already in use and the plant operating normally, the Preparation of the Fuel Oil System and Lighting Off
auxiliary condensate system will be running and no further preparation of it Author’s Note: This section will require checking and enhancing during the
f) Check that the drum manholes and header hand holes are is needed. It will be necessary to isolate the auxiliary feed line from the feed ship visit.
properly closed. All casings to be secured in position. pumps. When the plant is being started from cold, the system will need to be
prepared (see section 2.2.1 Main and Auxiliary Condensate System). a) With reference to section 2.4 Fuel Oil and Gas Service Systems,
g) Check that the boiler access doors, air duct and gas duct access recirculate fuel oil until the temperature has reached a minimum
doors and header casing doors are properly closed. Prior to filling the boiler the feed treatment chemical manufacturer’s of about 90°C at the burner rail. Warm through the atomising
recommended initial dose should be applied. steam system (see section 3.3.2 Boiler Control Systems). When
h) Open the superheater header drains. the system is drained and ready for use, using the atomising
From the atmospheric drain tank, using one of the drain pumps, where a steam faceplate, set up the valves to supply atomising steam to
i) Check that all water wall header drains and blow down valves crossover valve CW84 is provided between the auxiliary condensate line and the burner.
are shut. the boiler auxiliary feed water line. Blank flanges will need to be removed and
a bobbin piece fitted to the pipeline. b) Start the forced draught fan with the vanes closed from the local
j) Open the superheater vent and the superheat primary stop control panel or from the forced draught fans and air heaters
valves. a) Set up the valves as follows with due consideration for the faceplate.
effects of water hammer and mechanical shocking. All feed
k) Open the drum vent valves if not already open valves are considered to be initially closed. c) Using either the DCS faceplates, Starboard or Port Boiler
Combustion Control, set the air flow to about 25%. The fuel
l) Check that all the level gauge and instrumentation root valves Position Description Valve pressure should rise accordingly, dependant upon the fuel/air
are open and that their drains are closed. ratio setting on the same faceplate. The fuel pressure at the fuel
Regulate Auxiliary feed regulating valve BF1011 rail should be 6.0kg/cm2, if necessary, adjust the air flow to
Open Economiser bypass valve BF1013 achieve this figure.
Procedure to Fill the Second Boiler with Water
Open Economiser inlet valve BF1003
Authors note: the method described below is unsatisfactory for the reasons d) At the local boiler control panel select LOCAL operation. Purge
stated. It may come to light that a ‘dosing bomb’ is fitted in which this would Open Economiser outlet valve BF1004 the furnace by pressing REQUEST in the Furnace Purge section
be the best way of topping up the water level during flashing. Check on ship Open Economiser header vent valves BF1008, BF1007 of the panel. Allow the furnace purge to complete as indicated
visit. when the COMPLETE lamp lights.
Open Feed line high point vents BF35, BF28
The cross-connection used for initial filling from the auxiliary condensate Open Cross-connection valve from auxiliary feed CW84 e) Press the No.1 burner START button. This commences the
line feeds the boilers through the auxiliary feed line. This poses a problem lighting off sequence as described in the previous section.
in that with one boiler on line, with the feed system as normal, the filling Observe the process from the furnace top and ensure that there
connection cannot be used without shutting down the auxiliary feed system. b) Fill the boiler through this system and vent all air from the are no leaks of fuel or air, that the fire is clean and sitting
Use of the main feed system under full pressure to fill a boiler is unsatisfactory, economiser and feed water lines. Close the vents when all air correctly in relation to the quall, and that the flame eyes are
the necessary throttling and pressure drop across the valve is likely to cause has been expelled and water issues from them. reading the flame.
damage.
c) Fill the boiler to about 100mm below the normal level in the
gauge glass. This is to allow room for expansion during the first (Note: It would be prudent, particularly where refractory repairs have taken
The best solution is to fill the second boiler whilst raising steam in the first place, to pull the fire out after about five minutes. This allows the heat
boiler, using the condensate system. This is not possible if the boiler has been firing and steam raising phase.
generated to even out and prevent thermal shocking due to uneven
shut down and drained for repairs with the plant running on the other boiler, expansion.)
without shutting down the auxiliary feed system. (Note: It is unwise to rely upon the remote level gauging at this stage. It can
take some time to stabilise after the boiler has been in use and the
static heads establish.) f) Maintain the fuel pressure at 6kg/cm2, adjusting the fuel/air
This still leaves the problem of maintaining the level during the early stages ratio as necessary to optimise combustion. When the steam
of raising pressure. This will be achieved by using the auxiliary feed system in pressure reaches 1kg/cm2 and steam is issuing from the drum
vent, close the vent.

F T N AV I E R A
The superheater and desuperheater header drains should remain open during j) Continue to raise steam pressure and temperature in accordance CAUTION
the steam raising process to remove any water. They can be throttled in on the with the graphs. Commence warming through the superheat During the coupling operations of the desuperheated and superheated
secondary valves as the pressure increases. and desuperheat lines and draining as necessary. The superheat steam systems, observe the combustion conditions on the other boiler. The
and desuperheat main stops have warming through valves fitted effect of the coupling is to reduce the load of the on line boiler and, its
CAUTION around them with drains located between the main and primary reaction should be checked as satisfactory.
When controlling steam flow through any of the boiler and steam line stops.
drains always use the secondary of the two valves, leaving the primary o) Close all the drain and the superheat vent valves.
valve fully open. This is done to protect the primary valve from damage k) When the boiler pressure reaches about 50kg/cm2,the
due to cutting and erosion by the steam. desuperheat primary and main stops can be opened, assuming
that warming through and draining has been satisfactory. Close Taking the Boiler Out of Service
g) With reference to the steam raising graph, continue to raise the warming through valve but continue to drain the line.
steam over the time period specified. a) Operate the sootblowers (see section 3.3.3).
The boiler safety valves should be carefully tested when the pressure is about
During this operation and whilst the steam drum pressure is still less than 3 - 4kg/cm2 below full pressure, by using the easing gear to lift the disc well b) Change from heavy fuel oil to diesel oil before stopping the
5kg/cm2, it will be possible to maintain the water level using the auxiliary clear of the seat. A short strong blow of steam should be released before letting boiler.
condensate system. Expansion of the boiler contents will cause the level to the valve disc reseat sharply.
rise initially. c) Stop the boiler using the manual trip. Stop the FD fan.
l) As the boiler desuperheated steam pressure reaches the same
h) The water level can now be maintained using the auxiliary pressure as the output from the on line boiler, it will begin d) The furnace post purge should be carried out twice by using
feed system. Shut the cross-connection valve CW84 from the to overcome the check valve and feed into the desuperheated the furnace pre-purge sequence. Purge the furnace by pressing
auxiliary condensate line and open the auxiliary feed valves steam system. The superheat main stop is left closed and the REQUEST in the Furnace Purge section of the panel. Allow the
from the feed pumps as shown below. Regulate the boiler water superheat vent left open at this time. This method is known as furnace purge to complete as indicated when the COMPLETE
level using the auxiliary feed regulating valve, feeding through ‘floating the boiler on line’. lamp lights.
the auxiliary feed line and the economiser.
When the boiler has reached the operating pressure and combustion control e) Close the main steam stop valve gradually, to avoid a sudden
is being regulated in automatic by the DCS, place the water level control to pressure drop in the pipeline.
AUTOMATIC, if not already established. Ensure that all systems previously in
Open Feed pump auxiliary feed discharge valves BF1011, BF1013 manual control have been placed to automatic, including the local control panel f) Open the superheater outlet vent valve and open the superheater
to the REMOTE position. All safety overrides must be restored to normal. drain valves a quarter of a turn.
(Note: By using the steam tables, the degree of superheat being achieved
at the superheater steam outlet can be determined. In addition to Place the burner control to CASCADE on the faceplates. This allows the DCS g) Change the automatic combustion control system to MANUAL
monitoring the rate of increase in the steam pressure compared to the to put the second burner into operation as required. This will be necessary with operation.
graph, the rate of increase in the superheat temperature should also be the plant operating on one boiler.
observed.) h) Close the fuel oil valves and atomising steam valves.
m) Stabilise the boiler and the automatic controls. Observe the
i) With reference to the boiler water level control faceplate, line up superheat temperature as it increases due to the load now on i) Remove the burner.
the main feed to the boiler by clicking on and opening the motor the boiler. Prepare to bring the superheater steam onto line by
driven valve BF1020. Clicking on the feed regulating valve opening drains on the superheater pipelines, the feed pumps, j) Maintain the normal water level, which will drop as the boiler
BF1026 faceplate allows it to be opened and manual control the turbine generators and the main engine steam chest. This is cools down.
to be taken. Until the automatic level control has stabilised, a precaution should any water still remain in the superheater or
control the feed to the boiler with the valve set to manual. pipelines and is carried into the system during coupling. k) When the boiler pressure drops to about 15kg/cm2 fully open
the superheater drain valves and desuperheater drain valves.
The boiler can be placed in automatic combustion control from the DCS n) Slowly open the superheat main stop valve and bring the
faceplate. The DCS applies a fixed fuel and air signal until the pressure has superheat steam onto line. CAUTION
nearly reached the set point. This system is described in section 3.3.2 Boiler To avoid uneven expansion and damage to the pressure parts and
Control Systems. refractory, do not open the furnace access door until the furnace cools. Do
not cool the boiler by blowing down and filling with cold feed water.

F T N AV I E R A
l) Allow a minimum of four hours to cool down a boiler. Regular
checks of the casing and flues should be made to ensure that no
fires have developed within the boiler. Check the furnace using
the peepholes provided. Observe the funnel from outside to
ensure that no smoke, indicating fire, is being emitted. Observe
the superheater outlet temperature. This should be dropping
rapidly down to saturation temperature. Failure to drop to
saturation temperature could indicate a fire somewhere, giving
the steam a degree of superheat.
m) Close all the main and auxiliary feed valves.

F T N AV I E R A
Illustration 3.3.4a Sootblowers Operating Sequence Flowchart
Changeover from
Port Boiler to Starboard Boiler
To Port
Warming L1
Steam Valve Drain Valve Sootblowers Steam Valve Drain Valve
Through Sootblower Finished
DS0284 DS1285 R1 - R6 DS0284 DS1285 Finished
Pipelines L1 Operates R1 - R6
Opens Closes Operate Closes Opens
Port Boiler 3 Minutes Ready
START
PB To Starboard
SEQ.
Waiting
LOCAL
ESCR
SETTING IAS
BOTH
BOILERS
From Port Warming L1

Steam Valve Drain Valve Sootblowers Steam Valve Drain Valve
Through Sootblower Finished
DS0284 DS1285 R1 - R6 DS0284 DS2285 Finished
From Starboard Pipelines L1 Operates R1 - R6
Opens Closes Operate Closes Opens
3 Minutes Ready
Starboard Boiler
START
PB
SEQ.
From Starboard
Key
Manually Open the Manually Close Manually Operate Manually Close the Manually Open AND Gate
Local Operation Steam Inlet Valve the Drain Valve Each Sootblower Steam Inlet Valve the Drain Valve
OR Gate
Long Retractable Sootblower

L1
R1 Rotary Sootblower

F T N AV I E R A
3.3.4 SOOTBLOWERS CONTROL SYSTEM The boilers can be sootblown simultaneously or one following the other. Any of the above alarms will cause the sootblower concerned to register
‘Abnormal’ and, if in the automatic sequence, will be bypassed and the
Economiser Sequence
Maker: Kikan Buhin Manufacturer Co. Ltd sequence will continue with the remaining sootblowers.
Types: Long stroke retractable - BLR-522-50-S The blowers operate in the order R3, R4, R5 and then R6.
Stationary rotary - BT-502-50-S Warming through Sequence
Full Sequence
Description The full sequence comprises automatic operation of the blowers in the order When operating the blowers, either in automatic or in manual/local mode,
L1, R1, R2, R3, R4, R5, R6 and then R7. the steam pipelines must be warmed through before starting the sootblowing
Each of the boilers is fitted with seven sootblowers comprising one long stroke sequence. This comprises of the automated steam supply valve DS0284 being
retractable units and six stationary rotary units. The sootblowers are of the opened fully and then the automated drain valves DS1285 and DS2285 being
The sootblowers can also be operated in the local mode, at the boiler, in any
steam nozzle and tube type, positioned as follows: opened for the programmed time. On completion of this sequence, the drain
desired order.
valves will shut and the automated sootblowing sequence will begin or, if in
Position No. Type Failure or an abnormal condition on a sootblower during an automated local mode, the operator can commence manual operation.
Boiler bank tubes One Long retractable sequence will result in that sootblower being bypassed. The sequence will
continue with the next programmed sootblower. An alarm is sounded for each Upon completion of the sequence, the master steam valve DS0284 closes and
Superheater Two Stationary rotary sootblower that is bypassed. the port and starboard drain valves DS1285 and DS2285 open.
Economiser Four Stationary rotary
Alarms and Interlocks Operation of the Sootblowers
All the sootblowers are driven by electric motors and use desuperheated steam
at 60 bar. The steam inlet valve DS0284 and drain valve DS1285 are controlled The following interlocks are fitted within the system: Frequency of sootblowing is governed by the quantity of HFO burned, but the
by the IAS. The response is designed to be sufficient to prevent the safety valve following is offered as guidance. It is recommended to operate the sootblowers
• Steam supply valve abnormal
lifting during sudden load change such as when the blowers change over as twice a day during fuel oil firing, once a day during dual fuel firing and every
they progress through the sequence. • Steam pressure low few days during gas only firing.
Each boiler is fitted with an automated drain valve for warming through and Either of the above conditions will cause all of the long stroke sootblowers to Operation of an Automatic Sequence using the Operating Panel
also a constantly open steam drain trap to ensure that the steam line remains retract and the system to shut down. The steam valve will not close until all the
clear of water. All operations are carried out from the Madic Monitoring graphic screen No.1
long stroke sootblowers are in the retracted position. Any rotary sootblowers
as follows:
will continue to turn until they reach their stop position.
Control of the boiler sootblowers is carried out by the IAS from graphic screen
XX-XXX-XX. The sequence can be observed from graphic screens XX-XXX- a) Ensure that the intermediate manually operated valves DS24
The following alarms are also fitted:
XX and XX-XXX-XX for the port and starboard boilers respectively. and DS25 are open.
• Long stroke sootblower time exceeded, due to:
All the sootblowers are fitted with a local start button for use in the local mode Forward motor not running a) Press the Setting pushbutton on the screen which will change
of operation. In addition, the long stroke blowers are fitted with an emergency the display to Madic Monitoring graphic screen No.11.
Reverse position switch time out
retract button for use in any operating mode. All the blowers have a stop
position switch and the long blowers have a reversing switch. Retract motor not running b) Select either ESCR or IAS on the operation position area of the
screen.
Stop position time out
These are fitted for control purposes within the IAS. Motor running, direction
and overload conditions are fed back to the IAS for indication, control and • Long stroke sootblower motor overload c) Select one of the three operation mode sequence pushbuttons
alarm purposes. marked as follows:
• Long stroke stop position abnormal
• BOTH BOILERS
• Emergency retract pushbutton operated on the IAS
Operating Modes • Emergency retract pushbutton operated locally
• No.1 BOILER
• No.2 BOILER
Each boiler can have its sootblowers operated automatically in two modes: • Rotary sootblower time exceeded/stop position time out
• Economiser sequence only • Rotary sootblower motor overload
d) If any of the sootblowers require bypassing, press the bypass
• Boiler full sequence pushbutton for that sootblower.

F T N AV I E R A
e) Press the arrow button to change the display to Madic Control is now available for each sootblower except for any that are bypassed.
Monitoring graphic screen No.12. Start each sootblower as required from their respective local start buttons.
f) Press either the Boiler and ECO Sequence Start or the ECO e) Upon completion the system is shut down. The steam supply
Sequence Start pushbutton as required, which will change the valve is closed and both port and starboard drain valves open.
display to Madic Monitoring graphic screen No.21.
The start sequence will commence and lamps will indicate the progress as the Sealing Air
sootblowers operate.
The glands at the boiler casing are sealed by air pressure from the FD fans
The warming through sequence starts automatically indicated by the STEAM trunking.
INLET VALVE OPEN, WARMING and the BLOWING lamps being
illuminated. When the warming through sequence completes, after three
minutes, the DRAIN V CLOSE lamp illuminates. The selected automatic
sequence commences and sootblowing takes place. This is indicated by
individual sootblower lamps being highlighted.
When the sequence is completed the steam valve closes, the STEAM INLET
VALVE CLOSE lamp illuminates and the WARMING and the BLOWING
lamps are extinguished. Finally the drain valve opens, the DRAIN V CLOSE
lamp is extinguished and the STOP lamp illuminates.
At the end of the blowing sequence a five minute timer is activated. This is
to prevent the system going through another, unnecessary, warming through
sequence before starting the next program.
If a further automatic sequence is selected within the five minute period the
timer is cancelled and the new sequence takes place. When no further sequence
is selected within the five minute end of sequence period, the system shuts
down i.e. the main steam valve closes and the port and starboard drain valves
open.
Local Operation
The operation is carried out from the Madic Monitoring graphic screen No.1
as follows:
a) Press the Setting pushbutton on the screen which will change

the display to Madic Monitoring graphic screen No.11.
b) Select LOCAL on the operation position area of the screen.
c) The Madic Monitoring graphic screen No.13 is now

highlighted.
d) Press the Open the Steam Inlet Valve pushbutton to commence

warming through the steam lines for a period of three minutes,
before closing the drain valve.

F T N AV I E R A
Illustration 3.3.5a Excess Steam Dump Control System
P From Main
Condensate Pump
CW88 CWT56 CW21 From Main
Set at 5kg/cm2 Condensate Pump
RO VOI VLV
ES0334 5473
TAH
ES14 DS0331 DS14
Silencer
TIC TI VLV
5471
TT TT TI
ES12 0486 0487 4401 AOC VOI RO VCI ZS
PS
1782 VOI ZS
ESD ESA 5420
P From Main Boiler
PT PT PS VI Desuperheated
0129 0129 0071 0129 From Gland Steam ES13 Steam Line
TAH TI TT DS0330
System VOI ZS PT PI
0129 5421 0488 4402 From Main
Condensate Pump
PAH PSH PI Set at 5kg/cm2
1001 1002 1003
RO VOI VLV
ES0335 5474
Main Condenser
ES4 ES8 ES15 DS0332 DS15

Silencer
VLV
5472
ES10
Turbine Generator
LP Turbine To Atmosphere
From Gland Steam

System
PAH PSH PI
2001 2002 2003
ES24
To Gland Steam
From 5kg/cm2 E
Fan
System
BS31 BS29 BS25 ES5 ES9 ES29
ES11
BS44 PI PI
4405 5408
To Atmospheric ES32
Drain Tank
ES34
ES25
Key
Atmospheric Condenser ES33 Auxiliary Steam
Condensate

F T N AV I E R A
3.3.5 EXCESS STEAM DUMP CONTROL SYSTEM Integrated Automation System (IAS) Control
The main steam dump valves are controlled from the Automatic Boiler Control Flow Chart for Steam Dump Logic
Main Steam Dump Desuperheaters (ABC) system and the water spray valves are controlled by the ABC and IAS.
There is one spray valve for each main steam dump valve which prevents high
The main boilers burn excess boil-off gas, which is produced from the cargo.
temperature steam entering the main condenser. The spray valves receive the
If the boil-off gas produced exceeds the requirements for normal steam
same control signal from the ABC as the dump valves. A separate temperature
production, the excess steam produced is normally dumped to the main Steam No
controller will control the dump steam temperature and a high selector dump requested
condenser via the two main dump external desuperheaters. Steam can also
will select the highest output from the steam dump control signal and the by ABC?
be dumped to the atmospheric condenser, by opening valve ES13 and closing
temperature control signal. The temperature controller also provides a control
valve ES12, should the main condenser be unavailable although capacity is
signal for the pressure reducing valves.
greatly reduced. Yes
Condition for next step Action
The ABC will send a Dump Request command to the IAS, which will then
Desuperheaters are required to eliminate the effects of superheated steam Condenser spray valve open Open main condenser spray valve
open the condenser dump spray valve CW56 and both the desuperheater water Water spray valves 5% open
impinging on either the main condenser or the atmospheric condenser. Open water spray valves 5%
spray valves ES334 and ES335 to 5%. Condenser hotwell level below
Desuperheaters operate by injecting spray water directly into the steam flow, Check main condenser hotwell level
normal +300mm
reducing the temperature to 150°C. The spray water for the desuperheater sprays Check main condenser vacuum
The IAS will send a Dump Permitted signal to the ABC if the following Condenser vacuum below 600mmHg Check SW outlet temperature
is supplied from the main feed pump discharge. The temperature at the outlet Sea water outlet temperature below 70°C
conditions are fulfilled: Check dump steam valves to condenser
from the desuperheater is measured and a corresponding signal is transmitted One dump steam valve to condenser open
to the spray control valve, which alters the water supply accordingly. A further • Spray valves ES334 and ES335 5% open
cooling spray is provided at the dump steam inlet to the main condenser to • Condenser dump spray valve CW56 open
cool the inlet cowl and help prevent mechanical stresses being created in the
condenser shell. • Main condenser hotwell level below normal +300mm Give Dump Permitted signal to ABC
• Main condenser vacuum above 600mmHg

The desuperheaters are further fitted with relief valves on the outlet side to
protect the condensers, primarily the atmospheric condenser. Silencers are • Main condenser SW outlet temperature below 70°C
fitted to both desuperheaters to reduce the considerable sound levels created • Dump steam valve ES12 to main condenser open or valve ES13 Temperature control loop
by dumping 60kg/cm2 steam. to auxiliary condenser open
When the vapour header pressure is above 19kPa, the IAS will check the
High Boiler Pressure
condenser and prepare the water spray valves. When all the above conditions Dump
No
The main dump external desuperheaters are controlled from the integrated are met the IAS sends a Excess BOG Dump Order and a Dump Permitted requested
automation system (IAS). The piston valve DS0330 to the desuperheater will signal to the ABC. signal Off?
open when the boiler pressure exceeds its normal set point. It provides stability
during periods of fluctuation where the burners are reduced to minimum flow, The IAS will then receive the control signal sent to the dump pressure control Yes
such as during manoeuvring. The dump will control any excess steam pressure valves DS0331 and DS0332. This signal is then used to open the spray valves Condition for next step
generated during these periods. ES334 and ES335 in parallel with the dump pressure control valves DS0331 Close condenser spray valve
and DS0332. If the temperature after the desuperheater reaches the setpoint of Water spray valves closed after 5 minutes
Close water spray valves
High Tank Pressure 150°C, the signal from the temperature controller will override the ABC signal
and control the desuperheater water spray valves.
If the demand of steam is not sufficient to consume the entire boil-off gas from
the cargo tanks, the firing rate of the gas burners will be increased accordingly (Note: The dump valve BV324 will close if the main condenser SW outlet Release Dump Permitted
and any excess steam dumped to the main condenser. The amount of steam temperature reaches 70°C or the vacuum falls to 600mmHg.) signal to ABC
dumped will depend on the position of the main turbine manoeuvring valves
and the cargo tank pressure. The dump signal from the cargo tank pressure is
inhibited when burning fuel oil only. Steam to the desuperheaters is supplied
via a main piston valve DS0330, each desuperheater has its own control valve
DS0331 and DS0332.

F T N AV I E R A
Procedure for the Operation of the Main Steam Dump Medium Pressure Exhaust Steam System Dump
Desuperheaters
The medium pressure exhaust steam system is also fitted with a steam dump.
It is assumed that all plant systems are functioning normally with the main This dump can also direct dumped steam to the atmospheric condenser or the
dump steam system only shut down. main condenser. For a full description of this system, see section 2.1.5.
a) Ensure that the instrument and gauge valves are open and
instrument air is supplied to the control units.
b) Ensure that the condensate system is operating normally as

outlined in section 2.2.1.
c) Open the main condenser dump steam inlet cowl spray cooling
valves CW21 and CW88. Ensure that the control valve CW156
is operating and that cooling water is being supplied to the
cowl.
d) Ensure that the main dump steam desuperheater inlet valve to

the atmospheric condenser ES13 is closed. Open the main dump
steam desuperheater inlet valve to the main condenser ES12.
e) Open the main dump steam desuperheater outlet valves ES14

and ES15.
f) Check that the desuperheater feed injection control valves and

the pressure reducing valves are functioning correctly.
g) Open the two desuperheater feed water inlet valves 347B.
h) Open the two pressure reducing valves inlet isolating valves.
i) Either manually free the main piston valve if necessary, or use

the dump steam controller to bring the main dump steam system
into use.
j) The system is on line. The main piston valve will be controlled

from the IAS. The pressure reducing valves and the temperature
control valves will be controlled by sensors situated on the
desuperheater outlet pipe.
CAUTION
Do not open both the dump to the main condenser and the dump to the
auxiliary condenser at the same time if the main condenser is under
normal vacuum. Doing so will cause a sudden loss of vacuum within the
main condenser and the subsequent trip of the main engine.

F T N AV I E R A
3.3.6 LOW DUTY COMPRESSOR CONTROL • Low pressure fuel gas to boilers IAS - Automatic Combustion Control Interface
• High pressure fuel gas to boilers There are a set of inerface signals between the boiler control and the LD
Two low duty (LD) compressors, which are installed in the cargo machinery comressor control panels as described below:
room, are provided to compress the LNG vapour, produced by natural boil-off • Mist separator high level
and forced vaporisation, to a sufficient pressure to be used in the boilers as
fuel. Non-trip alarms are indicated on the IAS are as follows: From To Description Signal Type IAS Tag No.
• Compressor discharge gas temperature ACC IAS Compressor control signal 0 - 100% 6150-6394
The LD compressors are driven by electric motors, installed in an electric 6150-6396
motor room segregated from the compressor room by a gas tight bulkhead. • Compressor LO filter differential pressure
IAS ACC Speed feedback 0 - 100% 6150-6398
The shaft penetrates the bulkhead through a gas tight shaft seal. • Compressor LO pressure 6150-6399
• Seal gas pressure IAS ACC IGV position feedback 0 - 100% 6150-6401
Low Duty Compressors 6150-6400
• Motor aft bearing temperature ACC IAS Compressor recirculation 0 - 100% 6150-6395
Manufacturer: Cryostar control signal 6150-6397
• Motor forward bearing temperature
Model: CM 300/55 ACC IAS Any gas burner on Digital 6150-6422
• Motor winding temperatures 6150-6423
Type: Centrifugal, single stage, fixed speed with adjustable
guide vanes IAS ACC Compressor running 0 - 100% 6150-6391
The compressors are operated locally or from the cargo control room. 6150-6392
Volume flow: 8,000m3/h
Inlet pressure: 106.0kPa absolute
Anti-Surge Control System
Outlet pressure: 200.0kPa absolute
An automatic surge control system is provided to ensure that the compressor
Inlet temperature: -140°C
flow rate does not fall below the designed minimum. Below this rate, the gas
Discharge temperature: -101.5°C flow will not be stable and the compressor will be liable to surge, causing shaft
Shaft speed: 24,000/12,000 rpm vibration which may result in damage to the compressor.
Motor speed: 3,580/1,790 rpm
Rated motor power: 6,600V, 770kW All the gas compressors are equipped with an automatic surge control system
which consists of:
The following conditions trip the LD compressors: • A flow transmitter
• The ESD system • A compressor differential pressure transmitter
• High high gas discharge temperature • A ratio station
• Low gas suction pressure • An anti-surge controller
• Electrical power failure • A bypass valve on the gas stream
• Excessive rotor vibration
On the basis of a preset ratio between the gas flow and compressor differential
• Excessive shaft displacement pressure signals, the anti-surge controller produces a signal which modulates
• High high LO temperature the compressor bypass valve.
• Low LO pressure
Inlet Guide Vanes
• High high inner bearing temperature
To achieve the required gas flow, the compressors have inlet guide vanes fitted
• Low low gas seal pressure at the suction end.
• Low low bulkhead gas seal pressure
The vanes are operated by pneumatic actuators which receive control signals
• High high bulkhead gas seal temperature from the flow controller.
• Fuel gas valve closing
Rotation of the vanes is possible through an angle of 100°. The position is
• Low temperature fuel gas to boilers
indicated both locally and at the cargo control room.

F T N AV I E R A
Capacity Control
The boiler gas flow demand control valve position dictates the capacity of
the compressor. The compressor output capacity is controlled by changing the LD Compressor Start Sequence LD Compressor Stop Sequence
position of the guide vanes and the electrical input to the variable speed motor.
At the lowest capacity demand the guide vanes will be fully closed and the Start Stop
Compressor
electrical input at a minimum. Compressor
Condition for next stage Condition for next stage

There is a manual/auto station for the compressors in the control panels in
the cargo control room and the engine control room. With the stations in Start auxiliary LO pump
Auxiliary LO pump running Error Set IGV/speed to minimum
the Automatic mode and the burners in the Dual Firing mode, the control is Time out: 15 seconds Inlet guide vanes IGV at 80°
Time out: 60 seconds
Error
based on a signal from the IAS to the Automatic Combustion Control system,
representing the available boil-off gas. In Gas Only firing mode the signal is
based on the boiler fuel demand.
Start compressor Error Open anti surge valve
Compressor running Anti surge valve 100%
Time out: 30 seconds Error
As the demand signal increases, the guide vanes will be fully opened while to 100%
Time out: 20 seconds
the motor speed will be kept at the minimum setting. Further gas flow demand
will increase the motor speed accordingly. The output from the controllers are
limited to prevent rapid changes and surging in the compressor gas discharge. Anti surge controller in Anti surge controller in
automatic mode automatic mode Error
Compressor stopped Stop compressor
Time out: 5 seconds Error
(Note: The electrical input to the variable speed motor will be interlocked Time out: 60 seconds
to a minimum if the guide vane control is switched to LOCAL. The
compressor control will be set to the manual mode if any of the fuel
gas control valves are operated manually.) Bypass valve closed Close bypass valve Error End
Time out: 5 seconds
The starting and stopping of the compressors is manually initiated by the
operator and is within the IAS scope. The reference signal from the Automatic
Combustion Control system is overruled and the compressor will be entirely Set remote capacity control
controlled by the IAS logic. Time out: 3 seconds
Terminate start sequence

End
Initiate stop sequence

3.4 Main Turbines
3.4.1 Main Turbine and Ancillary Systems
3.4.2 Main Turbines Control System
Illustrations
3.4.1a Main Turbines
3.4.2a Main Turbines Control Systems

F T N AV I E R A
Illustration 3.4.1a Main Turbine
T Q
A
O
E
Q R B
A
P
S
N
M
J I
G G
PLAN VIEW
J
I
F
K LOOKING FROM STARBOARD

C
D
LOOKING FROM FORWARD
Key
A Ahead and Astern Manoeuvring Valve

B High Pressure Bleed Steam Outlet
R C Intermediate Pressure Bleed Steam Outlet
D Low Pressure Bleed Steam Outlet
E Emergency Steam Inlet
S F High Pressure Exhaust Steam
G Turbine Generator Exhaust
H Dump Steam Inlet
I Main Condenser Cooling Water Inlet
J Main Condenser Cooling Water Outlet
O K Condensate Water Outlet
L Lubricating Oil Outlet
M Main Lubricating Oil Inlet
N Gear Oil Spray Inlet
P T Q A O Astern Guard Valve
P Main Lubricating Oil Pump
E Q High Pressure Turbine
B R Low Pressure Turbine
S Reduction Gearing
T Turning Gearing
Issue: Draft 2 3.4.1 Main Turbine and Ancillary Systems - Page 1 of 6

F T N AV I E R A
3.4 MAIN TURBINES Descriptions The seals are formed by radially slotting sections of labyrinths into the packing
rings, which themselves are likewise slotted into the turbine upper and lower
Turbines
3.4.1 MAIN TURBINES AND ANCILLARIES casings. The peak and trough edges of these labyrinths are located adjacent
The turbines are the cross-compound, impulse reaction type, consisting of high to corresponding square radial grooves machined into the rotor shaft. The
Specification and low pressure turbines. clearances between the labyrinth edges and the rotor are minimised to reduce
Maker: Kawasaki H.I. steam leakage between the inner (high gland steam pressure) areas and the
Type: UA-400 cross-compound, impulsereaction Steam is supplied from the main boilers at 5.88MPa at 510°C at full away. The outer (low gland steam pressure) areas. Adequate axial clearance between the
HP turbine: one two-row Curtis and eight Rateau steam enters the turbine through the main steam piping, main steam strainer rotor and labyrinths allow for the designed axial movement and expansion
stages and main stop valve or the astern guardian and manoeuvring valve. between the rotor and the casing.
LP turbine: Four Rateau and four reaction stages For ahead operation the steam is supplied to the high pressure (HP) turbine Steam at 0.2kg/cm2 is supplied to the glands from a gland steam receiver
Astern turbine: two two-row Curtis stages through the ahead nozzle valves and nozzle chambers. mounted underneath the turbine. Where the internal steam pressure is
Output: Maximum - 28,000kW (33 nozzles) higher than the pressure in the gland housing, steam will enter the series of
Normal - 25,200kW (23 nozzles) The HP turbine first stage nozzles are arranged as follows: diaphragms from the turbine, and is effectively throttled across each stage
HP turbine speed: 4,777 rpm at MCR causing its pressure to drop. The final very low pressure steam is led away to
Valve Number of Nozzles the gland steam condenser.
LP turbine speed: 3,153 rpm at MCR Main throttle valve 22
Propeller speed: 83 rpm at MCR 1st extra nozzle valve 9 Where the pressure in the gland housing is greater than the internal turbine
Critical speeds: 62.5 and 116.7 rpm 2nd extra nozzle valve 8 pressure at the shaft exit point, the steam available from the gland steam
Overspeed trip: 103.5 rpm receiver will be drawn through the gland, effectively sealing it and preventing
The HP turbine is of the impulse single-flow type, in which steam enters the the ingress of air. The gland steam receiver releases excess steam through a
Steam condition: 5.88MPa and superheated at 510°C
turbine through the ahead stop valve connected to the HP turbine directly. The control valve to the flash chamber or receives steam from a make-up controller
Direction of rotation: Clockwise, looking from aft steam flows across the two-row Curtis stages and eight Rateau stages and then supplied from the HP exhaust steam range. The need for the steam to make-up
Astern maximum to the exhaust chamber at the aft side of the HP turbine. Two extra nozzle or spill changes with the turbine load, ie at high load the steam will generally
continuous speed: 58 rpm for a maximum of 2 hours valves are fitted which are opened at full away at sea to generate the maximum be spilled out of the system and at low loads the packing steam will need to
Steam bleed off: output if required. be made up.
HP: HP turbine 5th stage
From the HP turbine the steam flows through the cross-under pipe to the low
IP: Crossover pipe Air Ejector with Gland Steam Condenser
pressure (LP) turbine.
LP: LP turbine 3rd stage The ejector is of the two elements two stage type with a combined surface
Main gearing: Double helical, tandem articulated, double reduction The LP turbine is of the impulse reaction single-flow type in which steam intermediate and after cooler. Non-condensed air and vapour are extracted from
gear flows towards the forward side through the steam chest, transfers its energy the main condenser by the evacuating action of the jet of steam discharging
Main LO pump: Main turbine driven, gear type to four Rateau stages and four reaction stages and then exhausts into the main from the first stage nozzle. The mixture of air and vapour enters the first stage
condenser. diffuser where the drop in pressure takes place, then into the intercooler where
Capacity: 210m3/h at 4.0kg/cm2
the vapour is condensed. The drain from the intercooler returned to the main
Main condenser: Single pass surface cooling with dump steam The astern turbine is of the impulse type, arranged at the forward end of the LP condenser through a U tube seal. The remaining air and uncondensed vapour
chamber turbine. Steam enters through the astern manoeuvring valve, astern guardian are then extracted from intercooler by the second stage ejector and discharged
Cooling surface: 3,250m2 valve, and transfers its energy to two, two-row Curtis stages, towards the aft through the second stage diffuser to the gland condenser.
Tube size: Diameter 19mm, thickness 0.7mm side, and exhausts into the main condenser.
The gland condenser is a horizontal, straight tube type with the gland exhaust
Condenser vacuum: 722mmHg at a sea temperature of 27°C
For emergency independent operation of the LP or HP turbine, the flexible fan mounted on top. It has cooling tubes through which the main condensate
Main turbine trips at: 300mmHg is passed to act as the cooling medium. Turbine gland leakage steam and air is
coupling can be removed and the cross-under piping changed for the emergency
Air ejector piping (see section 4.3). collected in the gland condenser. Air and non-condensible gases are drawn out
with gland condenser: Cooling area of 19.5m2 and exhausted by the fan. Condensate passes through a loop seal and drains to
No. of sets: 1 the atmospheric drains tank.
Gland Steam
Exhaust fan capacity: 15m3/minute
Gear case dehumidifier: Desiccant type Labyrinth type seals are used at the end of the turbine rotors to prevent the
steam in these regions from leaking to atmosphere and more importantly, to
Capacity: 50m3/h at electrical load of 1.3kW
prevent air from entering the turbine where the internal pressure is less than
atmospheric.

F T N AV I E R A
Main Condenser The main thrust bearing is located in a separate casing forward of the main • LP turbine rotor position excessive displacement
The main condenser is a surface cooled, radial-flow type with a dump steam reduction gear.
• Main thrust bearing axial movement
chamber. It is mounted directly below the LP turbine at right angles to the
An 11kW 1,730 rpm reversible motor driven turning gear is provided and • Boiler steam drum water level very high
axis of the turbine and the condenser neck is bolted directly onto the turbine
exhaust flange. Thermal expansion of the upper part of the condenser in the mounted at the aft end of the driving shaft, which is connected to the HP first • Both boilers tripped
longitudinal direction is accommodated by the deflection plate, fitted at the reduction pinion.
• Manual hand and emergency trips operated
forward side of the condenser.
Lubrication • Automatic spinning overspeed
The condenser shell, hotwell, water chambers and dump steam chamber are • Emergency manouevring handle not in neutral position
The lubricating oil system (see section 2.7.1 Main Turbine Lubricating Oil
all fabricated from steel plate and welded together. The internal surfaces of the
System) consists of one main turbine driven lubricating oil pump, two motor • Turning gear engaged
water chambers are lined with neoprene with sacrificial anodes fitted to help
driven auxiliary lubricating oil pumps, a main lubricating oil strainer and
prevent corrosion.
bypass filter, a pressure control valve, a temperature regulator, one lubricating These safety devices will not reset automatically when the cause of the trip
oil cooler, an emergency gravity tank and one lubricating oil pan and sump is corrected. The trips are reset by pressing the RESET pushbutton for a few
The condenser tubes are arranged for radial flow of the steam across them. The
tank built into the hull. seconds.
air extraction box is positioned at the centre of the tube nest.
The main turbine driven LO pump supplies the turbine and gearing with oil When the turning gear is engaged, or the emergency manual manoeuvring
Steam entering the condenser is guided around the boundary between the tube
when the turbine revolutions are at 75 rpm. The motor driven LO pump will handle is not in the neutral position, interlocks it will prevent the main turbine’s
nest and the shell, and then towards the centre of the tube nest.
start when the revolutions are 72 rpm, the oil pressure is below 3.7kg/cm2 or steam throttle valve opening.
an abnormality occurs in the operation of the turbine driven pump. This is
Condensate flows down into the hotwell at the bottom of the condenser, from
controlled by the IAS graphic screen LO Main Turbine. The control oil mechanism will automatically slow down the main turbines
where it is pumped out by the main condensate pump. The water level in the
hotwell is maintained by recirculating the condensate back into the hotwell. under the following conditions:
Oil is drawn from the main engine sump tank and discharged to each bearing
The condenser is of the regenerative type, whereby the steam entering the • Main condenser hotwell high
and to the gear oil sprayers after passing through the main turbine LO filter, the
condenser gives up some of its heat to the condensate. This is achieved by
oil cooler and recirculating pressure regulator. The oil returns to the hull sump • Main condenser vacuum high high
guiding the steam flow as described above. This also has the added advantage
tank from the oil pan under the main reduction gear casing.
of deaerating the condensate. The air and non-condensable gases enter the air • Main steam pressure low low
extraction box at the centre of the tube nest from where they are removed by • One boiler tripped
If loss of electrical power occurs the bearings are supplied from the turbine
the vacuum pump.
driven pump and the emergency gravity tank. • Boiler steam drum water level high high or low low
The dump steam pipe is led into the condenser, the steam being water sprayed • Main thrust pad temperature high high
Control oil is used to actuate the manoeuvring valves and is supplied from the
on entry in order to cool it, preventing thermal damage to the tubing due to
main LO pumps. • Stern tube temperature high high
local overheating.
• Main turbine automatic slowdown
Cooling sea water is supplied by a main circulating pump and when at sea Safety Device
• Main turbine automatic slowdown override
and conditions are normal, by a scoop system set into the hull of the ship (see The control oil mechanism will trip the main turbines manouevring valve
section 2.3.1 Main and Auxiliary Sea Water Circulating Systems). under the following conditions: • Main gearing and turbine bearing temperature high high
• Overspeed • Intermediate gearing bearing temperature high high

Gearing • Main steam temperature high high
• Main condenser vacuum low low
The reduction gearing between the turbine and propeller is a double reduction,
tandem articulated type. The reduction gear consists of two first pinions, two • Main condenser hotwell level exceptionally high
first gear wheels, two second pinions and one second gear wheel • Lubricating oil pressure low
Both the HP and LP turbines are connected to the first pinions of the reduction • Control oil pressure low
gear by flexible couplings. The pinions drive the first reduction gear wheels. • HP turbine rotor excessive vibration
The first reduction gear wheels are connected through flexible shafts fitted
• LP turbine rotor excessive vibration
with flexible couplings to the second reduction pinions, which drive the
second-reduction gear wheel or main gear wheel. • Main reduction gearing vibration
• HP turbine rotor position excessive displacement

F T N AV I E R A
The Main Turbine and the Intergrated Automation System Should any of these functions need to be carried out manually, they should be Position Description Valve
done in the same manner as the automated function. Open Magnetic filter inlet and outlet LO108, LO107
Equipment Involved
Initial Checks and Preparation Open Automatic backflushing filter inlet and outlet LO92, LO93
• Main engine and gearbox bearing probes
Open LO cooler inlet valve LO95
• Interface with the main telegraph system for indication and a) Start the main sea water circulating system (see section 2.3.1
alarm purposes Main and Auxiliary Sea Water Circulating Systems). Open LO cooler outlet valve LO96
• Interface with the main engine protection system for indication b) Check the water level in the main condenser hotwell. It should Open Manoeuvring valve servo system LO119, LO111, LO110
and alarm purposes be higher than normal to allow for filling of the recirculating
Open Overspeed governor system LO120, LO113, LO114
pipework. Top up as necessary from the distilled water tanks
• Interface with the main engine control system for indication and through outlet valves CW43, CW 44 or CW45, make-up valve Open LO coolers sea water inlet valve CS28
alarm purposes bypass CW26 and main condenser filling valve CW58.
Open LO cooler sea water outlet valve CS29
• Transmitters, control valves and pump starters associated with
the LO systems c) Prepare the main condensate system for operation (see 2.2.1 Close LO cooler sea water overboard valve CS14
Main Condensate System). Ensure that both pump suction
• Main turbine turning gear
valves are open and that the recirculation system is ready for
h) Start the central fresh water cooling system (see section 2.4.1
use. Start one of the condensate pumps with the discharge valve
Central Fresh Water Cooling System).
The primary function of the IAS with regard to the main turbine is purely closed, then slowly open the valve.
alarm and monitoring, either directly from the bearing temperature probes, or
as remote monitoring of the package vendor units. This includes monitoring of The condensate will be recirculated back into the condenser through the i) Vent any air from the LO coolers, then close the vent valves.
the turning gear. Monitoring and alarm functions are provided for the pressure recirculation valve until the condenser receives water from other drains
and temperature sections of the control oil system. Control of the lubricating or exhaust. The level control ensures that the level in the hotwell remains j) Set the LO temperature controller to 44°C from the IAS graphic
oil pressure and temperature is carried out together with the control of the constant, and that condensate is pumped up to the deaerator whilst still screen MT GEAR TEMP. Start one of the LO pumps from the
lubricating oil and control oil pump’s starting and stopping function. retaining the correct level. same faceplate.
Gland steam make-up and spill is also controlled by the IAS. During this initial period of little drainage into the condenser, it is possible for k) Set valves for gravity tank supply and operation.
the level to drop due to leakage up to the deaerator. The level in the hotwell
The following graphic screens are used to monitor and control the main turbine will require monitoring and further topping up as necessary. Position Description Valve
functions carried out by the IAS:
Open Gravity tank quick-closing inlet/outlet valve
d) Open the gland leak off valve between the main turbine and the
Graphic Screen Description gland steam condenser. Throttled Gravity tank overflow control valve LO104
MT GEAR TEMP Main gearing bearing temperatures
e) Check and record the axial position of the rotors at the cold Check around the LO system for leaks. The level in the LO sump tank will
LO MAIN TURBINE Main turbine lubricating oil system condition. drop as the system charges and may require topping up. A flow of oil should
MT REMOTE CONTROL SYSTEM Main turbine mimic board be observed returning from the LO gravity tank and the control oil tank sight
f) Check the oil level in the main sump tank and top up as glasses. It is good practice to observe gear sprayers and any other oil returns
MT STATUS Main turbine protection
necessary, taking the amount of oil to be placed into circulation that can be accessed and viewed without loss of oil.
Procedure for Start-Up into consideration.
The system oil pressures should be as follows:
Successful operation of the turbine depends on the manner of the warming g) Set up the main turbine lubricating oil system and control oil
through, loading, stopping and cooling down of the turbines. Steam turbines system, placing the valves as follows: Main LO system: 0.1 - 0.15MPa
are built and operate with very close tolerances in their structure, and the very Control oil system: 0.29 - 0.39MPa
nature of the driving medium can lead to problems associated with thermal Position Description Valve
expansion unless due care is taken. Correct warming through and proper l) Engage and start the turning gear. Observe the amps being
Open Auxiliary LO pump discharge valves LO91, LO90
drainage is essential together with careful handling of load changes. drawn by the turning gear motor. If these are higher than normal
Closed LO system drain to the sump tank LO118 investigate the turbine, gearing and shafting to determine why
The preparation of the turbine for use is the responsibility of the operator. Open LO pressure control valves LO117, LO116 they are not turning freely.
Correct loading up times are programmed into the turbine control system, as
are the opening of the drain valves and bleeds. Open Gear driven LO pump suction valve LO100

F T N AV I E R A
CAUTION (Note: If the engine has been turning on gears for less than 24 hours with the x) Upon completion of the tests, place the turbine in AUTOSPIN
Before proceeding to the next stage ensure that the main stop valve, the gland steam supplied, there is no need to use the warming through mode which will automatically turn the engine ahead and astern
astern guardian valve and the ahead and astern manoeuvring valves are steam and the engine can be used immediately.) on steam until it is required.
all CLOSED.
CAUTION CAUTION
m) Warm through and drain the main superheated line from the If the ship is to be moved using tugs or any other means of external Do not allow the rotors to remain stationary for more than three minutes
boilers to the main turbine manoeUvring valve by opening the propulsion, disengage the turning gear. Failure to do so may damage the once the gland packing steam has been admitted. Failure to follow this
bypasses on the intermediate stop valves and raise the main turning gear due to the propeller idling whilst under way. Ensure that the advice could result in the rotors deflecting.
turbine steam line to approximately 490kPa. Ensure that the LO system is running. If the turning gear is disengaged, the Auto Spin
turbine, main steam strainer and high pressure steam chest system must be in use.
Run up to Full Speed after Manoeuvring
drains are all open. Open the warming through valves XXXX
and XXXX from the desuperheated steam system, ensuring the Authors note: No information regarding the turbine control and bridge control
Testing the Engine
drains to the atmospheric drain tank are open. Warm the line system was available at the time of writing. The following is generic and will
slowly by opening valves XXXX and XXXX, whilst continuing Before testing the engine inform the bridge and request confirmation that it is require more detail as it becomes available.
to turn the turbine using the turning gear. safe to turn the engine on steam.
Following manoeuvring, the turbine control system is set to full away on
n) Drain and warm through the supply steam line to the gland s) Ensure that all the turbine systems are normal. Disengage the passage. The program controlling the turbine will slowly increase the speed
steam make-up system by opening the drain valves to the turning gear. The red light on the console changes to green through a pre-programmed ramp. The automatic drain valves will be closed at
atmospheric drain tank. Open the make-up controller inlet valve indicating that the turning gear is fully disengaged. the beginning of the run up period.
T24 and outlet valve T25 and the spill controller inlet valve T27
and outlet valve T28. Put the make-up and dump controllers on t) Confirm that the ahead and astern manoeuvring valve is The bleed steam valves will open automatically at pre-programmed stages in
automatic. Start the gland exhaust fan. Adjust the gland packing closed. the ramp allowing bleed steam into the systems they serve.
steam pressure so that it is about 20kPa.
u) Using the emergency manouevring handwheel, ‘kick’ the main Careful monitoring of the plant is required during this period of instability. The
CAUTION turbine ahead and astern, confirming all satisfactory. Reset the turbine must be observed and, should any vibration be detected, the turbine
The gland packing steam will start to heat the turbine. It is therefore emergency manouevring valve and test the ahead and astern must be slowed down until they cease and then be investigated. This can be
essential to keep the turbine turning gear in use and the LO system operation switch in the ECR. caused by rotor deflection due to poor warming up procedures. A period of
running to avoid localised heating. running at revolutions below those at which the vibration started can lead to
v) Trip the turbine from each location to confirm the normal the deflection lessening.
o) Ensure that the vacuum pumps are supplied with sealing and operation of the trip. Reset the trip.
cooling water and start one pump. Observe the vacuum forming After a period of time the revolutions can be increased and the vibration
in the condenser, checking for leaks should this not take place at w) With the engine in ENGINE CONTROL ROOM mode, select monitored. Should this fail to rectify the situation, then the turbine will need to
the normal rate or fail to achieve the rated vacuum of 720mmHg AHEAD on the manoeuvring console toggle switch and slowly be stopped and further investigations instigated.
at a sea temperature of 27°C. open the ahead manoeuvring valve enough to allow a small
quantity of steam through. Increase the steam until the shaft
Securing the Turbine
p) Open the spray water valve for astern operation. just begins to turn as indicated on the tachometer. Close the
ahead manoeuvring valve. Repeat this operation in the astern a) When finished with engines has been signalled, close the main
Maintain the warming through of the turbine and steam piping for at least one direction. stop valve. Ensure that the ahead and astern manoeuvring and
hour, raising the main turbine steam line pressure to full pressure on the bypass the astern guardian valves are closed.
valves on the boiler turbine stop valves XXXX and XXXX. This should be carried out over about 20 minutes to promote warming through
of the turbine and to give the opportunity to inspect the turbine for any defects b) Ensure that all the drains have opened.
q) Open the intermediate valve slowly and fully close its bypass or signs of trouble.
valve. c) Engage the turning gear and start the motor.
While the control of this plant is highly automated and of modern design, there
r) Close the warming through valves from the desuperheated can be no substitute for good steam engineering practise. Ensure that the plant Any further shutting down depends on the length of time the turbine is to be
steam system. is physically checked, listened to and all senses used to detect early signs of unused and any plans to do maintenance. In many ports the engine is required
problems. to be on ten or thirty minutes notice.

F T N AV I E R A
Illustration 3.4.2a Main Turbine Control System Main Steam Low Pressure Set
Pressure 5.2MPaG (53.5kg/cm2G) To Manoeuvring Control Box
PX
ECP
To Manoeuvring Control Box
PI
From
Boilers PX PI
Motor Box Astern Valve Ahead Valve

Limit Switch for
Neutral Detection
Manual
Handle
Pilot Valve Lift Indicator
Lift Indicator
Emergency Cut - Off Valve

Cam Gear
To Ahead Turbine
Servo Ahead
To Open To Open
Servo Astern To Astern Turbine
AXIS Feedback
Device
To Lubricating Oil Sump Tank
From Lubricating Oil Pump
3 - Way Solenoid Valve PI
To Manoeuvring Control Box
Key
To Overspeed Trip
From Lubricating Oil Pump
Superheated Steam
HP Lubricating Oil
LP Lubricating Oil
Electrical Signal
To Lubricating Oil Sump Tank
Instrumentation
From Manoeuvring Control Box
Issue: Draft 2 3.4.2 Main Turbine Control System - Page 1 of 4

F T N AV I E R A
3.4.2 MAIN TURBINE CONTROL SYSTEM System Composition • Main Turbine emergency trip
• Main Turbine slowdown bypass
Maker: Nabco Ltd The turbine remote control system consists of the following:
• Main Turbine trip bypass
Introduction
Main Turbine Manoeuvring Control Panel
The turbine remote control equipment provides the interface between the The Main Turbine Manoeuvring Control Panel (MTMCP) is housed in the Local/Emergency Control Panel at the Main Turbine Side (MS)
operator and the main turbine, carrying out the commands in a preprogrammed engine control room. The panel receives the commands signalled from the The local/emergency control panel consists of the following:
sequence from consoles on the bridge and the engine control room. The telegraphs and houses the components required to control the main turbine in
system is of the electro-hydraulic type which consists of the dual control accordance with the telegraph command. It consists of the control computer, • Turbine trip reset switch
main computer, electric and electronic circuits, process signal interface units, mimic panel and miscellaneous electric and electronic signal circuits. • Control position transfer switch
and the hydraulic servo mechanism of the actuator of the ahead and astern
• Manoeuvring valve lift indicator
manoeuvring valves. Wheelhouse Main Turbine Manoeuvring Control Console
• RPM indicator
The IAS graphic screens used to monitor the main turbine functions are the MT The main turbine manoeuvring control console consists of the following: • Local/remote control switch for HP, IP and LP bleed steam
REMOTE CONTROL SYSTEM and the MT STATUS:
• Telegraph transmitter with manoeuvring lever, which is moved valves
to the desired turbine speed setting, ahead or astern, the • Open and close switches for HP, IP and LP bleed steam valves
Control Oil System command being processed and acted upon by the MTMCP
• Dial gauges showing steam and LO pressures and main
A control oil system is provided at the turbine and is dependent on the main • Telegraph lever position indicator condenser vacuum
LO system. It is supplied by the same pumps as the LO supply, but at a primary
• Telegraph logger • Emergency trip and trip override switches for the main turbine
(higher) pressure than the LO supply as a result of the orifice fitted in the LO
supply to the bearings and gearing. • RPM indicator • Emergency manoeuvring valves handwheel
• Sub panel containing manoeuvring duty changeover switch, • Indicator lights showing turbine trip and manoeuvring position
Control of the governor motor and solenoids which utilise the control oil manoeuvring pushbuttons, indicator lamps and telegraph
to operate the manoeuvring valves, is carried out by the separate turbine status
repeater
management system operated through the bridge or engine room control
consoles. • Main turbine emergency trip (Note: When changing from neutral position to either Ahead or Astern, the
• Main turbine slowdown override governor oil pressure is dumped.)
The turbine management system signal is converted to movement of an electric
positioning motor or governor. This motor moves a pilot valve assembly which, • Main turbine trip override
by covering and uncovering ports, allows a flow of oil to the manoeuvring System Functions
valve’s servo piston. The oil acting on the servo piston moves it in the desired
Engine Control Room (ECR) Main Turbine Manoeuvring Control
direction and consequently moves the manoeuvring valve. The manoeuvring The turbine remote control system can perform the following functions:
Console
valves admit steam to the turbine at a rate dependant upon their position ahead
or astern. Movement of the piston is fed back to the pilot valve assembly and The main turbine manoeuvring control console consists of the following:
when the piston has travelled the desired amount, the ports in the pilot valve Auto Spinning
• Telegraph receiver with manoeuvring lever
assembly are covered and no further movement takes place. It is intended to prevent any sagging of the hot turbine rotors whilst they are
• Manoeuvring valve lift indicator stationary by turning the engine frequently in both directions. This also has
• Sub panel containing switches for manoeuvring and bleed the effect of keeping the temperature of the turbines high enough to prevent
Main Turbine Remote Control (MTRC) Equipment thermal damage when the engine is used again.
valves, program control, emergency systems and drain valves,
The control levers are combined with the engine telegraph and signal the desired manoeuvring valve operating switches (spring loaded) and
indicator lamps When the engine is stopped between movements during manoeuvring and the
turbine command to the computer. The computer carries out the command for
following conditions apply, the automatic spin function will operate:
a change in turbine speed or direction through consistent, stepped procedures. • Lever position indicator
The logic is designed to carry out the most suitable turbine and boiler operating • The CONTROL MODE switch on the ECR console is turned to
• Control mode changeover panel the LEVER position
procedures considering best practice and their limitations.
• RPM indicator • The telegraph lever is set at the STOP position
• Revolution counter

F T N AV I E R A
• The AUTO SPINNING switch on the ECR console is turned to (Note: The AUTO SLOWDOWN function can be cancelled by turning the indicating the current telegraph position and the remote
the ON position AUTO SLOWDOWN switch to OVERRIDE on the wheelhouse or telegraph position. When the levers are all correctly positioned
ECR consoles.) the HANDLE MATCHING lamp is lit.
• The main turbine trips are reset
• The propeller shaft revolutions are less than 3 rpm c) The engine control room control location switch is moved from
Transfer of Manoeuvring Control between Wheelhouse, ECR to WHEELHOUSE.
If the propeller shaft revolutions are less than 3 rpm for 2.5 minutes, the Engine Control Room and Main Turbine Side
automatic spinning system opens the ahead steam manoeuvring valve to The following conditions need to apply: The WHEELHOUSE CONTROL indicator lamp begins to flicker and the
a preset limit to turn the propeller shaft at 3 rpm and then close. Once the • Telegraph lever position matches, otherwise the HANDLE buzzer sounds. Until this is acknowledged the wheelhouse telegraph lever is
propeller shaft has stopped for 3 minutes the automatic spinning system opens MATCHING indicator light will flicker until the positions inoperative.
the astern steam manoeuvring valve to a preset limit to turn the propeller shaft match
at 3 rpm and then close. d) The bridge operator acknowledges the change of control location
• The telegraph lever or the direct manoeuvring methods match, by moving the wheelhouse console location switch from ECR to
This sequence is repeated every 3 minutes. otherwise the LEVER or DIRECT indicator light will flicker WHEELHOUSE and pressing the ACKNOWLEDGE button.
until the positions match.
The Auto Spinning mode is activated automatically and the SPIN ZONE lamp The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes
in the wheelhouse and ECR consoles are lit. steady. The main turbine can now be controlled from the bridge.
Operation of the Main Turbine Control System
To stop the automatic spin function from taking place change the ‘Auto
Transfer of Control from the Bridge to the Engine Control Room
Spinning’ from ON to OFF. Preparation for Lever Control
The turbine will trip if the auto spinning rpm reaches xxrpm Prepare the main turbine for use as described in section 3.4.1 Main Turbine. a) Telephone contact between the bridge and engine control room
establishes the need to transfer control.
Automatic Slowdown a) Set the control location to ENGINE CONTROL ROOM. The
The main turbine is automatically slowed down when one of the following location is displayed by an indicator lamp on all the consoles. b) The telegraph levers in all locations must be in the same
conditions occur: positions. This can be checked by observing the pointers
b) The control lever in all locations should be at the STOP indicating the current telegraph position and the remote
Description/Tag No. Set Point position. telegraph position. When the levers are all correctly positioned
the MATCHING lamp is lit.
Main steam pressure low low ESLD-121 5.2MPa c) Select the control mode as LEVER then toggle switch. Engine
Main boiler steam drum level high high control positions may be selected as WHEELHOUSE or ECR. c) The engine control room control location switch is moved from
Main boiler steam drum level low low WHEELHOUSE to ECR.
The turbine can now be controlled from the telegraph lever which initiates the
Main condenser hotwell level high high ESLD-161 N+300mm control ramps and carries out all functions automatically. Use of the toggle The WHEELHOUSE CONTROL indicator lamp begins to flicker and the
switches on the engine control room console, to raise or lower turbine speed, buzzer sounds. The main turbine can now be controlled from the engine
Stern tube bearing temperature high high
bypasses the computer control system and actuates the governor servo motor control room.
One boiler strip directly when direct control is selected.
Description/Tag No. Set Point d) The bridge operator acknowledges the change of control location
Transfer of Control from the Engine to the Bridge by moving the wheelhouse console location switch from
Main condenser vacuum low low ESLD-129 55kPa
WHEELHOUSE to ECR and pressing the ACKNOWLEDGE
Main thrust pad temperature high high ESLD-160~2 110°C In bridge control the wheelhouse telegraph lever signals the MTRP directly.
pushbutton.
The telegraph levers in the engine control room does not need to be moved.
Main steam temperature high high ESLD-141 530°C The indicator built into the telegraph lever will show the position that which
The WHEELHOUSE CONTROL indicator lamp stops flickering and is
Gearing and turbine bearing temperature high high ESLD-151~159 G:57°C, the bridge telegraph lever has been placed.
extinguished. The ECR indicating lamp is lit.
T:77°C
a) Telephone contact between the bridge and engine room
Intermediate bearing temperature high high. establishes the need to transfer control.
b) The telegraph levers in all locations must be in the same

positions. This can be checked by observing the pointers

F T N AV I E R A
To Change from Remote to Local Turbine Control Inlet steam temperature TAH141 530°C
LP turbine exhaust chamber temperature high TAH145 150°C
In the event of the turbine remote control system failing, control can be taken
from the machinery side (MS). Astern steam temperature high TAH127 350°C
Inlet steam pressure low PAL-121 5.5MPa
a) Ensure that the telegraph lever position matches the machinery
side. Inlet steam pressure high PAH-121 6.0MPa
Normal and Manoeuvring Mode Trips
The main turbine remote operating system has two modes of operation, Description Set Point
NORMAL and MANOEUVRING. The position of the telegraph lever and a 1. Manual emergency trip (ahead and astern)
changeover switch determines the mode to be used.
2. Overspeed trip 103.5rpm
3. LO pressure low low PS-69/PAL-131 49kPa
Alarms and Trips 4. Control oil pressure low low PS-70/PAL-134 196kPa
The main turbine is protected by alarms and trips which can be viewed through 5. Main condenser vacuum low low PS-71/VAL-129 380kPa
the IAS system. These are listed as follows. 6. Main condenser hotwell level very high FS-161A LAH-161 N +500mm
7. HP turbine rotor excessive axial displacement XAH-173A 1.0mm
Alarms
8. LP turbine rotor excessive axial displacement XAH-174A 1.0mm
Description/Tag No. Set Point
9. Main thrust bearing excessive axial displacement XAH-175A 1.6mm
Low LO pressure PS-69/PAL-131 69kPa
10. HP turbine rotor excessive vibration XAH-173V 130 microns
Control oil low pressure PS-70/PAL-134 245kPa
11. LP turbine rotor excessive vibration XAH-174V 180 microns
Main condenser low vacuum PS-71/VAL-129 -77kPa
12. Main reduction gearing excessive vibration XAH-175V 18mm/s
Gland steam high pressure PAH-128 49kPa
13. Turning gear engaged
Gland steam low pressure PAL-128 4.9kPa
14. Both boilers tripped
HP turbine thrust bearing axial displacement XAH-173A 0.5mm
15. Boiler drum level high high
LP turbine thrust bearing axial displacement XAH-174A 0.5mm
16. Power failure
Main thrust bearing axial displacement XAH-175A 1.1mm
17. Emergency manoeuvring handle not in neutral position
HP turbine vibration XAH-173V 100 microns
18. Safety system power failure
LP turbine vibration XAH-174V 150 microns
Main reduction gearing vibration XAH-175V 7mm/s (Note: A trip bypass switch is fitted to No. 5, 7, 8, 9, 10, 11, 12, and 15. In the
event of the turbine operating in the astern direction, trip No. 4, 6, 7,
Bearing LO high temperature TAH-147 50°C 8, 9, 10, 11 and 12 are not automatically activated.)
Gearing LO low pressure PAL-132 69kPa
Main condenser high level alarm FS-161A LAH-161 +250mm MAIN TURBINE CONTROL – Further description to be written when information
available
Main condenser low level alarm LAL-161 -110mm
HP/LP turbine and thrust bearing temperature TAH-151~158 75°C
Main gear bearing TAH159 55°C
Main thrust bearing TAH160~1 55°C

3.5 Bow Thruster
Illustration
3.5a Bow Thruster Control System
3.5b Bow Thruster Control Panel

F T N AV I E R A
Illustration 3.5a Bow Thruster System HYDRAULIC UNIT
THRUSTER CONTROLLER Port Wing THRUSTER CONTROLLER Wheelhouse THRUSTER CONTROLLER Starboard Wing
Thruster Control AC SOURCE FAIL CONT SOURCE ON CONT. STATION Controller Thruster Control Port Solenoid Starboard Solenoid
ALARM CONT MODE DC SOURCE FAIL POWER AVAILABLE ALARM CONT MODE
INTERGRATED ALARM CONTROL
AVAIL
EMERGENCY
STOP
OIL LOW LEVEL
OIL LOW PRESS
MAIN SOURCE ON
FAN RUN
W/H WING
THRUSTER
REQUEST INTERGRATED ALARM CONTROL
AVAIL
EMERGENCY
STOP
Hydraulic
SYSTEM ABNORMAL OIL PUMP OVER LOAD
OIL TEMP HIGH
READY TO START
MOTOR FULL LOAD
SYSTEM ABNORMAL
Oil Gravity Tank
10
PITCH INDICATOR
5 0 5 10
MAIN MOTOR OVER LOAD
MAIN MOTOR TRIP
HYD PP SOURCE ON
CONT MODE 10
PITCH INDICATOR
5 0 5 10 (110 Litres)
MAIN MOTOR HIGH TEMP NON
FOLLOW EMERGENCY
FOLLOW
TURN TO PORT 0 TURN TO STBD M/M INSULATION LOW UP
UP STOP TURN TO PORT 0 TURN TO STBD
LAMP
5 5 SYSTEM ABNORMAL LAMP
5 5
DARK BRIGHT BUZZER DARK BRIGHT BUZZER
BUZZER BUZZER
STOP STOP
TEST PITCH INDICATOR TEST
LAMP
10 10 DARK BRIGHT BUZZER
BUZZER 10 5 0 5 10 10 10
STOP
TEST
! CAUTION TURN TO PORT 0 TURN TO STBD

! CAUTION
OPERATION MODE
1. DON'T USE THE THRUSTER OVER 5 KNOTS
5 5 1. DON'T USE THE THRUSTER OVER 5 KNOTS
Load Indicator Load Indicator

TO AVOID A VIOLENT VIBRATION. CONT STOP TO AVOID A VIOLENT VIBRATION.
AUX THRUSTER
2. SET THE CONTROL DIAL AT THE SAME SOURCE (TRIP 2. SET THE CONTROL DIAL AT THE SAME
RUN RUN
(ON/OFF) RESET)
POSITION AS ORIGINAL TO KEEP A POSITION AS ORIGINAL TO KEEP A
10 10
and and
CONSTANT PITCH WHEN CHANGE OVER CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION. THE CONTROL STATION.
KAWASAKI ! CAUTION KAWASAKI

HEAVY INDUSTRIES. LTD.
Control Available 1. DON'T USE THE THRUSTER OVER 5 KNOTS
TO AVOID A VIOLENT VIBRATION.
PORT STBD
Control Available
2. SET THE CONTROL DIAL AT THE SAME
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.
KAWASAKI
From From From PI

Manoeuvring Manoeuvring Manoeuvring
Dial Dial Dial
M
PI PI
PI
Overload
Port Wing Wheelhouse Starboard Wing Protection
Overload M Main Motor

Protection Blade Angle
Cancel Switch Amplifier Transmitter
Amplifier
Control Station Control Mode
Changeover Changeover
(Relay Circuit) (Relay Circuit) Port
Maximum
Amplifier Limit
Starboard
POWER SOURCE UNIT Maximum
Limit
Port Maximum Starboard Maximum Zero Pitch Detector

Key Pitch Detector Pitch Detector
Hydraulic Oil THRUSTER UNIT
Electrical Signal
Instrumentation
Issue: Draft 2 3.5 Bow Thruster - Page 1 of 4

F T N AV I E R A
3.5 BOW THRUSTER The thruster comprises a number of separate sections: Hydraulic Unit
• The electric motor unit with drive shaft and bevel gears The hydraulic unit consists of a hydraulic pump, solenoid valve, relief valve
Particulars and check valve.
• The propeller unit
Maker: Kawasaki Heavy Industries • The hydraulic unit which changes the pitch of the propeller When the command to change the propeller pitch is given, the solenoid valve
No. of sets: 1 will operate allowing pressurised hydraulic oil to one of the servo-cylinders
• The control system which regulates the blade pitch in accordance
with demand which will change the blade angle to the required angle.
Thruster Unit Bow Thruster Unit
Type: KT-219B3 Controllable Pitch Thruster Operating Limits
Propeller diameter: 2600mm (skewed type) Controllable Pitch Propeller The thruster unit must operate within specified limits of draught and vessel
No. of blades: 4 speed. The draught of the vessel must be such that the centre line of the thruster
Power from the prime mover drives a uni-directional controllable pitch propeller hub is a minimum of 2.6m below the water line.
Thrust: 271 kN approximately propeller through a flexible coupling, input shaft and bevel gear.
Propeller speed: 270 rpm Insufficient draught can result in damage to the propeller due to cavitation,
Maximum blade angle: 50° The propeller is made up of four blades and a propeller hub with a hydraulic which is indicated by hunting of the drive motor ammeter.
servomotor and a sliding block mechanism. The propeller blades are fixed to
Input shaft speed: 880 rpm
the blade carriers by blade bolts which provide easy exchange of blades in CAUTION
Input power: 1830kW the thruster tunnel. Bolts are also used to fix the gear case, which carries the It is important to note that if the vessel’s speed is above 5 knots and
propeller assembly, to the thruster tube again providing easy overhauling of cavitation occurs the resultant vibration is increased. Hence, the thruster
Prime Mover and Control Device components inside the tube. must not be operated when the vessel’s speed is greater than 5 knots.
Type: 3 phase, totally enclosed, vertical type squirrel cage Pressurised oil from the solenoid valve is fed to the hydraulic servomotor If cavitation occurs at speeds below 5 knots then the propeller pitch should be
induction motor through pipes in the propeller shaft, resulting in the reciprocal movement of reduced until there is no risk of air being drawn in.
Voltage and frequency: AC 3 phase, 3300V, 60Hz the servomotor piston. This movement of the piston is converted into rotary
Starting method: Auto transformer movement of the blades by the sliding block mechanism. The main motor must only be started when the blades are within the neutral
zone (zero pitch) or within the allowable zone. The system is interlocked to
The propeller blades are of sufficient strength to withstand cavitation. prevent the main motor from starting if the blade pitch is outside the set limits.
Hydraulic Unit
Interlock switches also prevent the main motor from starting if the cooling fan
Oil service pump: Horizontal gear type Lubricating Device is not running, if the gravity tank level is low or if the control oil pressure is
No. of sets: 2 low.
2
The bevel gear and all the bearings inside the gear case are lubricated by
Discharge pressure: 50kg/cm at 64 litres/min the bath lubricating method. The lubricating oil in the gear case is slightly
pressurised by the connection with the gravity tank which is sited above the Operating Procedure
waterline to prevent ingress of sea water.
Introduction Manipulation of the switches and thruster components is normally only
The purpose of the bow thruster is to turn the ship when operating at slow undertaken from the bridge. To provide the bridge with system control the
speeds or when manoeuvring. The thrust is produced by rotation of a propeller Pitch Control Device
LOCAL/REMOTE switch on the motor control panel must be switched to the
unit which is housed in a transverse cylindrical ducting, the propeller unit The device consists of a remote control system for controlling the propeller REMOTE position.
being rotated by means of a vertical electric motor via bevel gears. pitch and a hydraulic unit for regulating the blade angle.
Normally the command to start or stop the thruster unit would be made from
The propeller blade pitch is controllable in order to obtain the desired the bridge control console. The thruster can be controlled remotely from the
magnitude and direction of thrust required. The thruster is specially designed Remote Control System
bridge control console or either of the bridge wing consoles. In an emergency
with sufficient strength to withstand vibration and corrosion. Most of the The remote control system is of the electrical type, and serves to transmit the the thruster unit would be stopped using the emergency stop button situated on
mechanisms for pitch control are conveniently positioned inside the vessel, command to change propeller pitch given through the control dial on the bridge. the bridge control console, bridge wing control stands or on the motor control
thus offering higher accessibility, safety and reliability. A solenoid valve will operate to adjust the propeller blade angle accordingly panel.
and hold the propeller pitch. A blade angle indicator is incorporated in the
bridge control panel.

F T N AV I E R A
Illustration 3.5b Bow Thruster Control Panel
THRUSTER CONTROLLER
AC SOURCE FAIL CONT SOURCE ON CONT. STATION
DC SOURCE FAIL POWER AVAILABLE
OIL LOW LEVEL MAIN SOURCE ON W/H WING
THRUSTER
REQUEST
OIL LOW PRESS FAN RUN

OIL PUMP OVER LOAD READY TO START
OIL TEMP HIGH MOTOR FULL LOAD
MAIN MOTOR OVER LOAD HYD PP SOURCE ON CONT MODE
MAIN MOTOR TRIP
MAIN MOTOR HIGH TEMP NON
FOLLOW
FOLLOW
UP
EMERGENCY
STOP
M/M INSULATION LOW UP
SYSTEM ABNORMAL
PITCH INDICATOR
LAMP
DARK BRIGHT BUZZER BUZZER 10 5 0 5 10
TEST STOP
TURN TO PORT 0 TURN TO STBD

OPERATION MODE
5 5
CONT STOP
AUX THRUSTER
SOURCE (TRIP
RUN RUN
(ON/OFF) RESET)
10 10
! CAUTION
1. DON'T USE THE THRUSTER OVER 5 KNOTS PORT STBD
TO AVOID A VIOLENT VIBRATION.
2. SET THE CONTROL DIAL AT THE SAME
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.
KAWASAKI

F T N AV I E R A
Thruster Control Panel c) Turn the thruster start/run switch to the ON position to start the
The thruster control panel has a number of system abnormal alarms. These main motor. When the thruster motor is running the start/run
include: lamp will go from a flickering state to a solid state.
• AC SOURCE FAIL d) Rotate the pitch control dial to alter the blade angle to the
• DC SOURCE FAIL desired position. The thruster will now assist the movement of
the bow in the required direction.
• OIL LOW LEVEL
• OIL LOW PRESSURE Stopping the Thruster
• OIL PUMP OVERLOAD a) Rotate the pitch control dial to alter the blade angle to zero
• MAIN MOTOR START FAIL pitch.
• MAIN MOTOR OVERLOAD
b) Press the STOP button. The thruster, oil pump and fan
• MAIN MOTOR TRIP will all stop automatically and the indicator lamps will be
extinguished.
• MAIN MOTOR LOW INSULATION
c) Turn the control power switch to the OFF position.
An emergency stop button is incorporated in the panel.
Starting and Stopping of the Thruster Unit
Sequential Start
a) Turn the control power source switch to the ON position. The
ON indicator lamp will now be illuminated.
b) Turn the thruster main power source switch to the ON position.

The READY TO START indicator lamp will be illuminated
providing all the interlock conditions are satisfied.
c) Press the THRUSTER RUN button.
d) Rotate the pitch control dial to alter the blade angle to the
desired position. The thruster will now assist the movement of
the bow in the required direction.
Individual Start
a) Turn the control power source switch to the ON position and the
ON indicator lamp will be illuminated.
b) Turn the oil pump switch to the ON position. The fan motor
starts and the indicator lamp illuminates. When the oil pump
indicator lamp goes from a flickering state to a solid state the
READY TO START lamp will be illuminated.

3.6 HYDRAULIC REMOTE VALVE OPERATING SYSTEM
Illustration
3.6a Hydraulic Remote Valve OperatingSystem

F T N AV I E R A
3.6 HYDRAULIC REMOTE VALVE OPERATING
SYSTEM
(Author’s Note: Section including illustrations to be inserted on completion.)

Part 4: Emergency Procedures
4.1 Flooding in the Engine Room
4.2 Steaming on One Boiler
4.3 Emergency Operation of the Main Turbine (Solo Running of HP Turbine/LP Turbine)
4.4 To Operate Both Boilers on One FD Fan (Port and Starboard)
4.5 Emergency Steering
4.5 Fire in the Engine Room
Illustrations
4.1a Flooding in the Engine Room
4.3a Emergency Operation of the Main Turbine
4.4a Both Boilers on One FD Fan (Port and Starboard)

F T N AV I E R A
4.1 FLOODING IN THE ENGINE ROOM • Other Bilge Wells
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 Bilge and Fire Pump (Double Speed)
to a defect in the sea water pipeline system. Can take suction from:
• Bilge main
Measures to Prevent or Alleviate Flooding
• Aft bilge well
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ • Starboard forward bilge well
bolts on pipe brackets to minimise fretting in way of supports.
• Port forward bilge well
Operate all ship’s side valves regularly, so that they can be operated easily
when required. Valves such as fire pump suction valves, which are normally Centre Ballast Pump
open, should be closed and reopened regularly to prevent a build up of marine The centre ballast pump is provided with a direct bilge suction via valve BB66
growth. with the operating handwheel 460mm above the lower platform.
Before opening sea water filters for cleaning, make sure the shut off valves are
tight by opening the vent in the cover. In any case, break the cover joint before Bilge Suction Strainers
removing all cover bolts. The same applies when opening coolers and pipelines
anywhere in the system. Care must always be taken when removing covers or Bilge suction strainers should be checked and cleaned whenever the
opening any part of the sea water pipe system as valves which are indicated as opportunity arises. Frequent checking and cleaning will reduce the risk of a
being closed may not be fully closed. strainer becoming blocked and difficult to clear due to subsequent flooding.
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 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
Engine Room Bilge Pump (Reciprocating)

Can take suction from:
• Bilge main
• Main condenser
• Oily water separator
Engine Room Bilge Pump (Centrifugal)

Can take suction from:
• Bilge main
• Aft bilge well
• Starboard forward bilge well
• Port forward bilge well
Issue: Draft 2 4.1 Flooding in the Engine Room - Page 1 of 1

F T N AV I E R A
4.2 STEAMING ON ONE BOILER When conditions have settled down, the faulty boiler can be shut down and When a Boiler has to be Shut Down
isolated. Depending on the type of fault and when the correct temperature
is reached, the boiler should then be either filled with water or emptied and a) Inform the bridge of the problem and reduce the engine speed to
GENERAL DESCRIPTION
dried. a rate which maintains steerage way but does not overload the
If a boiler is shut down due to a failure in any of its systems, then the main remaining boiler.
As conditions stabilise, if required, a progressive increase of steam supply
turbines can still be operated but at a much reduced power. It may not be
to the main turbine may be possible until the maximum steaming rate is b) Change over the control system to manual on the boiler to be
possible to use all the cargo normal boil-off gas (BOG) in the remaining boiler
achieved. shut down and decrease its steaming rate, ensuring that the
and facilities for incineration will be limited by the maximum steaming rate
of the online boiler. After a period of time under these conditions it might be remaining boiler is on automatic and takes up the load.
necessary to vent the excess BOG gas to maintain tank pressures within the Operating Procedures
designated limits. (See cargo manual section 4.13 for pressure relief system). c) When the conditions have stabilised and the faulty boiler is on
Boiler Trips its minimum firing rate, shut it down and isolate it completely,
Normal evaporation for each boiler is approximately 50,000kg/hour for 100% including the air heater.
MCR. Individual circumstances will dictate where the steam produced is used, a) Inform the bridge of the problem and reduce the engine speed to
and selected non-essential services should be shut down as required, depending a rate which maintains steerage way but does not overload the d) Closely monitor the supply of the boil-off gas and the condition
upon prevailing circumstances. remaining boiler. This should be done swiftly, but not so swiftly of the remaining boiler.
that the boiler pressure rises in an uncontrolled manner and lifts
It may be possible to shut down the turbine generator and use the diesel the safety valves. e) Shut down as much steam using equipment or systems as
generator, but in this case the forced draught fan must be set to slow speed and operationally possible. Reduce the electrical loading.
it will not be possible to achieve the maximum steaming rate from the boiler. b) Isolate the faulty boiler completely including the air heater.
(Author’s Note: Does the diesel generator have the capacity to supply the FD f) Keep the forced draught fan running on the faulty boiler to cool
fan at full speed at the same time as supplying the normal ship’s load?) c) Keep a check on the gas boil-off situation as well as the it down or allow it to cool down naturally. Bear in mind the
condition of the remaining boiler. possibility of economiser fires. Either fill the boiler to the top
Shut down non-essential heating and evaporators if conditions permit and of the gauge glass or empty it out when cool.
reduce the electrical loading where possible. d) Shut down as much steam using equipment or systems as
possible. Reduce the electrical loading. g) When conditions have stabilised increase the main turbine steam
The steam consumption of the main turbines at MCR includes bleed steam supply as required, loading the boiler up to but not exceeding
which may well have to be isolated due to reduced steaming conditions. e) Reduce the cargo compressor load and open the mast vents if the maximum firing rate.
Basically, the circumstances encountered in each particular case will dictate necessary.
the steam usage with priority being given to essential services such as gland
steam, feed pump, turbine generator and boil-off/warm-up heaters. (Note: This will not be possible in port due to local restrictions.)
In the event of a boiler shut down, planned or otherwise, the bridge must be f) Keep the forced draught fan running on the faulty boiler to cool
informed immediately. it down, or allow it to cool down naturally. Bear in mind the
possibility of economiser fires. Either fill the boiler to the top
The main turbine must be slowed down sufficiently to enable the remaining of the gauge glass or empty it out when cool.
boiler to be maintained within its operating parameters. Control of the boiler
coming out of service will be generally under manual operation and particular g) When conditions have stabilised, increase the engine speed
care must be taken to ensure the remaining boiler controls and associated as required up to the maximum firing rate on the remaining
systems function to compensate accordingly. The steaming rate of the boiler.
remaining boiler must be maintained below the design maximum.
During transition periods vigilance is necessary to ensure the safe operation of

the plant, particularly with reference to water level control and firing rate.
Issue: Draft 2 4.2 Steaming on One Boiler - Page 1 of 1

F T N AV I E R A
Illustration 4.3a Emergency Operation of Main Turbines
Orifice F
Diameter 240mm Emergency
Pipe G
Blank Flange C
HP Turbine LP Turbine HP Turbine LP Turbine HP Turbine LP Turbine
Emergency
Desuperheated Steam
Line
Spectacle Flange J
Spectacle Flange J Spectacle Flange I Spectacle Flange I Spectacle Flange I
Spectacle Flange J Open Side
Blank Side (Blank Side) Ring Flange A (Blank Side) (Orifice Side)
Ring Flange A Blank Side
H H Blank Flange E H
Stop
Valve
DS13
HP Turbine Ring Flange B HP Turbine Blank HP Turbine Ring Flange B

Flange E
LP Turbine LP Turbine LP Turbine
Man. Blank Flange D Man. Man.

Valve Valve Valve
Main Steam
Pipe
Normal Operation Operation With HP Turbine Only Operation With LP Turbine Only
Issue: Draft 2 4.3 Emergency Operation of the Main Turbines - Page 1 of 2

F T N AV I E R A
4.3 EMERGENCY OPERATION OF THE MAIN (Note: Turn the LP turbine rotor 180° once every 6 hours to prevent any The following conditions will apply during emergency running
TURBINES (SOLE RUNNING OF HIGH PRESSURE deflection. Use the water spray in the astern turbine exhaust chamber
to prevent any overheating of the exhaust casing.) HP Turbine in Use LP Turbine in Use
OR LOW PRESSURE TURBINE)
If failure occurs in the HP or LP turbines or associated gearing, the pipelines Operating with the Low Pressure Turbine Only Steam condition: 43.3kg/cm2 at 502°C 3.2kg/cm2 at 277°C
can be altered to allow either turbine to be operated singly at reduced power. Output: 8,320kW 8,750kW
a) To avoid turning the HP turbine, disconnect the coupling
between the HP turbine and the first pinion by removing the Rpm: 55 56
Some additional piping will have to be added in and some will have to be
blanked off. When the damage has been to the LP turbine and the ship is to be reamer bolts from the flange of the claw coupling.
Should a failure occur, it would be most likely that the ship would be at
operated on the HP turbine only, then no astern power will be available.
b) Remove the ring flange A from the crossover pipe and insert a sea. The turbines will therefore be hot and will need to be cooled for some
blank flange E. time before any work can be carried out. Unless internal mechanical damage
Failure of Bridge/Remote Control prevents it, the main turbine should be cooled down with the turning gear in
If a failure occurs with the bridge control, engine control room control or the c) Rotate the spectacle flanges I and J in the emergency piping use prior to opening up for internal inspection work.
hydraulic servomotor system for the manoeuvring valves, then these can be put from the blank area to the orifice area in the pipe.
into manual operation and controlled locally. If it is impossible to cool the engine using the turning gear, care must be
d) Close the superheated steam stop valves SS06 and SS07 and taken when starting the usable turbine. It should be run at low revolutions for
only use desuperheated steam under emergency conditions. several hours in order to straighten out any bowing of the rotor which may
Operating with the High Pressure Turbine Only have occurred during cooldown whilst stationary. If vibrations occur when
e) Ahead running can be carried out by opening the emergency increasing speed, decrease the speed until the vibrations stop and allow the
See illustration 4.3a steaming desuperheated steam stop valve DS13 on the main temperature of the rotor to stabilise. Speed can then be increased slowly to the
turbine level and controlling the turbine speed directly from this maximum permitted value.
a) To avoid turning the LP turbine, disconnect the coupling valve. Astern running will be carried out by opening the astern
between the LP turbine and the first pinion by removing the manoeuvring valve at the engine side.
reamer bolts from the flange of the claw coupling.
CAUTION
b) Remove the ring flange B from the crossover pipe and insert The steam chest pressure of the LP turbine must not exceed 3.2kg/cm2.
blank flange E instead.
Maximum output is limited due to the following:
c) Remove the blank flange C from the crossover pipe and the
• To protect the reduction gearing teeth from overload
blank flange D from the lower exhaust casing.
• Turbine capacity
d) Connect the HP turbine exhaust directly to the LP turbine
• Heat balance flow
exhaust casing using the emergency piping G.
(Author’s note: The above statement/information is to be confirmed.)
e) Insert an orifice F between the crossover pipe and the emergency
piping.
f) Manually close the astern guard valve.
CAUTION
The LP astern turbine cannot be used so an astern movement is not
possible.
g) Manually open the ahead manoeuvring valve to operate the

turbine.
Issue: Draft 2 4.3 Emergency Operation of the Main Turbines - Page 2 of 2

F T N AV I E R A
Illustration 4.4a Operation of the Forced Draught Fan Crossover Flaps
Limit Switch Limit Switch
Normally Closed Normally Closed
Crossover Trunking
Normally Open B
A Normally Closed C Normally Open
Normally Open Normally Open
Port Centre Starboard

Forced Forced Forced
Draught Draught Draught
Fan Fan Fan
Upper Deck Level

Port Starboard
Boiler Boiler
Air Heater Air Heater
To Boiler To Boiler
Key
Normal Air Flow

F T N AV I E R A
4.4 STEAMING WITH ONE FORCED DRAUGHT FAN
(PORT OR STARBOARD) OUT OF USE
Forced Draught Fans

Maker: ABB Solyvent - Ventec
Type: DP SLIA 160
Air flow: 1,220m3/minute
Speed: 1,170 rpm
Power: 144kW
Three fans are situated on the 21800mm deck platform and are controlled
by adjustable vanes, automatically positioned by the combustion control
equipment. The outboard fans are arranged to supply their respective boilers.
If either the port or starboard FD fans fail, the centre fan can be selected to
supply the boiler which has the defective FD fan. The flaps are arranged to
isolate the defective FD fan and open up the common trunking..
(Note: Due to the capacity of the individual fans a single fan must never be
used to supply two boilers.)
Control of the fans is from the Forced Draught Fans and Air Heaters IAS
graphic XXX-XXX-XX, from which the seal air fans are also controlled and
the Combustion Control IAS graphic XXX-XXX-XX.
Procedure for the Operation of Connecting the Centre Forced

Draught Fan to either the Port or Starboard Boilers
Assuming the failure of the port FD fan.
a) Close flap A on the port FD fan outlet.
b) Open flap B on the crossover duct leading from the centre FD

fan to the port boiler.
c) Open the centre FD fan outlet flap C.
The crossover flap B has a limit switch which indicates to the IAS that the
centre FD fan is operating on the port boiler.

F T N AV I E R A
4.5 EMERGENCY STEERING
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the steering gear room.
Description
The steering gear, in accordance with IMO regulations the pumps, hydraulic
power circuits and rams can operate as two isolated systems.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
Procedure for Operation of the Steering Gear on Loss of

Remote Bridge Control
a) On loss of steering gear control from the bridge, establish

communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
When operating the steering gear from the local position
b) Follow the instructions from the bridge.
c) At the control panel for each steering gear turn the remote/local
switch to the LOCAL position.
d) Operate the steering gear in response to requests from the bridge

by operating the solenoid valves of the running pump using the
'T' bar on the port/starboard pushbuttons.

F T N AV I E R A
4.6 FIRE IN THE ENGINE ROOM f) Have the fire team organised to tackle the outbreak with e) Close all accessible openings and hatches to prevent the fire
maximum speed. The situation must be thoroughly assessed spreading.
The risk of a fire outbreak can be minimised by ensuring that all personnel before any personnel are directed to the fire. The means of
understand the risks and by ensuring that the engine room is maintained in a tackling the fire and the means by which the fire party can f) If there is a danger of the release of poisonous gases or of
clean condition and that any oil leaks are dealt with immediately. Oily rags retreat from the outbreak area if necessary must be understood explosion consider part or total ship abandonment. Ship
and waste must be disposed of in a safe manner using metal containers. Empty by all involved. drawings, cargo plans etc. should be taken ashore. A crew check
plastic containers must never be left around the engine room spaces, and they is to be carried out.
should never be used as waste bins for oily rags and similar combustible g) If there is the least doubt whether the fire can be controlled
material. by ship’s crew, the safety team must inform the Master so that g) Consider using the fixed extinguishing systems, depending on
other ships can be informed on the distress frequencies. extent of fire.
There must always be an awareness of potential fire ignition sources such
as leaking oil pipes or insecure electrical contacts. High temperature points h) Depending upon the fire and the availability of fire fighting h) On arrival of the fire brigade inform the Chief Fire Officer of:
such as exhaust manifolds or boiler furnace casings should always be lagged capacity, give priority to fire limitation until the situation is
• Any personnel missing
effectively and lagging must always be repaired or replaced when damaged clarified.
or after overhaul. Combustible materials such as rags, oily waste and plastic • Assumed location of fire
containers must never be placed close to exhaust manifolds whether lagged or i) Where appropriate, use portable fire extinguishers on small fires • What is assumed to be burning
not. when safe to do so.
• Any conditions that may constitute a hazard
All personnel having anything to do with the engine room spaces must know j) If substances which are on fire, or close to a fire, may emit
the locations of the different types of fire extinguisher available in the engine poisonous gases or explode, direct the crew to a safe position i) Assist the Chief Fire Officer with information and orientation,
room and must know which type is suitable for the different types of fire which before actions are organised. by means of drawings and plans.
can occur. The location of fire hoses and hydrants must also be known. A fire
in a particular location may prevent the use of the hose and hydrant at that k) Effective communication must always exist between the fire Battening Down of the Engine Room
location so it is essential that the location of alternative fire fighting equipment fighters and the ship’s control centre. The control centre must
is known and the best route for running hoses is understood. maintain an open communication with the bridge.
a) Stop the main engine and shut down the boilers.
If a fire should occur in the engine room: l) If any person is seriously injured, request assistance from the
b) Sound the evacuation alarm.
nearest rescue centre.
General c) Stop all the ventilation fans.
m) Prepare to operate the High Expansion Foam fire fighting
system if necessary, depending on the extent of the fire. The
a) Sound the fire alarm and inform the Chief Engineer and the d) Start the emergency generator and put on load.
procedure for this is described in section 5.3.3. If the High
bridge. Do not attempt to tackle the fire alone without informing Expansion Foam system does not extinguish the fire, operate
others of the situation. e) Trip the quick-closing valves and the engine room auxiliary
the CO2 system. See section 5.3.2 CO2 Flooding System..
machinery and close all fire flaps and funnel doors.
b) If personnel are missing, consider the possibility of searching in
the fire area. In Port f) Count all personnel and ensure that none are in the engine
room.
c) Determine the location of the fire, what is burning, the direction a) Activate the emergency shutdown system in agreement with the
of spread and the possibility of controlling the fire. Determine gas terminal duty personnel and prepare to vacate the berth if g) Start the emergency fire pump and pressurise the fire main.
if oil or other materials are feeding the fire and take steps to cut required.
off the supply of combustible material, eg operate quick-closing h) Prepare to operate the High Expansion Foam fire fighting
or other accessible valves to shut off oil supply to the fire. b) Conduct a crew check and organise crew for fighting the fire. system if necessary, depending on the extent of the fire. The
procedure for this is described in section 5.11.
d) If the fire is in an isolated compartment close the doors to the c) Inform the local fire brigade even though the fire appears to be
compartment and shut off ventilation. under control.
e) If necessary start the emergency generator in order to ensure d) If personnel are missing, consider the possibility of searching in
continuity of electrical supply. the fire area.
Issue: Draft 2 4.6 Fire in the Engine Room - Page 1 of 1

Part 5: Fire Fighting Systems
5.1 Introduction
llustrations
5.1a Emergency Stop List

F T N AV I E R A
5 FIRE FIGHTING SYSTEMS
5.1 INTRODUCTION
(Author’s note: Section to be inserted when complete.)

5.2 Fire Detection System
Illustrations
5.2a Fire Detection Panel
5.2b Fire Detection Equipment and Alarms on Bridge Deck and E Deck
5.2c Fire Detection Equipment and Alarms on C and D Decks
5.2d Fire Detection Equipment and Alarms on A and B Decks
5.2e Fire Detection Equipment and Alarms on Main Deck and Cargo Machinery Room
5.2f Fire Detection Equipment and Alarms on 21800mm Deck and Bow Thruster Room
5.2g Fire Detection Equipment and Alarms on Engine Room 2nd Flat
5.2h Fire Detection Equipment and Alarms on Engine Room 1st Flat
5.2i Fire Detection Equipment and Alarms on Engine Room Floor and Turbine Mezzanine Deck
5.2j Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks
F T N AV I E R A
Illustration 5.2a Fire Detection Panel
IRE AL
AL
1
2
UPPER DECK : CORRIDOR, STB
BRIDGE DECK : WHEEL HOUSE
SOUNDER SIL
DEVICE(S) STILL
IN ALARM COND.
PRE WARNING
FAULT
FUNCTION DISABLED
MAINS
AUTRONICA
Issue: Draft 2 5.2 Fire Detection System - Page 1 of 14

F T N AV I E R A
5.2 FIRE DETECTION SYSTEM Customised Indicators Reset
Three customised indicators are located below the ‘Fire’ indicator and these This green pushbutton is pressed in order to reset all system events.
Maker: Autronica AS will have functions as indicated in the associated text. Printer (Optional)
Model: BS-100 DYF1 (Author`s Note: A number of options are available for these indicators: the This pushbutton prints displayed information and system information.
actual function will need to be checked on board as the manual gives a number (Author’s Note: This is an option Check if fitted.)
of options.)
General Description
The BS-100 DYF1 Fire Detection system is a computerised, fully addressable Keypad
analogue fire alarm system with analogue detectors. The operating panel, Device Still in Alarm Condition The five element keypad enables the operator to communicate with the
control unit and power supply are contained in a central cabinet in the This yellow indicator is illuminated when a detector is automatically system.
wheelhouse. There are also full fire alarm panels located in the cargo control disabled.
centre and the engine control room. The ENTER (Carry-Out) Key
Prewarning This is pressed to select the displayed menu item to which the cursor is
The operating/control panel provides for control of the entire fire alarm system
and consists of a text display, indicator lamps, operating buttons and a five This yellow indicator flashes when a prewarning is activated. Press the pointing.
element keypad. SOUNDER SILENCE pushbutton to mute the alarm and the yellow light
becomes steady. Up and Down Arrow Keys
The system comprises a wide range of detectors and sensors to suit different
needs and conditions. It includes detectors for different alarm parameters, such These keys allow for scrolling through the menu and for moving the cursor up
Fault and down in the text menu on the text display.
as smoke, heat and flames. Manual call points, short circuit isolators and timers
are connected to the detector loops where required. A fault in the system or a This yellow indicator flashes when a fault has occurred. Press the SOUNDER
false alarm is detected immediately since the function of the detectors and other SILENCE pushbutton to mute the alarm and the yellow light becomes steady. Left and Right Arrow Keys
installed loop units are automatically and continuously tested. The system will
These allow for scrolling in the menu and for moving the cursor to the left or
also provide a prewarning when a hazard exists but is not yet serious enough Function Disabled right in the menu.
to initiate a full alarm
This yellow indicator is illuminated when any part of the system is disabled
(Author’s Note: Does the system have any repeater panels? Or just the main The Text Display Menu
panels in the locations mentioned above?) Mains The operator selects the menu by pressing the ENTER key. The operator
This green indicator lamp is illuminated when the power supply is on. may scroll vertically through the menu tree by pressing the up or down arrow
The Operating/Control Panel keys in order to obtain a main heading of the menu. Main headings cover the
following groups:
Text Display
The operating/control panel provides for indication of alarm conditions and • Out/In control
allows the operator to communicate with the system. The two line text display provides information about the alarms and the
system. It also displays the operating menu. • Show-status
• Test
Indication Devices
Operating Buttons • System
Fire • Service
More Alarms
The red ‘Fire’ indicator is illuminated when there is a fire alarm condition. The Press the right arrow key after selecting a heading to display the sub-menu for
indicator flashes upon activation of an alarm and will emit a steady light when This black pushbutton allows the second line of the text display to be scrolled
the heading. Use the up and down arrow keys and/or the left and right arrow
the SOUNDER SILENCE pushbutton is pressed. enabling additional alarms to be revealed.
keys to navigate the menu system. Select ‘RET’ to go back one step in the main
menu structure and select ‘MM’ to return to the main menu.
More Alarms SOUNDER SILENCE
This red pushbutton is pressed and mutes all alarm devices and the control When the control panel door is opened the text display provides an option for
The red ‘More Alarms’ indicator will be illuminated when there is more than
panel internal buzzer. It is located behind the panel door. user instructions to be displayed.
one fire alarm active.

F T N AV I E R A
Some menu functions are password protected. At operator level disable Fire Alarm d) If everything is in normal condition the text display will indicate
controls, system data, disable sounders and changing of display texts are ‘RESET OK NORMAL CONDITION’. This text will remain
password protected. In the event of one or more detectors detecting a fire the fire alarm will be for 15 seconds and then the menu selection will appear.
activated. The red ‘Fire’ indicator will flash and the internal buzzer is activated
and all audible horns connected to the fire alarm system are activated. If the (Note: After resetting an address may still be in alarm condition. This may
System Operation address of the fire alarm had previously issued a prewarning the prewarning be due to mechanical damage, water damage, an electrical fault or the
lamp will flash. The text display indicates the address of the detector which presence of smoke within the compartment. The address still in alarm
Prewarning registered an alarm condition first. Possible disablements are indicated in the condition will automatically be disabled and the yellow ‘DEVICES
lower line of the display. (If there is a printer the printer will operate to register STILL IN ALARM CONDITION’ indicator lamp will be illuminated.
A prewarning will occur when a detector is activated in the event that a fire is the alarm information.) Text indicating the alarm address disabled will be shown in the text
likely. A prewarning should always be treated as if there is an actual fire alarm. display. Technical personnel must be contacted in order to have the
The yellow ‘Prewarning’ lamp flashes and the internal buzzer is activated. In the event of an alarm condition the following functions are activated: damage rectified.)
The text display indicates the location of the detector(s) in the prewarning • Alarm message to the fire fighters. (BMA)
condition. If more than one prewarning is present the text display will indicate e) Close the panel door. After the door is closed only the mains
this. (If there is a printer the printer will operate to register the prewarning • General control output. (AUX) power indicator lamp should be illuminated unless there is an
information.) • Control output for fire door holders. (Door Hold Magnets) address still in alarm condition.
The active prewarnings may be seen by calling up the menu function ‘Show More Alarms
Status’, ‘Prewarnings’. The menu is accessed by pressing the ENTER key Procedure in the Event of a Fire Alarm
and the arrow keys are used until the desired menu function is displayed and a) Carry out fire checks and corrective action as necessary for If more than one fire alarm is active the ‘MORE ALARMS’ indicator lamp will
pointed to by the cursor; the ENTER key is pressed in order to display the extinguishing the fire, observing all safety precautions. When be illuminated. The system will operate as for the fire alarm above but the text
prewarnings. the scene of the fire has been investigated and the necessary display will indicate the addresses of all devices in alarm. (If there is a printer
actions taken the audible horns may be switched off. the printer will operate to register all of the alarm information.)
Procedure in the Event of a Prewarning
b) Open the control panel door and press the SOUNDER SILENCE Action to be taken in the event of activation of the ‘MORE ALARMS’ indicator
pushbutton; all alarm devices including the internal buzzer will lamp is similar to the procedure for a single alarm. Upon opening the panel
CAUTION be muted. The red ‘FIRE’ indicator lamp will change to a steady door the MORE ALARMS pushbutton must be pressed and the second alarm
Always treat a prewarning condition as if it is a fire alarm. light. All alarm outputs from the control panel are turned off will be indicated on the second line of the display. Subsequent pressing of the
when the SOUNDER SILENCE pushbutton is pressed but the MORE ALARMS pushbutton will bring up each alarm in the queue.
a) Determine the location of the activated prewarning detector alarm message to the fire fighters remains.
and check this location for fire conditions, observing all safety
Operation of the SOUNDER SILENCE and RESET pushbuttons is the same
precautions. Deal with the situation as necessary in order to (Note: The system has a silent alarm function which may be activated if as for the single alarm; the silent alarm situation applies to each alarm in
remove the danger of fire. required. This has a time delay (T1) which must be counted down the queue. With multiple alarms some may remain in the alarm condition
before the general fire alarm is sounded after a fire detector is activated. for the reasons mentioned above and the ‘DEVICES STILL IN ALARM
b) Open the control panel door and press the SOUNDER SILENCE The alarm is sounded only at the duty station. If the alarm is not CONDITION’ lamp may remain illuminated.
pushbutton. The prewarning indicator lamp will now change to acknowledged within the delay period T1 by pressing the SOUNDER
a steady condition. SILENCE pushbutton an additional delay period (T2) is activated. If
the SOUNDER SILENCE pushbutton is not pressed within the delay
c) Press the RESET pushbutton. The following text will appear on period T1 and not reset within the delay period T2 the alarm outputs
the display ‘RESET PROCEDURE IN PROGRESS WAIT....’. are activated. Alarm delays are only active if the fire alarm is initiated
The text will remain for 60 seconds and the reset procedure will by one detector. The fire alarm is sounded immediately if activated
be executed in that period. from any manual call point or if two or more detectors are activated.)
d) If everything is in a normal condition the text display will c) Press the RESET pushbutton. The following text will appear on
indicate ‘RESET OK NORMAL CONDITION’. the display ‘RESET PROCEDURE IN PROGRESS WAIT....’.
The text will remain for 60 seconds and the reset procedure will
e) Close the panel door. After the door is closed only the mains be executed in that period.
power indicator lamp should be illuminated.

F T N AV I E R A
Fault Indication Disabling an Address Disabling Controls
An address is a detector, manual call point or interface unit. When an address Disabling control is password protected at operator level. The procedure is
The ‘FAULT’ indicator is flashing and the internal buzzer is activated; the is disabled it is isolated and will not generate an alarm, prewarning or fault. similar to disabling addresses and zones as above except that ‘Controls’ is
common fault warning output is activated. The text display indicates the nature selected after ‘Disable’ from the main menu. If BT-outputs are disabled the
of the fault: ‘FA’ means a loop/detector fault and ‘SF’ means a system fault. a) In the menu select ‘OUT/IN CONTROL’, then ‘DISABLE’, Door Hold Magnet and AUX (control-/alarm outputs) will not function at
then ‘ADDRESS’. The text display will show ‘SELECT alarm.
If there is more than one fault the text display indicates how many ‘FA’ and ADDRESS 0000’ and the up and down arrow keys are used to
‘SF’ faults are present. The nature of each fault may be determined via the scroll through the 0000 part in order to select the number of the
menu which is accessed by pressing the ENTER key. Disabling Sounders
address to be disabled.
The disable sounders procedure is similar to disabling addresses and zones as
Action to be Taken in the Event of a Fault b) When the desired address number has been selected press the above except that ‘Sounders’ is selected after ‘Disable’ from the main menu.
ENTER key. If further addresses are to be disabled at the same
a) Press the SOUNDER SILENCE pushbutton to mute the internal
time the up and down arrow keys are used to select further Disabling the Fire Brigade Function
buzzer: the yellow ‘FAULT’ indicator lamp becomes a steady
addresses, each one being selected by pressing the ENTER
light. The disable fire brigade (BMA) procedure is similar to disabling addresses
key.
b) Note the fault information indicated on the text display and and zones as above except that ‘Fire Brigade’ is selected after ‘Disable’ from
obtain a printout if the printer is fitted. the main menu. The fire brigade output, prewarning and fault outputs are
c) When the ENTER key is pressed the text display will change
showing the address and time. When all addresses to be disabled.
c) Contact the technical service department in order to have the
disabled have been selected the cursor is moved to ‘TIME’
fault rectified.
and the ENTER key pressed. The display changes indicating Restoring
a disablement duration of 02 hours which is the initial default.
Disabling or Disconnecting The time may be increased or reduced using the up and down Any address, zone or function which has been disabled may be restored. The
arrow keys then the ENTER key is pressed to select the time. restoration procedure is similar to the disabling procedure. The ‘FUNCTION
Different parts of the fire alarm system can be disabled. For instance, sections, DISABLED’ lamp will be extinguished when all functions have been
detectors, manual call points, section units, alarm devices, external control Disabling a Zone restored.
devices and loops. This can be useful when there is welding in a particular
section or removal of detectors is required due to structural shipboard work It is only possible to disable a zone if the zones have been programmed in
etc. The disabling and restoring are carried out from the Out/In Control part of custom data. The menu will not allow access to the zone area unless this is the Procedure for Restoring a Function
the main menu. case. When a zone is disabled the address is isolated and this will not generate
an alarm, a prewarning or a fault. The total number of possible zones is 240 a) At the main menu select ‘OUT/IN CONTROL’ and then
When disabling parts of the system the yellow ‘FUNCTION DISABLED’ and these have addresses 1-240. ‘RESTORE’. The text display will indicate options for address,
lamp on the front of the control panel will be illuminated for the period zone, controls, sounders and fire brigade.
the disablement lasts. All disablements must be allocated a time period. By a) In the menu select ‘OUT/IN CONTROL’, then ‘DISABLE’,
selecting the manually disable time of 99 hours the function will be disabled then ‘ZONE’. The text display will show ‘DISABLE ZONE b) Use of the left and right arrow keys (and the down arrow key for
until restored. The maximum automatic disablement time is 24 hours. When 001’ and the up and down arrow keys are used to scroll through the fire brigade option) allows the operator to select the function
the disable time expires the function will be automatically restored. the zone number in order to select the number of the zone to be to be restored.
disabled. It is also possible to select ‘Next’ or ‘Previous’ in the
display to select a zone.
Procedure for Disabling a Function Restoring an Address
b) When the desired zone number has been selected press the a) In the menu selected ‘OUT/IN CONTROL’, then ‘RESTORE’,
a) At the main menu select ‘OUT/IN CONTROL’ and then ENTER key. The text display changes and duration time may then ‘ADDRESS’. The text display will show ‘SELECT
‘DISABLE’. The text display will indicate options for address, be changed by means of the up and down arrow keys. When the ADDRESS 0000’ and the up and down arrow keys are used
zone, controls, sounders and fire brigade. duration time has been changed the ENTER key is pressed to to scroll through the 0000 part in order to select the address
disable the zone. number to be restored.
b) Use of the left and right arrow keys (and the down arrow key for
the fire brigade option) allows the operator to select the function c) The text changes giving the option of selecting more zones. If b) When the desired address number has been selected press the
to be disabled. more zones are required for disabling the ‘YES’ item is selected ENTER key to restore the address. The next address will appear
and ENTER pressed to repeat the disabling procedure. If ‘NO’ automatically, select that or another address and press ENTER,
is selected the disabling zone procedure is closed. Selecting ‘MM’ returns the operator to the main menu.

F T N AV I E R A
Restoring a Zone
a) In the menu select ‘OUT/IN CONTROL’, then ‘RESTORE’,
then ‘ZONE’. The zone to be restored is selected using the
arrow keys and the ENTER key pressed. The display changes
and YYY is selected and ENTER pressed to restore the zone.
b) If more zones are to be restored ‘YES’ is selected and ENTER

pressed and the procedure repeated for other zones. If no more
zones are to be restored ‘NO’ is selected and the ENTER key is
pressed to exit the restore zones menu.
Restore Controls, Restore Sounders and Restore Fire Brigade operate in the
same way as the Restore Address and Restore Zone functions.

F T N AV I E R A
Illustration 5.2b Fire Detection Equipment and Alarms on Bridge Deck and E Deck
Manoeuvring Console
E Deck Bridge Deck
Spare Cabin
Spare Chief Engineer's

Cabin Day Room
W.C.
Key
Smoke Detector
Cable W.C.
Trunk
Senior Officer's Chief Engineer's Lift
W.C. Battery
Day Room Office Machinery Chart Table
Room
Lift Space Lift
Alarm Bell
Down
Down Up Down Navigation Consoles
Spare Cabin
Manual Call Point Wheelhouse
and Radio Room
Converter Room
Owner's Up Gas Detector Safety Console
Day Room
W.C.
Captain's Office
Clean Radio Console
Up
General Alarm Button
Up
Inmarsat B Table
W.C. Fire Alarm Panel

Captain's
Pilot Day Room
Radio
Officer
Manoeuvring Console

F T N AV I E R A
Illustration 5.2c Fire Detection Equipment and Alarms on C and D Decks
C Deck D Deck
x2
Electrical Officer Workshop
Cargo Engineer's
Petty Officer/Bosun Cadet
Day Room
Petty Officer/Cook Key
W.C. Smoke Detector
2nd Officer
Alarm Bell
Cable Cable
Trunk Trunk
Manual Call Point
Officer's Laundry Linen
Locker 3rd Officer
Lift Lift
Gas Detector
Cargo Control Centre

Emergency Down Central Office Down
Exit Up Down Portable Gas Detector
Down 3rd Engineer Up
GAS DETECTOR
CENTRAL
General Alarm Button

Up Up
2nd Engineer
Officer's Lounge
Cleaning Heat Detector
W.C. Room
Up Up
Fire Alarm Panel

W.C.
W.C. Gas Detector Central

GAS DETECTOR
Chief Officer's CENTRAL
1st Engineer's Day Room
Donkeyman Day Room Pantry Cargo Office
Repairman Cadet

F T N AV I E R A
Illustration 5.2d Fire Detection Equipment and Alarms on A and B Decks
Key
A Deck
Smoke Detector
B Deck
Alarm Bell Up Down Up Down
Crew Duty Spare Cabin

Manual Call Point Mess Mess
Swimming Pool Oiler
Oiler Oiler
Gas Detector
Oiler
Cable Phone Cable

Heat Detector Trunk Gymnasium Trunk
Crew Pantry Box Seaman
Crew Laundry Linen
Locker
Lift Lift
Interface for No Addr. Detectors

Galley
Down
Down Down Up Up
Seaman
Garbage
Chute Up W.C. Up Seaman
Sauna
Officer's Pantry W.C. Crew Lounge and TV Room
Service Freefall
Lift Lifeboat Up
Down
Dispensary Messman
Officer's
Mess
Administration Spare
Office W.C. Seaman Cabin
Seaman
Messman
Hospital
Up Up
Down Down Up Down

F T N AV I E R A
Illustration 5.2e Fire Detection Equipment and Alarms on Main Deck and Cargo Machinery Room
Heavy Fuel Oil Service Tank
CO2 & Foam Room

Upper Deck Main Deck
Deck Store
Chemical Products
Store
Bow Thruster
Distilled Cargo Auxiliaries Room Room
Water Tank
Trunk Deck Trunk Deck
Overflow Tank No.3 Tank No.2 Tank No.1 Tank Bosun's Store
No.4 Tank
Steering Heavy Fuel Oil
Bunker Tank
x4
Gear Fuel Oil Tank
No.4 Water Ballast Tank x4 x4 x4
After Peak (Port & Starboard) Fore Peak
Water Ballast
No.4 Double Bottom Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Forward Deep
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Tank
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310
Stern Tube Stern Tube Lubricating Dirty Oil Lower Sea
Cooling Water Oil Tank Oil Sump Tank Tank Chest
Bilge Holding Tank
GAS DETECTOR
CENTRAL
(REPEATER) Key
Smoke Detector Gas Detector Typhoon
Cargo Auxiliaries Room
Alarm Bell Heat Detector CO2 Siren
Manual Call Point Gas Detector Central

GAS DETECTOR
CENTRAL
(REPEATER)
No.5 Dry No.2 Dry No.1 Dry

Cofferdam No.4 Dry Cofferdam No.3 Dry Cofferdam Cofferdam Cofferdam
300
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 310
Emergency Generator Room

F T N AV I E R A
Illustration 5.2f Fire Detection Equipment and Alarms on Engine Room 21800mm Deck and Bow Thruster Room
Water Analysis Unit
Overflow Tank
Inert Gas Inert Gas
Blower Blower
Generator Room
Spare Air Blower
for Air Blower
Pipe Duct
N2 Receiver
Hydraulic Machinery
Electric
Accomodation Workshop
Emergency Exit Air Conditioning Electric Store
Units

General Service
Air Receiver
Boiler
Control Air
Compressor
Control Air
Lift
Receiver
Engine Control Electric Machinery
Gas Room Compressor
Compactor
Incinerator Room
Garbage Storage
Area
Main
Boiler

Refrigerated Tank
Provisions
Plant
Bosun's Store

CO2 Room
Pipe Duct
Oxygen Bottle Room
Bow Thruster Room

Overflow Tank
Foam Room
Store
Engine Control Room Console
Key
Smoke Detector Manual Call Point Typhoon Alarm Indicator Gas Detector Fire Alarm Panel
Alarm Bell Heat Detector CO2 Siren Deadman's Alarm Reset General Alarm Button

F T N AV I E R A
Illustration 5.2g Fire Detection Equipment and Alarms on Engine Room 2nd Flat
Key
Smoke Detector
Inert Gas

Fresh Water 3 3
649.3m 1543.5m
Alarm Bell Tank
3
258.6m
Fresh Water
Tank
3
279.4m
Manual Call Point
440V Switchboard
Sanitary
Hot Water Unit
Steriliser
Heat Detector
Store Area
Sanitary
Unit
3.3KV
Typhoon
Switchboard
440V Switchboards
Boiler Air 440/220

Heater Transformer
Tank 3
CO2 Siren 3 58.8m
335.2m
Deck Machinery Lift
58.6m
3 Transformer
Steering Gear
Alarm Indicator Hydraulic Unit
with Oil Tank
Diesel
Oil Pump
Deadman's Alarm Reset MDO Daily Tank
3 Seal
Boiler Air
Heater 440/220
Transformer
Gas Detector Lifeboat Winch
3.3KV
Switchboard
Store
Main Boiler
Tank Tank
3 3
279.4m 106.9m
Washbasin
Rope Store Area
3
Tank 34m LO Tanks
3 HFO Bunker
Tank 3
3
Pipe Bending
Tank
Machine 3
184.9m
Lathe


F T N AV I E R A
Illustration 5.2h Fire Detection Equipment and Alarms on Engine Room 1st Flat
Key
Sewage Plant

Smoke Detector Sewage Transfer HFO HFO Bunker
Pumps Tank Tank
649.9m 3 1543.3m3
Alarm Bell
Tank for Tank for
Manual Call Point

Electric Feed Pump
Heat Detector
Low Pressure Heater
Typhoon Main
Boiler
CO2 Siren Turbine Feed Water Pump
Turbine Generators
Alarm Indicator
Escape Trunk
Diesel Generator
Deadman's Alarm Reset ԏ Water Heating Unit
Auxiliary Feed Water Pump Diesel Generator
Oil Filter
Cooling Unit


Diesel Generator
DO Separator Unit
with Sludge Tank
LO LO HFO Service
45.1m 3 73.3m 3 1757.8m3
HFO Service
184.9m3
Boiler Burner
FO Unit

F T N AV I E R A
Illustration 5.2i Fire Detection Equipment and Alarms - Engine Room Floor and Turbine Mezzanine Deck
HFO Bunker Tank

Engine Room Floor Turbine Mezzanine Deck
1543.5m3
Sea Water Pump
Tank Bilge Pump
Pumps Pump Pump
Lower Sea Chest
Jockey Pump
FO - DO Transfer L.P. Cargo Spraying Water Pump

Pump Turbine
Bilge Well
Fire / Bilge Pump
LO Cooler Tank Pump
Filter Ballast Pump
Tail Shaft Idle
Condensate
Pump

Pumps
Ballast Eductor
Ballast Pump
Oily Water Tank
Dirty Oil Tank
Ballast Eductor
Ballast Pump
Stern Tube Oil Tank
LO

Pump Pumps Pumps

Bilge Pump Pumps
Key
Stringer at 8500 From Base Line
HFO Bunker Tank
Smoke Detector Alarm Indicator
1757.8m3
Manual Call Point Deadman's Alarm Reset

F T N AV I E R A
Illustration 5.2j Fire Detection Equipment and Alarms on 29600mm, 35200mm and 40100mm Decks
Level 29,600mm
Level 35,200mm
Diesel Generator
Silencer /
Spark Arrestor
Key
Cargo
Smoke Detector
Low Temperature
Fresh Water
Deaeator Tank Expansion Tank
Alarm Bell
Level 40,100mm
Manual Call Point

Exhaust Air Fan
Lifecraft
Gas Detector
Emergency
Switchboard
LO Storage
Tank
DO Storage
Emergency
Generator Room Tank


5.3 Engine Room Systems
5.3.1 Engine Room Fire Main System
5.3.2 CO2 System
5.3.3 Hot Foam System
5.3.4 Water Fog System
5.3.5 Engine Room Fire Fighting Equipment
Illustrations
5.3.1a Engine Room Fire Main System
5.3.2a CO2 System in Engine Room
5.3.3a Engine Room Hot Foam Fire Extinguishing System
5.3.4a Water Fog System
5.3.5a Fire Fighting Equipment on Engine Room 21800mm Deck
5.3.5b Fire Fighting Equipment on Engine Room 2nd Flat
5.3.5c Fire Fighting Equipment on Engine Room 1st Flat
5.3.5d Fire Fighting Equipment on Engine Room Floor
5.3.5e Fire Fighting Equipment on Engine Room 29600mm Deck

F T N AV I E R A
Illustration 5.3.1a Engine Room Fire Main System
To Port Side Deck To Starboard Side Deck
and Accommodation and Accommodation
Hydrant and Hydrant and
Wash Deck System Wash Deck System
FS59
Deck 21800mm
FS58
Steering Gear Room FS56 FS57 Flat 20968mm
FS53 FS55
2nd Flat 2nd Flat
FS52 FS54
From Boiler To Sewage Tank
Exhaust Drain
FS49 FS51
1st Flat 1st Flat
FS48 FS50
On Double Bottom FS46 FS47 On Double Bottom

LI
4017
Neutralising FS
and 13
Washing Tank
Overboard
Discharge
BB12 PI
BB14
4013
PT
5016
To Water To Ballast
Spray System Eductor
36 Deck
CS45
Overboard
Discharge
BB61 FS29 PI
CS Fire 4004 FS FS
43From Bilge Fighting/ 40 41
Pump Bilge
PI
Pump 4003 From High
PI PI PI Sea Chest
4010 Fire 4006 Fire 4008
Spraying
Fighting Fighting
Water
CS Pump Jockey
Pump PI PI PI
4009 37 4005 Pump 4007 VA64
CS CS CS
44 BB BB 39 42 Low Sea
38 351 Chest
To Fresh Water
Generator Sea To Bilge
From Bilge System Water Supply Pump
P H
Port Side
Sea Water Crossover Main Key
CS5 CS61 CS1
Fire Water
Sea Water
Issue: Draft 2 5.3.1 Engine Room Fire Main System - Page 1 of 3

F T N AV I E R A
5.3 ENGINE ROOM SYSTEMS Emergency Fire Pump The jockey pump, fire pump and the spraying water pump take suction only
Maker: Hamworthy KSE from the sea water crossover and discharge to the fire main only. The jockey
5.3.1 ENGINE ROOM FIRE MAIN SYSTEM pump is used to maintain a constant pressure in the fire main but because of its
Model: CAC200-25 V48 AAN low capacity it needs to be supplemented by an additional pump if more than
Type: Vertical centrifugal pump, self-priming one fire hydrant is opened.
Bilge and Fire Pump (Dual Speed)
No. of sets: 1
Maker: Hamworthy KSE Capacity: 285m3/h at 10kg/cm2 The spraying water pump is normally set for the water spray system but it can
Model: CAC200-25 V48 be used to direct water to the fire main if required by opening the crossover
Motor: 115kW
valve CS45. Ordinarily this valve would be used to allow the fire pump or
the fire and bilge pump to supply water to the water spray system should the
No. of sets: 1 spraying water pump be unable to perform that function.
Capacity: 220/240m3/h at 3.5/10kg/cm2 Introduction
The fire main and wash deck system supplies sea water to the following
Fire Pump locations:
Maker: Hamworthy KSE • The fire hydrants in the engine room
Model: CAC200-25 V48 AAN • The fire hydrants on deck
Type: Vertical centrifugal pump, self-priming • The fire hydrants in the accommodation block
No. of sets: 1
• The fire hydrants in forward stores
Motor: 106kW • Neutralising and washing tank eductor
• The sewage tank
Jockey Pump • Bosun’s store and chain locker bilge eductor: Hawse pipes
Maker: Hamworthy KSE • The deck water spray system
Model: CAC125-25 V48 AAN • Ballast eductor
No. of sets: 1 All of the pumps listed in the equipment specifications at the beginning of
this section can have their suction and discharge valves configured to supply
Capacity: 80m3/h at 10kg/cm2 the engine room fire main although the primary pump for this purpose is the
Motor: 67kW dedicated fire pump.
The fire pump together with the dual speed fire/bilge pump are normally kept
Spraying Water Pump
ready for use on the fire main. In addition to these pumps the emergency fire
Maker: Hamworthy KSE pump, the water spray pump and the jockey pump can all be lined up and used
Model: C05BX6-10 V AAN on the fire main system. The pumps can be started locally, from the fire control
Type: Vertical centrifugal pump, self-priming centre and from the bridge. The pump suction valves from the sea suction main
and the discharge valves to the fire main outlet are normally left open. The
No. of sets: 1
fire and bilge pump can take its suction from the sea or the engine room bilge
Capacity: 510m3/h at 10kg/cm2 system but is normally left set up for sea suction.
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 and low sea chest.

F T N AV I E R A
Illustration 5.3.1a Engine Room Fire Main System
To Port Side Deck To Starboard Side Deck
and Accommodation and Accommodation
Hydrant and Hydrant and
Wash Deck System Wash Deck System
FS59
Deck 21800mm
FS58
Steering Gear Room FS56 FS57 Flat 20968mm
FS53 FS55
2nd Flat 2nd Flat
FS52 FS54
From Boiler To Sewage Tank
Exhaust Drain
FS49 FS51
1st Flat 1st Flat
FS48 FS50
On Double Bottom FS46 FS47 On Double Bottom

LI
4017
Neutralising FS
and 13
Washing Tank
Overboard
Discharge
BB12 PI
BB14
4013
PT
5016
To Water To Ballast
Spray System Eductor
36 Deck
CS45
Overboard
Discharge
BB61 FS29 PI
CS Fire 4004 FS FS
43From Bilge Fighting/ 40 41
Pump Bilge
PI
Pump 4003 From High
PI PI PI Sea Chest
4010 Fire 4006 Fire 4008
Spraying
Fighting Fighting
Water
CS Pump Jockey
Pump PI PI PI
4009 37 4005 Pump 4007 VA64
CS CS CS
44 BB BB 39 42 Low Sea
38 351 Chest
To Fresh Water
Generator Sea To Bilge
From Bilge System Water Supply Pump
P H
Port Side
Sea Water Crossover Main Key
CS5 CS61 CS1
Fire Water
Sea Water

F T N AV I E R A
Preparation for the Operation of the Fire Hydrant System Description Valve Position Description Valve
Engine room 1st flat (port) FS48 Open Sea chest suction valve FF20
To prepare the system for use in the engine room or on the fire and wash deck
system, the following procedure needs to be followed: Engine room 1st flat (port) FS49 Open Emergency fire pump suction valve FF37
Engine room 1st flat (starboard) FS50 Open Emergency fire pump discharge valve FF39
a) All intermediate isolating valves along the fire main on the
main deck must be open. Engine room 1st flat (starboard) FS51
Engine room 2nd flat (port) FS52 The emergency fire pump together with its suction and discharge valves should
b) All hydrant outlet valves must be closed. be tested weekly to ensure correct operation and that full system pressure can
Engine room 2nd flat (port) FS53 be achieved. The suction and discharge valves should always be left open so
c) Set up the valves as shown in the table below: Engine room 2nd flat (starboard) FS54 that the pump is available for immediate operation.
Engine room 2nd flat (starboard) FS55
It is assumed that the sea water main suction valves at the sea chests are open
to provide suction. Steering gear room FS56 Fire Hydrants
Engine room flat 20,968mm FS57 The fire main has outlets in the engine room, the accommodation block and
Deck 21,800mm FS58 on the forward and aft decks. Located adjacent to each hydrant is a hose
Open Jockey pump SW suction valve CS42 box containing a fire hose and nozzle. All of the hydrant valves should be
Near economiser FS59 operated at frequent intervals to ensure satisfactory operation in the event of
Open Jockey pump discharge valve FS41
an emergency.
Open Fire pump SW suction valve CS39 (Note: Whenever the fire pump is operating, at least one fire hydrant valve,
Open Fire pump discharge valve FS40 in the engine room or on deck, must be open to ensure a flow of water Intermediate valves in the fire main along the deck should be kept open at
through the pump to prevent overheating.) all times to ensure that water will be available to all of the deck hydrants
Open Fire and bilge pump SW suction valve CS37 whenever required. The isolating valves are as listed below:
Open Fire and bilge pump fire main discharge valve FS36
Emergency Fire Pump Description Valve
Open Spraying water pump SW suction valve CS44
Open Spraying water pump discharge valve CS43 An emergency fire pump has been fitted in the bow thruster and emergency Upper deck port aft FF31
Closed Fire and bilge pump bilge main suction valve BB35 fire fighting pump room located between frames 288 and 294. The pump is Upper deck port side at approximately frame 130 FF32
self-priming and draws water from a sea chest positioned in the compartment.
Open Fire and bilge pump direct bilge suction valve BB38 Upper deck port side at approximately frame 180 FF33
The pump is independant of the engine room pumps and can be used to supply
Closed Fire and bilge pump overboard discharge valve FS29 water to the fire and wash deck main in situations when the engine room pumps Upper deck port side at approximately frame 227 FF34
are not available because of an engine room fire or collision damage etc. The Upper deck port side at approximately frame 250 FF11
Closed Cross connection valve fire main/water spray system CS45 pump is driven by an electric motor and is fed from the emergency switchboard
440V feeder panel located in the emergency generator room. Upper deck centre line crossover line at approximately frame 270 FF35
d) Select the jockey pump for AUTOMATIC mode. The pump will Upper deck starboard aft FF10
Starting and stopping of the pump can take place from three locations:
start and stop according to the pressure in the fire main. Upper deck starboard side at approximately frame 130 FF12
• Locally at the pump starter unit in the bow thruster and fire
e) If additional water is required at the fire main start either the fighting room Upper deck starboard side at approximately frame 180 FF17
fire pump, the fire and bilge pump or the emergency fire pump • Remotely from the fire control station on the 25,400mm deck Upper deck starboard side at approximately frame 227 FF18
depending upon circumstances. in the accomodation block Upper deck starboard side at approximately frame 250 FF01
f) Open the desired hydrant valve on the fire main after connecting • Remotely from the bridge at the central control console
the fire hose to the hydrant. The locations are as listed below: (Note: After use, the hose and nozzle unit must be properly stowed back in
the hose box. Any defects in the hose, nozzle, valve or system must
To operate the pump for use on the fire and wash deck main, the valves need
be reported immediately and rectified as soon as possible. Hose boxes
Description Valve to be configured as follows:
must never be left with components which are defective.)
Double bottom (port) FS46
Double bottom (starboard) FS47

F T N AV I E R A
Illustration 5.3.2a CO2 System in Engine Room
Cargo Steering Switchboard Control Purifier Electrical Electrical Paint Incinerator Emergency Laboratory
Compressor Gear Room Room Room Workshop Store Store Room Generator
Room Room
Laboratory
Emergency
Generator
Room
Time Time Time Time Time Time Time Time Time Time Time
Delay Delay Delay Delay Delay Delay Delay Delay Delay Delay Delay Incinerator
Room
Paint
Store
Electrical
Store
Electrical
Workshop
To
Free
Air Purifier
Room
Engine
Control
Room
Switchboard
Room
Steering
C46 C24 C14 C9 C7 C2 C1 Gear Room
CO2 Room Cargo

Compressor
Room
Issue: Draft 2 5.3.2 Engine Room CO2 Fire Extinguishing System - Page 1 of 3
F T N AV I E R A
5.3.2 ENGINE ROOM CO2 FIRE EXTINGUISHING SYSTEM • Emergency generator room 2 cylinders The pilot cylinders connect to the main pilot system pipe work via two isolation
valves installed within the release cabinet.
• Incinerator room 2 cylinders
Maker: Unitor One isolation valve is connected via small bore pilot gas pipework to the
Type: High pressure • Laboratory 1 cylinders cylinder bank to open the required number of cylinders, the other is connected
Capacity: 46 cylinders each containing 45kg via a separate pilot gas line to actuate the power cylinder to open the main
The number of cylinders required to afford complete protection of any valve which directs the released CO2 to the protected space. The isolation
protected compartment depends upon the volume of that compartment. The valves are positioned so that the control box door cannot be closed with the
INTRODUCTION cargo compressor room has the largest volume and requires 46 gas cylinders, valves in the open position. It is also arranged that the control box door will
thus 46 cylinders are carried. operate a switch, when it is in the open position, to initiate audible and visual
Dependent upon the application, CO2 is normally employed at levels of between alarms.
35% and 50% by volume to produce an oxygen deficiency and thus extinguish Central Bank CO2 System
a fire. This level of oxygen reduction is also capable of causing asphyxiation. The pilot CO2 line to the main cylinder actuation system passes through a time
Fixed systems are therefore designed to include safeguards which prevent the delay device which delays the passage of the CO2 for a preset period of time
The central bank CO2 system consists of 46 x 45kg CO2 cylinders located in
automatic release of the CO2 whilst the protected area is occupied. The use before the main CO2 charge is released into the compartment.
the CO2 room, which is situated on the 21800mm deck.
of portable extinguishers should ensure that there is sufficient air to breathe
normally. CO2 is not generally regarded as having a high intrinsic toxicity A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
Cylinders are grouped together according to the space they protect, apart from
and is not normally considered to produce decomposition products in a fire pressure.
the cargo compressor room which requires the release of all cylinders. These
situation. (Author`s Note. Check positions of release cabinets and inset details.)
cylinders are connected to discharge nozzles within the protected spaces via
cylinder manifolds and distribution pipe work. Operating Instructions
The CO2 cylinders are fitted with safety devices to relieve excess pressure
caused by high temperatures. To avoid these operating, it is recommended that A pressure gauge and relief are fitted to the main CO2 manifold. a) On discovering a fire, shutdown machinery, fuel supplies and
cylinders are located in areas where the ambient temperature will not exceed ventilation systems as appropriate. Close all door ventilators
46°C. Cylinders must not be stored in direct sunlight. The system is designed to discharge the required number of cylinders into each and other openings, having first ensured that all personnel have
space protected as follows: been evacuated.
Certain gaseous extinguishing agents may cause low temperature burns when
in contact with the skin. In such cases the affected area should be thoroughly b) Go to the release cabinet for the protected space in which the
CO2 Requirements
irrigated with clean water and afterwards dressed by a trained person. fire has occurred.
The amount of CO2 required to be carried on board the vessel depends upon
WARNING upon the volume of the largest protected compartment. This is the cargo c) Open the release cabinet door. This will cause the alarms to
DANGER OF ASPHYXIATION compressor room which requires 46 cylinders each containing 45kg. sound in the protected space and stop the ventilation fans if not
Re-entry to a CO2 flooded area should not be made until the area has been already done so (CHECK ON BOARD).
thoroughly ventilated. The vessel carries 46 cylinders of CO2 (each containing 45kg) to provide
protection for the spaces indicated above. If the release of CO2 is authorised, d) Check that all personnel have been evacuated from the protected
all 46 cylinders are released into the cargo compressor room; the other space and then open both isolation valves by pulling valve
System Description protected spaces have fewer cylinders released as indicated above. It should handles downwards.
Areas Protected be realised that if any cylinders are released into the smaller spaces then there
will be insufficient cylinders for the cargo compressor room. It is essential that, e) Release pilot CO2 by opening the screw down valve on one of
The CO2 system installed in the ship protects the following spaces; in the event of any CO2 release, used cylinders are replenished at the next port the pilot cylinders only.
of call.
• Cargo compressor room 46 cylinders
f) Extinguishing CO2 gas will be released from the main cylinder
• Steering gear room 24 cylinders bank for the protected space after the time delay period. The
Release Cabinets
• Switchboard room 14 cylinders main valve will be opened and CO2 will be discharged from the
The system is operated by a supply of CO2 separate from the main fire nozzles into the protected space.
• Engine control room 9 cylinders
extinguishing CO2. Pilot CO2 cylinders are used for activating the release of
• Purifier room 7 cylinders the main CO2 cylinders. Two pilot cylinders are located in the release cabinet g) After 10 minutes close the pilot cylinder hand wheel valve.
• Electrical workshop 2 cylinders for each protected space, one cylinder acts as a standby cylinder. Only one pilot
CO2 cylinder would be opened at any time to release the CO2. h) When the pilot pressure gauge within the control box is zero
• Electric store 2 cylinders close both pilot isolation valves.
• Paint store 2 cylinders
F T N AV I E R A
Illustration 5.3.2a CO2 System in Engine Room
Cargo Steering Switchboard Control Purifier Electrical Electrical Paint Incinerator Emergency Laboratory
Compressor Gear Room Room Room Workshop Store Store Room Generator
Room Room
Laboratory
Emergency
Generator
Room
Time Time Time Time Time Time Time Time Time Time Time
Delay Delay Delay Delay Delay Delay Delay Delay Delay Delay Delay Incinerator
Room
Paint
Store
Electrical
Store
Electrical
Workshop
To
Free
Air Purifier
Room
Engine
Control
Room
Switchboard
Room
Steering
C46 C24 C14 C9 C7 C2 C1 Gear Room
CO2 Room Cargo

Compressor
Room

F T N AV I E R A
After Release of CO2 Galley Exhaust CO2 System
The galley exhaust trunking is protected by a CO2 injection system which is
Following the release of CO2 the following procedure must be undertaken. used to extinguish any fire which may occur. A single 8.9kg CO2 cylinder is
used and this is manually release as required. In the event of a fire in the galley
a) Allow enough time for the CO2 to extinguish the fire. exhaust trunking the extractor fan is stopped and the fire dampers closed. The
CO2 cylinder is manually released by turning the handwheel about 1.5 turns;
b) Do not open the compartment until it is evident that the fire is CO2 is released into the space formed between the two fire dampers in the
completely extinguished. The protected compartment must be trunking. The fire dampers are located between the galley exhaust hood and
completely ventilated before the door to the space is opened. the extractor fan.
c) Entry into the protected compartment must only be made

by personnel wearing breathing apparatus and with fire
extinguishing equipment. Entry by personnel not wearing
breathing apparatus must be prohibited until a test confirms
that the atmosphere in the compartment contains at least 21%
oxygen.
(Note: Allow time for structural cooling before opening the purifier room and
ventilating the CO2 gas.)
WARNING
Do not enter CO2 flooded space without using breathing apparatus.
In the unlikely event of pilot gas release failure the second pilot cylinder valve
must be opened in order to release CO2 from that cylinder.
Manual Operation
Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
protected compartment then these must be opened manually. The main line
valve to the protected compartment must also be operated manually. The CO2
cylinders for each protected compartment are grouped together and so it is
easy to recognise which cylinders must be manually opened for any protected
compartment. The procedure for opening the main cylinders is as below; these
should be opened by operation of the manual release lever on top of each CO2
cylinder as follows:
a) Remove the manual release handle from its mounting position

position near the cylinders.
b) Insert the end of the handle into the hole in the release lever.
Pull the handle as far as possible in order to operate the release
mechanism for the cylinder.
c) Repeat this procedure for each cylinder until the specified

number have been discharged.
All cylinders can be individually manually discharged into any of the protected
cargo compartments as and when they are required.
F T N AV I E R A
Illustration 5.3.3a Engine Room Hot Foam Fire Extinguishing System Inert Gas Room
C
Test
Tank
Filling Line N.O
6 Generators
Local Control
Panel
Return Line Foam / Water Foam Foam / Water
Line Proportioner Line Engine Room Casing
L Valves
N.O C
Port
B Foam Tank PS PS
18 Generators
C
PS 18 Generators
Foam Pump
Foam Line Starboard
Local Control
D Panel
Starter
Engine Store
Flush Line C
2 Generators
Local Control
Panel
Main
Power Supply Control
Panel PS C Engine Workshop
A
4 Generators
Local Control
Panel
Key
Hot Foam
Electrical Signal
Sea Water
Fire Pump
(240m3/h 10kg/cm2) N.O Normally Open
N.C Normally Closed
Issue: Draft 2 5.3.3 Engine Room Hot Foam Fire Extinguishing System - Page 1 of 3
F T N AV I E R A
5.3.3 ENGINE ROOM HOT FOAM FIRE EXTINGUISHING of the system is designed to be able to supply foam to all of the protected but it should be noted that these remote panels only allow for operation of the
SYSTEM spaces simultaneously. foam system in that space.
The foam is generated by mixing the foam making chemical with sea water
Foam System
at a rate of 2% chemical solution to 98% sea water. The foam chemical mixes Procedure for Making the Foam System Operational
Maker: Unitor with sea water in the proportioner and the combined liquid is pumped to the
protected spaces through a 200mm supply line. a) Check the foam foam chemical tank visually for any damage or
No. of sets: 1 leakage.
Tank capacity: 6,000 litres
Each protected space is provided with hot foam generators designed to produce
Generator inlet pressure: 5.5 - 7.0kg/cm2 the required quantity and concentration of foam to meet SOLAS requirements. b) Ensure there is sufficient foam chemical in the foam tank.
Foam Pump The generators utilised are designated as HG-25s and these have a foam
production capability of 60m3/min. A total of 48 generators are used with the c) Check that the fire main sea water supply valves are all open.
No. of sets: 1 numbers in each location being as follows: These valves should be left open during normal service.
Type: Vertical centrifugal
• Engine room - 36 generators d) If the weather is cold, the pump and system heaters must be left
Model: DPVF 10-70
• Inert gas room - 6 generators on.
Capacity: 5.18m3/h
Discharge Pressure: 12kg/cm2 • Engine room workshop - 4 generators WARNING
• Engine room store - 2 generators Before activating the hot foam system in any protected compartment it is
essential to ensure that all personnel have been evacuated.
Fire Pump The generators are designed as an integral part of the hot foam system in
No. of sets: 1 which air from the protected space is used to aid foam production even when
Procedure for Operating the System from the Foam Room
Type: Vertical centrifugal smoke and combustion gases are present. The generators are constructed from
stainless steel and are built as one unit with no moving parts. They each have
Capacity: 240m3/h The following description and valve numbers refer to illustration 5.6a. When
three discharge nozzles. The water/foam mix enters the generator housing at a
Discharge pressure: 10kg/cm2 the system is not in use valves A, B, C and D must all be closed and valve E
pressure of between 5.5 and 7.0kg/cm2 and with the speed at which it passes
on the return line left open. If it is necessary to operate the system in the case
through the housing it creates a negative pressure. This pressure reduction
of a fire then the following procedure needs to be followed:
causes air and smoke to be drawn into the housing so mixing with the foam/
INTRODUCTION water solution to create a high expansion foam.
a) Ensure that power is available to the control panel and pumps.
The Unitor Hot Foam fire fighting system is a high expansion foam system that It is important to note that to ensure correct operation of this system only the
provides a local fire extinguishing capability to each of the following areas: b) Ensure that all personnel are evacuated from the space into
manufacturer’s approved foam making chemicals should be used.
which the foam is to be injected and close all doors and
• Engine room
openings to that space.
Electrical power for the pumps and control panels is supplied from the main
• Engine room casing
switchboard distribution system, however back-up power from the emergency
c) Start the fire pump.
• Inert gas room switchboard has been provided for.
• Engine room store d) Open the sea water supply valve A to the foam system in the
• Engine room workshop System Operation foam room.
The system supplies high expansion foam making chemical and salt water to The hot foam system may be operated in OP MODE or TEST MODE. Normal e) Open the solenoid operated valve C to the space into which
the spaces listed above through five dedicated lines that are each controlled by operation is in OP MODE and the system operation is controlled automatically foam is to be supplied. This will sound the local alarm to
solenoid operated butterfly valves. The system is manually operated and can by the programme logic circuit (PLC) in the control cabinet. In the event of this space and supply water only. The ventilation fans will be
be released from the main control cabinet in the foam room or locally from the failure of the control system the hot foam system may be controlled manually automatically stopped. This condition of only supplying water
remote control panels located outside each of the protected spaces. The foam in TEST MODE as described later. The test mode is normally used for testing is to be maintained for two minutes before foam is introduced.
chemical tank is fitted inside the foam room which is located on the starboard the system by utilising switches located at the front of the control cabinet.
side of the 21800mm deck. The tank is a standard 6,000 litre unit made from f) Open valve foam injection valve B to introduce foam into the
glass fibre reinforced polyester to safeguard against corrosion and has a full The hot foam system may be operated from the control panel in the foam room system.
charge when it has 5,824 litres of foam making chemical inside. The capacity or from individual remote panels situated outside each of the protected spaces
F T N AV I E R A
Illustration 5.3.3a Engine Room Hot Foam Fire Extinguishing System Inert Gas Room
C
Test
Tank
Filling Line N.O
6 Generators
Local Control
Panel
Return Line Foam / Water Foam Foam / Water
Line Proportioner Line Engine Room Casing
L Valves
N.O C
Port
B Foam Tank PS PS
18 Generators
C
PS 18 Generators
Foam Pump
Foam Line Starboard
Local Control
D Panel
Starter
Engine Store
Flush Line C
2 Generators
Local Control
Panel
Main
Power Supply Control
Panel PS C Engine Workshop
A
4 Generators
Local Control
Panel
Key
Hot Foam
Electrical Signal
Sea Water
Fire Pump
(240m3/h 10kg/cm2) N.O Normally Open
N.C Normally Closed

F T N AV I E R A
g) Start the foam injection pump. Foam making chemical will now operation of the general system but the zone protection toggle switch for the e) Stop both pumps and drain the system down.
pass through the proportioner valves and fill the rooms on fire. appropriate space must be moved to the ON position.
f) Close valves A, B, C and D and open valve E so that the system
h) When sufficient foam has been injected into the space and the is ready for future operation.
fire extinguished, the foam system can be stopped. Procedure for Emergency Operation of the Foam System
i) When the fire has been extinguished and the space has cooled In the event of failure of the system in OP MODE from the main control panel, System Testing
down the foam must be cleared from the room before personnel the system can be operated by utilising the TEST MODE according to the
may enter. Precautions must be observed regarding breathable following procedure. This is done from the control panel in the foam room. The system has been provided with a small 250 litre test tank that can be used
atmosphere and the risk of a further fire outbreak if the seat of to test the system without having to introduce foam into the engine room. The
the fire has not cooled down completely. a) Switch over to TEST mode on the panel and toggle the alarm method of operation is as follows:
switch to the ON position.
j) To stop injecting foam, stop both the foam and fire pumps and a) Attach a hose to the test connection hydrant valve with the other
close the foam injection valve B. b) Ensure that all personnel have been evacuated from the engine end of the hose directed overboard.
room.
b) Start the fire pump and open the supply valve A. Open the
Procedure for Operating the System from the Local Control c) Toggle the switch EM. POWER, FIRE PUMP and WATER hydrant valve so that it is passing water directly overboard.
Stations VALVE to the ON position. The fire pump will start.
c) Open the valve on the outlet of the foam test tank and start the
The foam system may be operated locally from four seperate locations which d) Move the INTERLOCK VENTILATION switch to the ON foam pump. After a short period, a mixture of foam and water
protect the five areas previously refered to. position and close all doors and openings to the engine room. should pass through the proportioner and go overboard.
In the event of a fire in any of these spaces the following procedure is to be e) Turn the water line valve switch to the ON position. d) When satisfied that the system is working correctly, close the
adopted to inject foam from the local control point. test tank outlet valve and stop the foam pump. It will now be
f) Turn the foam tank outlet valve switch to the ON position. necessary to fully flush through the lines to remove all of the
a) Open the remote panel door for the space in which there is a foam making chemical.
fire g) Turn the liquid foam pump start switch to the ON position.
e) Open flushing valve D and with the foam pump running again
b) Press the ALARM pushbutton for zone protection in the desired h) Turn the switches for the spaces into which foam is to be allow the lines to be flushed until all traces of the foam chemical
space. injected to the ON position. have been removed.
c) The alarm will sound in the selected space and the ventilation i) The system is now operating with immediate foam production. f) Stop the foam and fire pumps and revert all of the system valves
fans will be shut down. to their standby positions.
j) When the fire is extinguished the pumps must be stopped and all
d) After it has been determined that all personnel have left the valves closed. g) Refill the test tank as soon as possible.
protected area, close all doorways and openings.
Procedure After System Operation
e) Press the ON pushbutton for the protected zone into which foam
is to be injected. (Authors Note: No information on the control panels has been supplied and so
After finishing with the hot foam system the whole system must be thoroughly generic information has been obtained from similar installations. The method
flushed through with sea water. This is performed as follows: of initiating the system and controlling from the master and remote positions
f) The system is now operating for the required zone and after 2
minutes, during which time water only is injected, foam will be needs to be checked onboard.)
a) Start the fire pump and open the supply valve A.
injected into the space.
b) Close the foam return valve E back to the tank.
g) When the fire is extinguished the system must be manually
switched off by pressing the OFF pushbutton. c) Open the flushing valve B.
It is possible to operate the separate zone protection in TEST MODE from d) Start the foam pump and run water through the system until all
the control panel in the foam room. The operation is similar to emergency of the discharge pipes are free from foam concentrate.
F T N AV I E R A
Illustration 5.3.4a Water Fog System
Diesel Generator
Purifier Room
Tanks to be Verified
on Board
Incinerator
Key
Fresh Water
Boiler Port
Main Electrical Signal
Control
Power Supply Panel Manual Call Point
D D Detector
Boiler Starboard Alarm
Dedicated
Fire Pump
Issue: Draft 2 5.3.4 Engine Room Water Fog Fire Extinguishing System - Page 1 of 3
F T N AV I E R A
5.3.4 WATER FOG FIRE EXTINGUISHING SYSTEM The protected spaces have detector heads and a local activation pushbutton There are a total of 38 deluge spray nozzles situated as follows:
situated just outside of the compartment. (Author`s Note. Insert details of
Water Fog Extinguishing System locations.) Protected Space No. of Nozzles
Maker: Unitor There are remote activation pushbuttons situated xxxxx (Author`s Note. Diesel generator 10
Pump model: CM-50/20 Insert details of the location of the remote pushbuttons and the control Port boiler 3
No. of sets: 1 panel.)
Starboard boiler 3
Type: Centrifugal
The fire detector heads, which control the operation of the water fog system via Purifier room 20
Capacity: 66.5m3/h at 6.0kg/cm2 the water fog control panel, are in addition to the detector heads which relay Incinerator room 2
a fire signal to the ship’s main fire alarm monitoring system. When a detector
head is activated an alarm is initiated and an alarm is raised on the water fog
Introduction Procedure for Setting the Water Mist System for Operation
fire alarm control panel. (Author`s Note. To check if the release of water
fog requires more than one detector to be activated. The system drawing (Author`s Note. This procedure is based upon the limited information
High pressure water forced through atomiser heads will break down into very supplied in the system manual and upon general knowledge of similar
only shows one detector in each compartment.) Under actual smoke/fire
fine droplets. These droplets have a very effective extinguishing effect on fires, systems. The actual details of the operation and valves must be checked
conditions, it can be expected that alarms will be indicated on both the ship’s
even oil fires. The fine droplets remain suspended in the air and so they do not on board.)
main fire alarm and water fog fire alarm panels at the same time.
disturb the oil surface nor do they settle to form a water layer on which burning
oil could float. Fine water droplets present a large surface area to the fire and so The description assumes that the port aft FW tank is being used.
The system uses fresh water in order to reduce the risk of corrosion but the
they exert a cooling effect as the droplets rapidly evaporate. The large droplet
lines are dry between the solenoid valves and the spray heads unless the system
concentration and the evaporation have the effect of reducing the local oxygen a) Check that the fresh water tank to be used has sufficient water.
is actually operating. The fresh water is taken from the port fresh water tanks
level. The cooling effect and the reduced local oxygen concentration result in
via dedicated valves, one of which must always be open. The water fog pump
the fire being extinguished. b) Open the supply valve from the port aft FW tank and close the
is located near the port fresh water tanks.
valve from the port forward fresh water tank.
The fresh water mist fire extinguishing system relies upon the delivery of
high pressure water to nozzle heads located at sites of fire risk. Five areas The fire alarm detector control panel for the water fog system is located in the (Note: There should always be sufficient fresh water available to cover the
are protected by the water mist system, these are the diesel generator engine, xxxx (Insert details of location of main control panel, any other panels ). largest section for a minimum of 20 minutes.)
the purifier room, the port boiler, the starboard boiler and the incinerator. The
area to be protected is provided with a number of nozzle heads fitted in the During daywork periods when the engine room is manned, the water fog c) Set the valves as in the following table:
supply pipe for that compartment. The main supply line to the compartment system may be set for manual operation as this will allow the engine room
has a solenoid operated isolating valve. The solenoid valve is activated by staff to assess a fire situation before activation of the water fog system. When
the fire control system when a fire detector senses a fire in the protected the engine room is in UMS unattended condition, the water fog system must
be set to automatic operation. (Author`s Note. This is normal but check on Open Port aft FW tank suction valve FS68
compartment.
board if it is applicable in this case; the manual gives no details of the Closed Port forward FW tank suction valve FS67
The dedicated fire pump is operated whenever the release of water fog into a control panel or control system.)
Operational Water fog pressure line solenoid valve
protected compartment is initiated by the control panel and this pump supplies
pressure water to the water fog distribution manifold. A main supply line The fresh water fog system releases water fog into a compartment automatically Open Water fog manifold inlet valve from pump
isolating valve is opened by the control panel when the pump is running and when a fire is detected by the compartment fire detection head(s). It can also
Closed Hydrant valve (01.3)
the isolating valve(s) to the protected compartment(s) allows release of water be activated by pressing the appropriate local compartment pushbutton, these
to the spray heads in the compartments where the fire is located. Operation of pushbutton units are coloured blue and can therefore be readily distinguished. Open Pressure gauge valve (01.2)
the pump and the solenoid operated valves is activated by the control panel The water fog control system also shuts off the ventilation system for the
Operational Supply solenoid valve to diesel generator engine
when compartment detector heads indicate a fire in a particular compartment compartment into which the water fog is being injected. (Author`s Note.
Check if this is the case for all compartments.) Operational Supply solenoid valve to port boiler
or a manual call point is activated for a particular compartment. Water fog is
only released into the protected compartment in which there is a fire. Operational Supply solenoid valve to starboard boiler
(Author`s Note. To be checked on board as the manual does not indicate A fire hydrant conection and valve (01.3) at the end of the pump high pressure
supply manifold enables the water fog system to be supplied from the fire main Operational Supply solenoid valve to purifier room
if the pump maintains pressure in the system or only starts when a fire
alarm is initiated.) if necessary. (Author`s Note. Check this on board.) Operational Supply solenoid valve to incinerator
F T N AV I E R A
Illustration 5.3.4a Water Fog System
Diesel Generator
Purifier Room
Tanks to be Verified
on Board
Incinerator
Key
Fresh Water
Boiler Port
Main Electrical Signal
Control
Power Supply Panel Manual Call Point
D D Detector
Boiler Starboard Alarm
Dedicated
Fire Pump

F T N AV I E R A
d) Ensure that the engine room fire alarm monitoring system
switch is set to automatic mode.
e) At the water fog main control panel ensure that the isolation
supply breaker at the side of the panel is set to ON and the
control voltage OK lamp and ‘heater on’ lamps are illuminated.
Set the dedicated fire pump space heater to ON. The system is
supplied from the emergency switchboard.
f) Set the water fog system to manual or automatic as required.
g) The water fog system is now operational.
The nozzle heads and valves should be checked at intervals in order to detect
any leakage. The spray heads have plastic protective covers which should be
kept in place; they blow off when the system operates.
F T N AV I E R A
Illustration 5.3.5a Fire Fighting Equipment on Engine Room 21800mm Deck and Bow Thruster Room
FOAM
Water Analysis Unit
Overflow Tank
Inert Gas Inert Gas
Blower Blower
Generator Room
Spare Air Blower
for Air Blower
Pipe Duct
N2 Receiver
P
10
P
F12 10
Electric Hydraulic Machinery
Workshop CO2 CO2
Accomodation
CO2 Electric Store
CO2 5
Units
Boiler Forced Draught Fan CO2 CO2

P
General Service W 10
Air Receiver CO2
Boiler
Control Air
Compressor CO2 5
W
Control Air Lift
Receiver
Boiler Forced Draught Fan CO2
P W
Engine Control Electric Machinery
Steering Gear Hatch - Bolted 10
Service Air Room
Gas Room Compressor
Compactor
W
Incinerator Room W
Garbage Storage
Area
P
CO2 CO2 10
P
Main 10
Boiler

Refrigerated Tank
Provisions
Plant
Bosun's Store
CO2 5
F12
CO2 Room
CO2 Pipe Duct
Oxygen Bottle Room
P P
CO2
10 10 CO2
Bow Thruster Room
CO2
Overflow Tank
Chemical Products 86.7m3
Key Store
Foam Room
Paint Store
CO2 5
FOAM Engine Control Room Console
CO2 5 5 kgs. CO2 Extinguisher
E.F.P
P
9 kgs. Dry-Powder Extinguisher 9 Lts. Foam Extinguisher A-0 Class Door Fire Control Plan Remote Start / Stop Fire F. Emergency Pump
10 F12 E.F.P
CO2
Release of CO2 Warping for Water Hose (30m) Water Mist Extinguishing Control Station
W
Space with CO2 Extinguisher System Hose Connection Foam Concentrate Pump Inert Gas Local
CO2 FOAM
FOAM
Space with Foam Extinguisher System Self Closing A-0 Class Door CO2 Battery Fire Fighting Emergency Pump
CO2
Issue: Draft 2 5.3.5 Engine Room Fire Fighting Equipment - Page 1 of 5

F T N AV I E R A
Illustration 5.3.5b Fire Fighting Equipment on Engine Room 2nd Flat
FOAM
Inert Gas
Key
Fresh Water 3 3
649.3m 1543.5m
Tank
3
258.6m
CO2 5 kgs. CO2 Extinguisher Fresh Water
5 Tank
3
279.4m
P
10 9 kgs. Dry-Powder Extinguisher P
10
440V Switchboard
Sanitary
Hot Water Unit W P
10
Steriliser W
CO2
Release of CO2 Store Area
Sanitary
P Main Boiler
Water Fog Pump 10 Fresh Water
CO2 Unit
3.3KV
Space with CO2 Extinguisher System WMS Switchboard
CO2 440V Switchboards
Boiler Air 440/220

FOAM Heater Transformer
Tank 3 F
Space with Foam Extinguisher System 3 58.8m
P
335.2m
Deck Machinery 10 F12
Lift
58.6m
3
CO2
Transformer
9 Lts. Foam Extinguisher Steering Gear W
CO2
F12 Hydraulic Unit
5
with Oil Tank CO2 5

Warping for Water Hose (30m) Steering Gear Diesel CO2 Transformer
W CO2 MDO Daily Tank Oil Pump F12

3 Seal
Boiler Air
Heater 440/220
Hose Connection Transformer
Lifeboat Winch
3.3KV
Switchboard
Store
Self Closing A-0 Class Door Distilled Water Distilled Water
Main Boiler
Tank Tank
3 3
279.4m 106.9m
W W
A-0 Class Door P
Washbasin 10
Rope Store Area
Distilled Water LO Gravity Tank P Diesel Generator LO Storage Tank 440V Switchboard
3 10
Tank 34m LO Tanks
3 HFO Bunker
Water Mist Extinguishing Tools Panel HFO Service Tank
Tank 3
3
Pipe Bending
Portable Foam Applicator Tank
F Machine 3
184.9m
Lathe

Water Mist System Pump
WMS

F T N AV I E R A
Illustration 5.3.5c Fire Fighting Equipment on Engine Room 1st Flat
FOAM
Sewage Plant

Key Sewage Transfer HFO HFO Bunker
Pumps Tank Tank
649.9m 3 1543.3m3
CO2 5 kgs. CO2 Extinguisher

5 Spare Tubes Chemical Dosing Chemical Dosing
Tank for Tank for
P
10 Sewage Tank Generator Generator
P
10 9 kgs. Dry-Powder Extinguisher
W
W Cleaning Tank for Fresh Water Generator
Electric Feed Pump
CO2 Fresh Water Generator
Release of CO2
Low Pressure Heater
F12
P
Space with CO2 Extinguisher System Main 50
CO2 Boiler
FOAM Turbine Feed Water Pump

Space with Foam Extinguisher System
Turbine Generators
9 Lts. Foam Extinguisher

F12 Escape Trunk
Diesel Generator
Warping for Water Hose (30m) ԏ Water Heating Unit
W Auxiliary Feed Water Pump Diesel Generator
Oil Filter
Cooling Unit
Chemical Injection Equipment Pre Lubrication Pump
Boiler
Hose Connection
Hydrazine (N2H4) Injection Equipment F12
P 50kgs. Dry Powder Extinguisher on Wheels

50 LO Separator Unit Hydraulic Power Pack for Valves
DO Separator Unit with Sludge Tank with Sludge Tank
ION Exchange Unit
Diesel Generator
W
W P
CO2 Air Conditioning Unit for Engine Room Spaces
10
Self Closing A-0 Class Door LO LO CO2 5 HFO Service
45.1m 3 73.3m 3 1757.8m3
Water Mist Extinguishing
HFO Service
184.9m3
CO2
Boiler Burner
FO Unit

F T N AV I E R A
Illustration 5.3.5d Fire Fighting Equipment - Engine Room Floor and Turbine Mezzanine Deck
FOAM
Turbine Mezzanine Deck
FOAM
HFO Bunker Tank
Engine Room Floor
1543.5m3
Sea Water Pump
Tank Bilge Pump
Pumps Pump Pump
Lower Sea Chest
Jockey Pump
FO - DO Transfer LP CSW
Cargo Spraying Water Pump
Pump Turbine
Bilge Well
Fire / Bilge Pump
LO Cooler Tank Pump
Condensate P Bilge Holding Tank
10
Filter Ballast Pump
Tail Shaft Idle
P
10 Condensate
Pump
W
Pumps
F12 Ballast Eductor
Ballast Pump
Oily Water Tank
Dirty Oil Tank
F12 Ballast Eductor

Ballast Pump W
Stern Tube Oil Tank P

10
LO F12

Pump Pumps Pumps

Bilge Pump Pumps
Key
Hose Connection
9 Lts. Foam Extinguisher
F12
P Self Closing A-0 Class Door

HFO Bunker Tank
1757.8m3 FOAM
Fire Fighting Pump
Space with Foam Extinguisher System
Cargo Spraying Water Pump

W
Warping for Water Hose (30m) CSW

F T N AV I E R A
Illustration 5.3.5e Fire Fighting Equipment on 29600mm Deck
Level 29,600mm
P
10
Key
CO2 5 kgs. CO2 Extinguisher

Cargo 5
Low Temperature
Fresh Water
Deaerator Tank Expansion Tank
P
CO2
Deaerator Tank
Release of CO2
Space with CO2 Extinguisher System

CO2
Lifeboat W
Space Protected for Water Spray System
W W W CO2
Emergency
Switchboard
Emergency
2
5
Tank
CO2
DO Storage
W W W Tank


5.4 Deck and Accommodation Fire Main Systems
5.4.1 Deck and Accommodation Fire Main System
5.4.2 Deck Water Spray System
5.4.3 Emergency Fire Pump System
Illustrations
5.4.1a Deck Fire Main System
5.4.1b Accommodation Fire Main System
5.4.2a Deck Water Spray System

F T N AV I E R A
Illustration 5.4.1a Deck Fire Main System
Plan Of Upper Deck
On Cargo Manifold Area
FF22
FF34
FF27
FF31 FF32 FF33
FF11
FF19 FF14 FF24 FF29
PI
FF48 4004
FF30
From
Accommodation No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
FF35 FF15
FF46
PI FF16
To 4003
Accommodation
FF03
FF06 FF02 FF08 FF09 FF01

FF47
From Engine Room FF25

See Illustration 5.3.1a FF10 FF12 FF17 FF18
FF21 Hydrant in
Forward Store
On Cargo Manifold Area
To/ From Elevation

Accommodation Hydrants in
Forward Store
FF25 and FF27
FF23
FF38
PI
4002
FF40 FF04 FF41 FF13 FF42 FF07 FF43 FF36
From
(Port) (Stbd) (Port) (Stbd) (Port) (Stbd) (Port) (Stbd)
Engine Room
See Illustration
5.3.1a
FF05
To Bilge To Power
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Ejectors Pack Cooler
PI
4001 FF39
Emergency Fire Fighting
Forward Pump
(285m3/h x 10 bar) PI
4000
FF37
To Power Pack Cooler Pump
H FF20
Sea Chest

F T N AV I E R A
5.4 DECK AND ACCOMMODATION FIRE MAIN The emergency fire pump, located in the both thruster room, may also be used (Note: During routine deck washing procedures the fire fighting and bilge
SYSTEMS to supply the deck fire ring main. (See section 5.4.3 Emergency Fire Pump pump may be used for supplying water to the fire main in order to
System.) prevent constant use of the fire pump for such duties. Normally this
pump is set to supply the fire main with its sea suction and fire main
5.4.1 DECK AND ACCOMMODATION FIRE MAIN SYSTEM
discharge valves open. If this pump is used to supply sea water to the
Procedure for Operating the Deck Fire Main
fire main for deck washing duties the fire fighting pump must be set
Fire Fighting Pump a) Ensure that the fire main is pressurised using the fire jockey to manual operation so that it will not operate automatically when the
Maker: pump as in section 5.3.1. Ensure that the fire pump is set for fire main pressure falls. After deck washing is finished it is essential
No. of sets: 1 automatic operation and that the emergency fire pump is set for that the fire fighting pump is restored to automatic operation.)
operation as in section 5.4.3.
Type: Centrifugal, self-priming
(Check and amend if the fire pump is not set for automatic operation.)
Model: (Author`s Note: Check is this is the case and delete this statement if not.)
Capacity: 240m3/h at 10 bar The Bow Fire Main System
Motor: b) Open the fire main isolating valves as in the following table.
Water supplied by the fire main is also used as flushing water at the hawse
pipes and as cooling water for the power pack cooler. Supply valves to the
Jockey Pump Description Valve
hawse pipes, valve FF15 for the port hawse pipe and valve FF16 for the
Maker: Port main line isolating valve FF31 starboard hawse pipe, are opened as required.
No. of sets: 1 Starboard main line isolating valve FF10
Water is also supplied from the fire main for operating the forward compartment
Type: Centrifugal, self-priming Port isolating valve aft of cargo manifold FF32 (bow thruster room and bosun`s store) bilge ejectors.
Model:
Port isolating valve fwd of cargo manifold FF33
Capacity: 80m3/h at 10 bar
Port isolating valve between No.1 and No.2 cargo tanks FF34 The After Deck System
Motor:
Port isolating valve at fwd cargo tank FF11
Introduction Fire hydrants on the aft mooring deck are supplied from the deck fire main via
Starboard isolating valve aft of cargo manifold FF12 the accommodation fire fighting water supply line.
The fire hydrant system is maintained under pressure by the fire jockey pump Starboard isolating valve fwd of cargo manifold FF17
(see section 5.3.1 Engine Room Fire Main System). The fire main supplies Starboard isolating valve between No.1 and No.2 cargo tanks FF18 The Accommodation Block
hydrants in the engine room and on deck. The fire jockey pump has sufficient
capacity to maintain the pressure when only one hydrant is open but if more Starboard isolating valve at fwd cargo tank FF01
Fire hydrants on the port and starboard sides of the accommodation block are
than one hydrant is open the fire fighting pump must be started. The fire Forward ring main isolating valve FF35 supplied with water from the fire main and are used as required.
fighting pump and the fire jockey pump both take suction from the sea water
crossover main. (Note: All hydrant valves should be opened at frequent intervals in order to
c) Start the fire jockey pump and pressurise the deck fire main. ensure that they will be free should they be required in an emergency.
(Author`s Note: Check if the fire fighting pump has an automatic start when Hydrant valves at the ends of the port and starboard sections of Use of all deck valves should take place at least once every two
the fire main pressure falls below a preset value.) the fire main should be cracked open in order to eliminate air months and this can be achieved during fire drills and normal deck
from the system. washing procedures.)
The deck and accommodation fire main system comprises the fire hydrants at
the accommodation block and the fire hydrants on the fire main which runs d) The deck fire main is now pressurised and the fire jockey pump
around the main deck. Fire hydrants in the after deck areas and the funnel will maintain pressure in the system. If the fire main pressure Cargo Manifold Water Curtains
uptake block are supplied from the fire main system to the accommodation. falls below a preset value due to the opening of a number of fire
hydrants the main fire pump will start automatically. The port and starboard cargo manifold water curtains are supplied with water
Hydrant valves are normally kept closed but isolating valves on sections of the from the fire main. Each water curtain is supplied by means of a manually
deck fire ring main are kept in the open position at all times except when there (Author`s Note: Check the above statement and delete if the main fire pump is operated valve, FF22 for the port manifold curtain and FF21 for the starboard
is a need to isolate a section of the deck fire main for any reason. Because the not operated on automatic start.) manifold curtain.
deck fire main is a ring main all hydrants can be supplied with water except
those located between any pair of closed isolating valves. The water curtain valves from the fire main are operated as required but the
fire main must be pressurised as described above.

F T N AV I E R A
Illustration 5.4.1b Accommodation Fire Main System
B Deck C Deck
Main A Deck
Deck
D Deck E Deck Navigation Deck
PI

F T N AV I E R A
Hose Boxes
Hose boxes are located close to each fire hydrant. The hose box contains a fire
hose with nozzle and standard fixture to the fire hydrant. Hoses and nozzles
must be stored correctly after use.

F T N AV I E R A
Illustration 5.4.2a Water Spray System
Key
TYPICAL SECTION To No.1 Group for Sea Water

Accommodation
Cargo Machinery
Room
Nozzles for
SP551F SP552F
Cargo Domes
Cargo Manifold
(Port and Starboard)
SP608F
Passage
Passage Way
Way For Cargo
For Cargo Manifold Machinery Room
For Cargo Domes

From Water Spray
For Cargo Manifold Pump in Engine Room
See Illustration 5.3.1a
SP04
SP10 Manifolds
SP05 SP09 PI
4001
SP07 SP13 SP16 SP18

SP20
SP19 SP06 SP08 SP14 SP15 SP17
S SP01 S SP03 Liquid Gas Liquid Gas Liquid Gas Liquid Gas
Lifeboat Area Engine Casing
Dome Dome Dome Dome Dome Dome Dome Dome
S SP02
PI
4000
From Engine Room

See Illustration 5.3.1a Accommodation
Cargo Machinery
Room
SP11 Manifolds
SP12

F T N AV I E R A
5.4.2 DECK WATER SPRAY SYSTEM Nine spray nozzles are fitted at the navigation bridge roof, nine at the upper Position Description Valve
accommodation front manifold and eight at the lower accommodation front
Open Port manifold isolating valve SP09
Spraying Water Pump manifold. An isolating valve is fitted in the water supply line to the bridge and
accommodation front. Open Starboard manifold isolating valve SP11
Maker:
No. of Sets: 1 Open No.1 cargo tank isolating valve SP18
The lifeboat and embarkation area are protected by six spray nozzles, three
Type: Centrifugal, self-priming each side of the lifeboat. An isolating valve is fitted in the water supply line Open No.2 cargo tank isolating valve SP16
Model: to the lifeboat. Open No.3 cargo tank isolating valve SP13
Capacity: 510m3/h at 10 bar Open No.4 cargo tank isolating valve SP07
All line isolating valves should normally be left open in order that all parts
Motor:
of the deck system may be protected by the water spray should that be Open Spraying pump suction valve CS44
necessary.
Open Spraying pump discharge valve CS43
Introduction At each spray system branch a fire hydrant is fitted and this may be fitted Closed Spraying pump cross connection valve to fire main CS45
with a hose as required or may be opened in order to vent air from the branch.
A deck water spraying system is fitted in order to provide a water spray at
Hydrant valves and isolating valves must be operated every two months in
certain locations in the event of a cargo gas fire. The water spraying pump (Note: All hydrant valves on the spray manifolds must be closed.)
order to ensure that they are in good working order.
supplies sea water to the spray nozzles fitted at the protected locations.
b) At the control panel ensure that power is available and that the
The spraying water pump is located in the engine room and the water supply
Areas protected by the water spray system are: control panel is activated with no faults indicated.
from this is discharged to the distribution manifold from where three branches
supply water to the protected areas. These branch pipes are each fitted with a
c) Start the spraying pump at the control panel and ensure that
• Port and starboard cargo loading/discharge manifolds remotely operated solenoid valve allowing water to be directed to the area(s)
there is water pressure in the water spray supply line.
in greatest need as required.
• Gas dome and liquid dome for each cargo tank
• Cargo machinery room d) Open remotely operated valves SP01, SP02 and SP03 as required
Valve SP01 supplies the lifeboat, bridge front and cargo machinery room.
in order to supply spray water to the areas to be protected.
• Navigation bridge roof Valve SP02 supplies the cargo manifolds.
Valve SP03 supplies the cargo tank gas domes and liquid domes.
• Accommodation front e) Check that there is a continuous water spray at the areas to be
protected.
• Lifeboat embarkation area and fall The system has one control cabinet and two control panels. (Insert details of
the locations)
Floodjet flat pattern type spray nozzles are used for the navigation bridge roof, Procedure for Stopping the Deck Water Spray System
accommodation front and cargo machinery room. All other areas are fitted with Procedure for Operating the Deck Water Spray System When there is no longer a need for the deck water spray the system may be shut
fulljet solid cone pattern spray nozzles. down by stopping the spraying water pump and closing the remotely operated
The deck water spray system must be maintained in a ‘ready’ condition so that
valves. If the need for water spray at one particular area ends but spray is still
The cargo loading/discharge manifolds each have two spray branches, that for it is available for operation at all times. The spraying pump will be stopped but
required at other locations the remotely operated valve for the area no longer
the main manifold is fitted with six nozzles and that for the manifold valves the suction and discharge valves will be open ready for pump operation.
requiring a spray may be closed.
has four nozzles. A single isolating valve is fitted in the water supply line to
both spray branches for each manifold. a) Set the valves as in the following table.
(Author`s Note: The author does not have a copy of the system manual and
so the procedure descriptions above are basic. Details to be inserted when the
Gas domes are protected by three spray nozzles and liquid domes by six spray Position Description Valve manual is available or on board the vessel during verification.)
nozzles. A single isolating valve is fitted in the water supply pipe to the gas Operational Lifeboat, bridge front and cargo machinery room
dome and liquid dome sprays for each tank. remotely operated valve SP01
The cargo machinery room has water spray nozzles along the forward, aft and Operational Cargo manifold remotely operated valve SP02
inboard bulkheads; there are six spray nozzles on each of the forward and aft Operational Cargo tank remotely operated valve SP03
bulkheads and eight on the inboard bulkhead. A single isolating valve is fitted
in the water supply line. Open Lifeboat isolating valve SP20
Open Bridge front isolating valve SP04
Open Cargo machinery room isolating valve SP05

F T N AV I E R A
5.4.3 EMERGENCY FIRE PUMP SYSTEM
Emergency Fire Pump

No. of sets: 1
Model: CAC200-25 V48 AAN with PMB priming system
Type: Centrifugal; electric motor driven
Capacity: 285 m3/h at 100 mth
The emergency fire pump is located in the bow thruster and emergency fire
pump room. The pump is fed from the emergency switchboard 440V feeder
panel via breaker number 8E.
The pump is of the centrifugal type with a Eureka priming system type PMB
which ensures that the pump primes immediately it is brought into service. The
priming system operates automatically when the pump is started and makes
use of solenoid valves and an air ejector unit. The suction valve FF20 opens
automatically when the IAS receives a running signal from the pump. The
suction valve is closed manually and will give an alarm on the IAS screen.
Starting and stopping of the pump can take place from four locations;
• Locally at the pump
• From the 21800mm deck at the top of the compartment in which
the pump is located; the starter panel contains an isolation
switch and ammeter load indicator
• In the ship’s control centre
• The bridge
(Author’s Note: The emergency fire pump manual gives no details of starting and
stopping locations but the above are typical for such an installation: these must be
checked on board and amended as required.)
The emergency fire pump draws water from an independent sea water chest
located within the bow thruster room. The emergency fire pump sea chest
suction valve FF20 is actuated remotely; a suction valve FF37 is located before
the suction strainer. These valves are normally locked open. A non-return
valve FF39 is fitted in the discharge line, this discharge valve is normally
locked open. The pump and suction valves should be operated and lubricated
weekly.

5.5 Quick-Closing Valves and Fire Dampers Equipment
Illustrations
5.5.5a Quick-Closing Valves and Fire Dampers System

F T N AV I E R A
Illustration 5.5a Quick-Closing Valves System
Marine Marine Marine Gas Oil Marine Gas Oil

Diesel Oil Diesel Oil Storage Tank Daily Tank
Daily Tank Storage Tank (Port) (Port)
DO04 DO03 DO08 DO05 DO06 DO07
To Diesel To Diesel Oil To Boiler To Diesel Oil To Gas Oil To IG

Generator Transfer Burner Transfer Transfer Burner
Pump Pump Pump
Quick-Closing Valves Control Panel

(Fire Control Station)
Heavy Heavy
Gas Oil PI PI PAL
Fuel Oil Fuel Oil 4007 4008 5007
Service Tank
Heavy Bunker Tank Service Tank
to Incinerator From Control
Fuel Oil (Starboard) (Starboard) Control Levers
Overflow Tank Air Receiver
(Starboard) E
E1
DO10 FO21 FO15 FO18 FO19
E2 Air Air
Gas Oil To HFO To HFO To HFO To Bottle Bottle
to Bunker Transfer Transfer Boilers E3
Incinerator Tank Pumps Pumps
Starboard
E4
IMO Heavy Heavy

Heavy Fuel Oil Fuel Oil Fuel Oil
Tank Bunker Tank Heavy Service Tank
(Port) Fuel Oil (Port)
Overflow Tank
(Port)
FO12 FO13 FO14 FO20 FO16 FO17
To To HFO To HFO To HFO To HFO To

Boilers Transfer Transfer Bunker Transfer Boilers
Pumps Pumps Tank Port Pumps
Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil
for Storage Tank Renovating Tank Storage Tank Gravity Tank
Deck Machniery for Diesel
Generator
CS5
LO?? LO02 LO01 LO14 LO??
Interconnection Valve for
Fire Fighting/Sea Water Service
To LO To LO To Diesel To Main on Sea Water Crossover Main
Transfer Transfer Generator Turbine
Pump/Purifier Pump/Purifier Sump

F T N AV I E R A
5.5 QUICK-CLOSING VALVES AND FIRE DAMPERS Tank Valve Fire Dampers
Group E2
Introduction List of fire dampers and locations required together with method of operation
MGO service tank to incinerator DO10
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
could flow to feed a fire, are equipped with air operated quick-closing valves, HFO overflow tank starboard to starboard HFO bunker tank FO21
which are controlled from the fire control station. They are supplied from a pair HFO bunker tank starboard to HFO transfer pump FO15
of air receivers situated in the quick-closing valve control box, also located in
HFO service tank starboard to HFO transfer pump FO18
the fire control station. The reservoir is supplied, at a pressure of 9.0kg/cm2,
directly from the control air receiver. The inlet valve to the quick-closing valve HFO service tank starboard to boiler burner unit FO19
air receivers is locked open.
Group E3
The quick-closing valve air receivers are fitted with a low pressure alarm
transmitter. The tanks are grouped into five systems, with one three-way cock HFO bunker tank port to HFO transfer pump FO14
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 HFO service tank port to boiler burner unit FO17
to pistons, which collapse the bridge of each valve in that group, thus causing HFO service tank port to HFO transfer pump FO16
the valve to close.
IMO (IFO?) fuel oil tank to HFO transfer pump FO13
The valves are reset by venting the air supply and operating the valve hand IMO (IFO?) fuel oil tank to boiler burner unit FO12
wheel in a closed direction to reset the bridge mechanism and then opening the
HFO overflow tank port to port HFO bunker tank FO20
valve in the normal way.
The emergency generator diesel oil tank quick-closing valve is operated by a Group E4
directly connected wire from outside the emergency generator room.
LO storage tank to LO transfer pumps and purifiers LO02
Oil Tank Quick-Closing Valves LO renovating tank to LO transfer pumps and purifiers LO01
LO storage tank for diesel generator sump LO14
CAUTION
Some tanks such as lubricating oil daily use tanks do not have quick- LO gravity tank for main turbine LO???
closing apparatus fitted. This is because they are normally closed and only Interconnecting fire fighting and SW cooling services CS5
opened for short periods when required. It is important to ensure that
Deck machinery oil tank LO???
these are always closed when not in use.
The sea water crossover line in the engine room which connects the low sea
Tank Valve
chests is fitted with a pneumatically operated fire fighting/sea water service
Group E interconnecting valve, CS5. The purpose of this valve is to ensure that in the
event of the fire fighting, fire fighting/bilge, or spray pumps being required
MDO daily service tank to diesel generator DO04 for fire fighting duty, the interconnecting valve can be shut to ensure that the
flow to these pumps will not be affected by the demand from the main sea
water circulation pumps. In normal sea mode, valve CS5 is kept closed. If the
Group E1
starboard low sea suction chest is being used to supply the main circulating and
MDO daily service tank to boiler burner for cold start DO08 sea water service pumps, and it then becomes necessary to quickly isolate the
starboard auxiliary sea water line to supply the fire and spray pumps, then it is
MDO daily service tank to diesel oil transfer pump DO03
very important that valve CS5 is not closed until either the port low sea suction
MDO storage tank to diesel oil transfer pump DO05 or high sea suctions are put in line.
MGO storage tank to gas oil transfer pump DO06
It is normal good working practice to ensure that a sea chest which is isolated
MGO daily service tank to IG burner DO07 is fully primed but left in an isolated condition.

F T N AV I E R A
VENTILATION DAMPERS AND EMERGENCY STOPS
Ventilation dampers are installed at various locations in order to shut off the
flow of air which would feed a fire in a particular compartment. The dampers
are to be closed in the event of a fire and ventilation fans shut off. In the event
of a fire in a space where CO2 is used ventilation is automatically shut off when
the system is initiated.
Ventilation systems in the engine room and accommodation spaces are also
provided with fan stops and fire dampers. Fans and ventilation systems may
be stopped locally or remotely as required depending upon the nature of the
incident. The shutting off of engine room ventilation fans automatically shuts
the ventilation dampers.
In the fire control station there is an emergency shutdown panel which contains
stops for fans and ventilation systems throughout the ship, together with stops
for machinery which might aggravate a fire situation. Ventilation systems
are grouped in order to allow any particular part of the ship to be isolated
quickly.
Within the accommodation fire doors provide protection and these must be
closed in the event of a fire. The doors are of the self-closing type and are kept
open by means of magnetic catches which are released in the event of a fire.
Insert details of the ventilation damper and emergency stops when available

5.6 Engine Room Lifesaving Equipment
Illustrations
5.6a Lifesaving Equipment and Escape Routes - Main Deck, Bosun’s Store and Bow Thruster Room
5.6b Lifesaving Equipment and Escape Routes - Engine Room 21800mm Deck
5.6c Lifesaving Equipment and Escape Routes - Engine Room 2nd Flat
5.6d Lifesaving Equipment and Escape Routes - Engine Room 1st Flat
5.6e Lifesaving Equipment and Escape Routes - Engine Room Floor and Turbine Mezzanine Deck
5.6f Lifesaving Equipment and Escape Routes - 29600mm Deck

F T N AV I E R A
Illustration 5.6a Lifesaving Equipment and Escape Routes - Main Deck, Bosun's Store and Bow Thruster Room
CO2 & Foam Heavy Fuel
Room Oil Service Tank
Upper Deck Main Deck

Deck Store
Chemical Products
Store
Bow Thruster
Distilled Cargo Auxiliaries Room Room
Water Tank
Trunk Deck Trunk Deck
Overflow Tank No.3 Tank No.2 Tank No.1 Tank Bosun's Store
No.4 Tank
Steering Heavy Fuel Oil
Gear Bunker Tank
Fuel Oil Tank
No.4 Water Ballast Tank
After Peak (Port & Starboard) Fore Peak
Water Ballast
No.4 Double Bottom Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Forward Deep
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) Tank
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310
Stern Tube Stern Tube Lubricating Dirty Oil Lower Sea
Cooling Water Oil Tank Oil Sump Tank Tank Chest
Bilge Holding Tank
Key
Primary Escape Route Life Jacket Immersion Suit Rescue Boat 6 Persons Manual Pilot Ladder
Lifebuoy Locker for Life Jackets Protective Clothing Lifeboat 40 Persons Bell
Lifebuoy With Line (30m) Inflatable Liferaft Safety Equipment Rocket Trigger Support Gong
Lifebuoy with Self-Igniting Light Embarkation Ladder Emergency Escape Breathing Device Ship's Whistle
x4 x2 x7 x6
No.5 Dry No.2 Dry No.1 Dry
Cofferdam No.4 Dry Cofferdam No.3 Dry Cofferdam Cofferdam Cofferdam
300
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 310
Cargo Auxiliaries Room
Emergency Generator
Room x4 x4

F T N AV I E R A
Illustration 5.6b Lifesaving Equipment and Escape Routes - Engine Room 21800mm Deck
Overflow Tank
Inert Gas Inert Gas
Blower Blower
Generator Room
Spare Air Blower
for Air Blower
Pipe Duct
N2 Receiver Water Analysis Unit
Steering Gear
Air Exhaust
Electric Electric
Accomodation Workshop Store Key
Units
Primary Escape Route
Boiler Forced Draught Fan General Service
Air Receiver
Boiler Lifebuoy with
Control Air Self-Igniting Light
Compressor
Control Air
Lift
Receiver
Lifebuoy With Line (30m)
Engine Control
Gas Room Compressor
Compactor
Life Jacket
Garbage Storage
Incinerator Room Area
Emergency Escape
Breathing Device
Main
Boiler
Boiler Forced Draught Fan Incinerator Incinerator GO Secondary Escape Route

Refrigerated Tank
Provisions
Plant x4
x3 Emergency Exit
Rope Hatch
CO2 Room
Pipe Duct
Oxygen Bottle Room
Overflow Tank Engine Control Room Console

Foam Room
Store

F T N AV I E R A
Illustration 5.6c Lifesaving Equipment and Escape Routes - Engine Room 2nd Flat
Inert Gas

Fresh Water 3 3
649.3m 1543.5m
Tank
3
258.6m
Fresh Water
Tank
3
279.4m
440V Switchboard
Sanitary
Hot Water Unit
Steriliser
Store Area
Sanitary
Unit
3.3KV Switchboard
440V Switchboards
Boiler Air 440/220 Transformer

Tank 3
Heater
3 58.8m
335.2m
Deck Machinery Lift
58.6m
3 Transformer
Steering Gear
Hydraulic Unit
with Oil Tank
Diesel
Oil Pump
MDO Daily Tank
3 Seal
Boiler Air
Heater 440/220 Transformer

Lifeboat Winch
3.3KV Switchboard
Store
Main Boiler
Tank Tank
3 3
279.4m 106.9m
Washbasin
Rope Store Area
3
Tank 34m LO Tanks
3 HFO Bunker
Tank 3
Key 222.5m
3
Tools Panel Grinding Machine
Primary Escape Route Pipe Bending
Tank
Machine 3
184.9m
Lathe
Secondary Escape Route
Emergency Exit Welding Area Sawing Machine


F T N AV I E R A
Illustration 5.6d Lifesaving Equipment and Escape Routes - Engine Room 1st Flat
Key
Sewage Plant

Sewage Transfer HFO HFO Bunker
Pumps Tank Tank
649.9m 3 1543.3m3

Tank for Tank for
Emergency Exit
Electric Feed Pump
Low Pressure Heater
Main
Boiler
Turbine Generators
Escape Trunk
Diesel Generator
ԏ Water Heating Unit
Auxiliary Feed Water Pump Diesel Generator
Oil Filter
Cooling Unit


Diesel Generator
DO Separator Unit
with Sludge Tank
LO LO HFO Service
45.1m 3 73.3m 3 1757.8m3
HFO Service
184.9m3
Boiler Burner
FO Unit

F T N AV I E R A
Illustration 5.6e Lifesaving Equipment and Escape Routes - Engine Room Floor and Turbine Mezzanine Deck
HFO Bunker Tank

Engine Room Floor Turbine Mezzanine Deck
1543.5m3
Sea Water Pump
Tank Bilge Pump
Pumps Pump Pump
Lower Sea Chest
Jockey Pump
FO - DO Transfer L.P. Cargo Spraying Water Pump

Pump Turbine
Bilge Well
Fire / Bilge Pump
LO Cooler Tank Pump
Filter Ballast Pump
Tail Shaft Idle
Condensate
Pump

Pumps
Ballast Eductor
Ballast Pump
Oily Water Tank
Dirty Oil Tank
Ballast Eductor
Ballast Pump
Stern Tube Oil Tank
LO

Pump Pumps Pumps

Bilge Pump Pumps

HFO Bunker Tank
Key
1757.8m3
Emergency Exit

F T N AV I E R A
Illustration 5.6f Lifesaving Equipment and Escape Routes - 29600mm Deck
Level 29,600mm
Cargo
Low Temperature
Fresh Water
Deaerator Tank Expansion Tank
Deaeator Tank
Key
Lifeboat x40
SART
Emergency
Switchboard
Emergency
Tank
DO Storage Lifeboat 40 Persons
Tank
Life Jacket

Muster Point
Locker for Life Jackets

LNGC - Inigo Tapias - Machinery Systems Manual PDF

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What are the main systems described in the document?

What are the main systems described in the document?

What equipment is located on each deck level?

What equipment is located on each deck level?

F T N AV I E R A

F. TAPIAS GAS-III Inigo Tapias Machinery Systems Operating Manual

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3.1.1 Engine Control Room Overview

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This manual is provided with a system of issue and update control.

• Sections are removed from circulation when obsolete.

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H Hydraulic Valve Observation Glass Positive Displacement

Screw Down Non-Return H Rotary (Gear, Screw, Mono) Exhaust Steam

P Sounding Head With Not Connected

Diaphragm Operated Sounding Head With Sounding Mouth

Diaphragm Operated Spectacle Flange

Self-Closing Valve Conical Strainer Spool Piece

Emergency Shut-off Valve Y-Type Strainer Tank Penetration Foam System

Steam Trap With Strainer Refrigerant Gas

Filter Regulating Valve Refrigerant Liquid

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LM Limit switch Variable resistor Circuit Breaker

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Prime Mover and Control Device Emergency Fire Pump

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1.0 Location Plans

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation (Raising Steam)

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 Change Main Plant from Full Away to Manoeuvring Condition

1.6 To Secure Main Plant at Finished With Engines

1.7 To Secure Main Plant for Dry Dock

1.0b Engine Room Arrangement - 1st Flat Plan

1.0c Engine Room Arrangement - 2nd Flat Plan

1.0d Engine Room Arrangement - 21800mm Deck Plan

1.0e Engine Room Arrangement - 25400mm Deck Plan

1.0f Engine Room Arrangement - Engine Casing Deck Plan

1.0g Engine Room Arrangement - Elevation Plan

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HFO Bunker Tank

FO - DO Transfer L.P. Sea Water Spray Water Pump

Condensate Ballast Pump

Bilge Well Ballast Pump

Sludge LO Purifier Auxiliary LO Lower Sea Chest

H.P. Oily Water Manoeuvring Bilge Well

HFO Bunker Tank

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