Crude Oil Carrier ALBA - IMO 9297345 - Machinery Operating Manual
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seawolf50Crude Oil Carrier ALBA - IMO 9297345 - Machinery Operating Manual
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seawolf50Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
List of Contents: 2.1.2d Engine Control Room Telegraph Unit 2.4.3a Evaporator
2.1.3a Main Engine Safety System 2.4.4a Marine Growth Prevention System Arrangement
Issue and Updates 2.1.3b DPS2100 Safety Control Panel
Mechanical Symbols and Colour Scheme 2.1.4a Digital Governor System
2.5 Fresh Water Cooling Systems
2.1.4b Governor Control Panel
Electrical and Instrumentation Symbols 2.5.1 Main Engine Jacket Cooling Fresh Water System
2.5.2 Central Fresh Water Cooling Systems
Introduction 2.2 Boilers and Steam Systems
Illustrations
2.2.1 General Description
2.2.2 Boiler Control Systems 2.5.1a Main Engine Jacket Cooling Water System
Principal Machinery Particulars
2.2.3 Sootblowers 2.5.2a Central Fresh Water Cooling System
Illustrations 2.2.4 Medium Pressure Steam System
1a Location Plan of Engine Room Double Bottom and Floor Plates 2.2.5 Low Pressure Steam System 2.6 Fuel Oil and Diesel Oil Service Systems
1b Location Plan of Engine Room 4th Deck 2.2.6 Economiser
2.6.1 Main Engine Fuel Oil Service System
1c Location Plan of Engine Room 3rd Deck Illustrations 2.6.2 Generator Engine Fuel Oil Service System
1d Location Plan of Engine Room 2nd Deck
2.2.1a Auxiliary Boiler 2.6.3 Auxiliary Boiler Fuel Oil System
1e Location Plan of Engine Room Casing
2.2.1b Auxiliary Boiler Fuel Oil Service System 2.6.4 Incinerator Fuel Oil System
1f Location Plan of Engine Room Elevation
2.2.2a Boiler Local Control Panel 2.6.5 Emergency Generator Fuel Oil System
2.2.3a Economiser Sootblower Control Panel Illustrations
2.2.4a Medium Pressure Steam System
Part 1: Operational Overview 2.2.5a Low Pressure Steam System 2.6.1a Viscosity/Temperature Graph
1.1 To Bring Vessel into Live Condition 2.2.5b 6kg/cm2 Steam System 2.6.1b Main Engine Fuel Oil Service System
1.2 To Prepare Main Plant for Operation 2.6.2a Generator Engine Fuel Oil Service System
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition 2.6.3a Auxiliary Boiler Fuel Oil Service System
2.3 Condensate and Feed Systems 2.6.3b Boiler MGO Pump Local Control Panel
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation 2.3.1 Condensate System 2.6.4a Incinerator Fuel Oil Service System
1.6 To Change from UMS to Manned Operation 2.3.2 Drains Systems 2.6.5a Emergency Generator Fuel System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.3.3 Boiler Feed Water System
1.8 To Secure Main Plant at Finished With Engines 2.3.4 Water Sampling and Treatment System 2.7 Fuel Oil and Diesel Oil Transfer Systems
1.9 To Prepare the Main Plant (COPT) for Discharge Operations 2.3.5 Distilled Water Transfer and Distribution
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations Illustrations 2.7.2 Fuel Oil and Diesel Oil Purifying System
1.11 To Secure Main Plant for Dry Dock
2.3.1a Condensate System Illustrations
2.3.2a Drains System
2.3.3a Boiler Feed Water System 2.7.1a Fuel Oil Filling and Transfer System
Part 2: Main Engine and Auxiliary Systems 2.3.4a Water Sampling and Treatment System 2.7.1b Fuel Oil Transfer System
2.3.5a Distilled Water Transfer and Distribution 2.7.1c Gas Oil Transfer System
2.1 Main Engine 2.7.1d Emergency Generator Gas Oil Transfer System
2.1.1 Main Engine Details 2.7.2a Fuel Oil and Gas Oil Purifying System
2.4 Sea Water Systems 2.7.2b Heavy Oil Purifier Control Panel
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Safety System 2.4.1 Main and Auxiliary Sea Water Systems
2.1.4 Digital Governor 2.4.2 Sea Water General Service System 2.8 Lubricating Oil Systems
2.4.3 Evaporator
Illustrations 2 8.1 Main Engine Lubricating Oil System
2.4.4 Marine Growth Prevention System
2.1.1a Main Engine 2.8.2 Stern Tube Lubricating Oil System
Illustrations 2.8.3 Lubricating Oil Purifying Systems
2.1.2a Main Engine Manoeuvring Control and Safety
System 2.4.1a Main Sea Water Service System 2.8.4 Lubricating Oil Filling and Transfer System
2.1.2b Main Engine Manoeuvring Control - Start System 2.4.2a Sea Water General Service System
2.1.2c Main Engine Emergency Control Unit
Issue: 3 IMO No. 9297345 Front Matter - Page 1 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustrations 2.13 Electrical Systems 2.15 Inert Gas System - Main and Top-Up Generator
2.8.1a Main Engine Lubricating Oil System 2.13.1 Electrical Equipment 2.15.1 System Description
2.8.2a Stern Tube Lubricating Oil System 2.13.2 Main Switchboard and Generator Operation 2.15.2 Operation of the Main System
2.8.3a Lubricating Oil Purifying System 2.13.3 Electrical Distribution 2.15.3 Inert Gas Top-Up Generator (TUG)
2.8.3b Lubricating Oil Purifier Control Panel 2.13.4 Shore Power
Illustrations
2.8.4a Lubricating Oil Filling and Transfer System 2.13.5 Main Alternators
2.13.6 Emergency Alternator 2.15.1a Inert Gas System - Engine Room
2.13.7 Forced and Preferential Tripping and Sequential Restarting 2.15.2a Inert Gas Control Panel - CECR
2.9 Bilge System
2.13.8 Uninterrupted Power Supply (UPS) and Battery Systems 2.15.3a Top-Up Generator Local Control Panel and
2.9.1 Engine Room Bilge System and Bilge Separator 2.13.9 Cathodic Protection System Wheelhouse Inert Gas Indication Panel
2.9.2 Pump Room Bilge System 2.15.3b Calibration Sample Selection Switch
Illustrations
2.9.3 Bosun’s Store and Chain Locker Bilge System
2.13.1a Main Electrical Network
Illustrations
2.13.1b Power Management System Screen Display
2.9.1a Engine Room Bilge System 2.13.2a Generator and Synchronising Panels Part 3: Main Machinery Control
2.9.2a Pump Room Bilge System 2.13.3a Main 440V Distribution 3.1 Main Machinery Control System
2.9.3a Bosun’s Store and Chain Locker Bilge System 2.13.3b Main 440V Group Starter Distribution
3.1.1 Machinery Control and Alarm System Overview
2.13.3c Main 220V Distribution
3.1.2 Operator Stations
2.10 Air Systems 2.13.3d Emergency Switchboard 440V and 220V
3.1.3 Screen Displays
Distribution
2.10.1 Starting Air System 3.1.4 Alarms Handling
2.13.4a Shore Power
2.10.2 General Service Air System 3.1.5 Trending
2.13.5a Main Alternators
2.10.3 Control Air System 3.1.6 Unmanned Service (UMS) to Manned Handover
2.13.6a Emergency Alternator
Illustrations 2.13.7a Preferential Tripping Illustrations
2.13.7b Sequential Restarting 3.1.1a Block Diagram of the Engine Room Alarm
2.10.1a Starting Air System
2.13.9a Impressed Current Cathodic Protection Monitoring System
2.10.2a General Service Air System
2.10.3a Control Air System 3.1.1b Operator Panel/UMS2100 Basic Alarm Panel
2.14 Accommodation Systems 3.1.1c Extension Alarm Panel Accommodation
3.1.2a Group Operator Station Main Menu
2.11 Steering Gear 2.14.1 Domestic Fresh Water System
3.1.3a Group Operator Station Example Screen Display
2.14.2 Domestic Refrigeration System
2.11.1 Steering Gear 3.1.5a Trending Display Example
2.14.3 Accommodation Air Conditioning Plant
Illustrations 2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment 3.2 Engine Control Room and Main Switchboard Room Console and
2.11.1a Steering Gear Flow Lines
2.14.6 Incinerator and Garbage Disposal Panels
2.11.1b Steering Gear Operation Panel
Illustrations Illustrations
2.12 Electrical Power Generators 2.14.1a Domestic Fresh Water System 3.2.1a Engine and Cargo Control Room Layout
2.14.2a Domestic Refrigeration System 3.2.1b Engine Control Console
2.12.1 Diesel Generators
2.14.3a Accommodation Air Conditioning Unit 3.2.1c Arrangement of Main Switchboard Room
2.12.2 Emergency Diesel Generator
2.14.5a Sewage Treatment System
Illustrations 2.14.5b Sewage Treatment Tank
2.12.2a Emergency Generator Control Panel 2.14.6a Incinerator
Issue: 3 IMO No. 9297345 Front Matter - Page 2 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Part 4: Emergency Systems
4.1 Engine Room Fire Hydrant System
4.2 Engine Room Hot Foam Fire Extinguishing System
4.3 Engine Room Local Fire Fighting System
4.4 Quick-Closing Valves, Fire Dampers and Emergency Stops
4.5 CO2 System
Illustrations
4.1a Fire Hydrant System - Engine Room
4.2a Engine Room Hot Foam Fire Extinguishing System
4.2b Hot Foam Discharge Control Panel
4.3a Engine Room Local Fire Fighting System
4.3b Local Fire Fighting Detection Control Panel
4.3c Local Fire Detection Repeater Panel
4.4a Quick-Closing Valves and Fire Dampers
4.5a CO2 System
Part 5: Emergency Procedures
5.1 Flooding in the Engine Room
5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.4 Emergency Fire Pump Operation
5.5 Fire in the Engine Room
5.6 Emergency Power Failure
Illustrations
5.2a Emergency Operation of the Main Engine
5.3a Steering Gear Emergency Valve Positions
5.4a Emergency Fire Pump System
Part 6: Communications
6.1 Common Battery Powered Telephone System
6.2 Automatic Telephone System
6.3 Public Address System
Issue: 3 IMO No. 9297345 Front Matter - Page 3 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel. WMT Technical Office
The Court House
• Each document or update to a document is approved before 15 Glynne Way
issue. Hawarden
Deeside, Flintshire
• A history of updates is maintained. CH5 3NS, UK
• Updates are issued to all registered holders of documents. E-Mail: [email protected]
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages, section number
and page number of the section. In the left hand corner of each footer is the
issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance
refers. Any conflict arising between the information and guidance provided
herein and the professional judgement of such competent officers must be
immediately resolved by reference to BP Technical Operations Office.
Issue: 3 IMO No. 9297345 Front Matter - Page 4 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3
Mechanical Symbols and Colour Scheme Aug 2005 June 2010 Feb 2011 2.2.3 Sootblowers Aug 2005 June 2010 Feb 2011 2.6.4 Incinerator Fuel Oil System Aug 2005 June 2010 Feb 2011
Electrical and Instrumentation Symbols Aug 2005 June 2010 Feb 2011 2.2.4 Medium Pressure Steam System Aug 2005 June 2010 Feb 2011 2.6.5 Emergency Generator Fuel Oil System Aug 2005 June 2010 Feb 2011
Introduction Aug 2005 June 2010 Feb 2011 2.2.5 Low Pressure Steam System Aug 2005 June 2010 Feb 2011 Illustrations
2.2.6 Economiser Aug 2005 June 2010 Feb 2011 2.6a Viscosity/Temperature Graph Aug 2005 June 2010 Feb 2011
Illustrations Illustrations 2.6.1a Main Engine Fuel Oil Service System Aug 2005 June 2010 Feb 2011
Location Plan of Engine Room Double Bottom and 2.2.1a Auxiliary Boiler Aug 2005 June 2010 Feb 2011 2.6.2a Generator Engine Fuel Oil Service System Aug 2005 June 2010 Feb 2011
1a Aug 2005 June 2010 Feb 2011
Floor Plates
2.2.2a Boiler Local Control Panel Aug 2005 June 2010 Feb 2011 2.6.3a Auxiliary Boiler Fuel Oil Service System Aug 2005 June 2010 Feb 2011
1b Location Plan of Engine Room 4th Deck Aug 2005 June 2010 Feb 2011
2.2.3a Economiser Sootblower Control Panel Aug 2005 June 2010 Feb 2011 2.6.4a Incinerator Fuel Oil Service System Aug 2005 June 2010 Feb 2011
1c Location Plan of Engine Room 3rd Deck Aug 2005 June 2010 Feb 2011
2.2.4a Medium Pressure Steam System Aug 2005 June 2010 Feb 2011 2.6.5a Emergency Generator Fuel System Aug 2005 June 2010 Feb 2011
1d Location Plan of Engine Room 2nd Deck Aug 2005 June 2010 Feb 2011 Text
2.2.5a Low Pressure Steam System Aug 2005 June 2010 Feb 2011
1e Location Plan of Engine Room Casing Aug 2005 June 2010 Feb 2011 2.7 Fuel Oil and Diesel Oil Transfer Systems Aug 2005 June 2010 Feb 2011
2.2.5b 6kg/cm² Steam System Aug 2005 June 2010 Feb 2011
1f Location Plan of Engine Room Elevation Aug 2005 June 2010 Feb 2011 Text Fuel Oil and Diesel Oil Bunkering and Transfer
2.7.1 Aug 2005 June 2010 Feb 2011
Text System
2.3 Condensate and Feed Systems Aug 2005 Feb 2011
1.1 To Bring Vessel into Live Condition Aug 2005 June 2010 Feb 2011 2.3.1 Condensate System Aug 2005 Feb 2011 2.7.2 Fuel Oil and Diesel Oil Purifying System Aug 2005 June 2010 Feb 2011
1.2 To Prepare Main Plant for Operation Aug 2005 June 2010 Feb 2011 Illustrations
2.3.2 Drains Systems Aug 2005 Feb 2011
To Prepare Main Plant for Manoeuvring from ‘In 2.7.1a Fuel Oil Filling and Transfer System Aug 2005 June 2010 Feb 2011
1.3 Aug 2005 June 2010 Feb 2011 2.3.3 Boiler Feed Water System Aug 2005 Feb 2011
Port’ Condition 2.7.1b Fuel Oil Transfer System Aug 2005 June 2010 Feb 2011
2.3.4 Water Sampling and Treatment System Aug 2005 Feb 2011
To Change Main Plant from Manoeuvring to Full 2.7.1c Diesel Oil Transfer System Aug 2005 June 2010 Feb 2011
1.4 Aug 2005 June 2010 Feb 2011 2.3.5 Distilled Water Transfer and Distribution Aug 2005 Feb 2011
Away
Illustrations 2.7.1d Emergency Generator Diesel Oil Transfer System Aug 2005 June 2010 Feb 2011
1.5 To Prepare for UMS Operation Aug 2005 June 2010 Feb 2011
2.3.1a Condensate System Aug 2005 Feb 2011 2.7.2a Fuel Oil and Diesel Oil Purifying System Aug 2005 June 2010 Feb 2011
1.6 To Change from UMS to Manned Operation Aug 2005 June 2010 Feb 2011
2.3.2a Drains System Aug 2005 Feb 2011 2.7.2b Heavy Oil Purifier Control Panel Aug 2005 June 2010 Feb 2011
To Change Main Plant from Full Away to
1.7 Aug 2005 June 2010 Feb 2011 Text
Manoeuvring Condition 2.3.3a Boiler Feed Water System Aug 2005 Feb 2011
1.8 To Secure Main Plant at Finished With Engines Aug 2005 June 2010 Feb 2011 2.8 Lubricating Oil Systems Aug 2005
2.3.4a Water Sampling and Treatment System Aug 2005 Feb 2011
To Prepare the Main Plant (COPT) for Discharge 2 8.1 Main Engine Lubricating Oil System Aug 2005
1.9 Aug 2005 June 2010 Feb 2011 2.3.5a Distilled Water Transfer and Distribution Aug 2005 Feb 2011
Operations 2.8.2 Stern Tube Lubricating Oil System Aug 2005
Text
To Shut Down the Main Plant (COPT) After 2.8.3 Lubricating Oil Purifying Systems Aug 2005
1.10 Aug 2005 June 2010 Feb 2011 2.4 Sea Water Systems Aug 2005
Discharge Operations
2.4.1 Main and Auxiliary Sea Water Systems Aug 2005 2.8.4 Lubricating Oil Filling and Transfer System Aug 2005
1.11 To Secure Main Plant for Dry Dock Aug 2005 June 2010 Feb 2011
Illustrations
2.1 Main Engine Aug 2005 June 2010 2.4.2 Sea Water General Service System Aug 2005
2.8.1a Main Engine Lubricating Oil System Aug 2005
2.1.1 Main Engine Details Aug 2005 June 2010 2.4.3 Evaporator Aug 2005
2.8.2a Stern Tube Lubricating Oil System Aug 2005
2.1.2 Main Engine Manoeuvring Control Aug 2005 June 2010 2.4.4 Marine Growth Prevention System Aug 2005
Illustrations 2.8.3a Lubricating Oil Purifying System Aug 2005
2.1.3 Main Engine Safety System Aug 2005 June 2010
2.4.1a Main Sea Water Service System Aug 2005 2.8.3b Lubricating Oil Purifier Control Panel Aug 2005
2.1.4 Digital Governor Aug 2005 June 2010
2.4.2a Sea Water General Service System Aug 2005 2.8.4a Lubricating Oil Filling and Transfer System Aug 2005
Illustrations
Text
2.1.1a Main Engine Aug 2005 2.4.3a Evaporator Aug 2005
2.9 Bilge System Aug 2005
Main Engine Manoeuvring Control and Safety 2.4.4a Marine Growth Prevention System Arrangement Aug 2005
2.1.2a Aug 2005 2.9.1 Engine Room Bilge System and Bilge Separator Aug 2005
System Text
2.1.2b Main Engine Manoeuvring Control - Start System Aug 2005 2.5 Fresh Water Cooling Systems Aug 2005 June 2010 2.9.2 Pump Room Bilge System Aug 2005
2.1.2c Main Engine Emergency Control Unit Aug 2005 2.5.1 Main Engine Jacket Cooling Fresh Water System Aug 2005 June 2010 2.9.3 Bosun’s Store and Chain Locker Bilge System Aug 2005
2.1.2d Engine Control Room Telegraph Unit Aug 2005 Illustrations
2.5.2 Central Fresh Water Cooling Systems Aug 2005 June 2010
2.1.3a Main Engine Safety System Aug 2005 Illustrations 2.9.1a Engine Room Bilge System Aug 2005
2.1.3b DPS2100 Safety Control Panel Aug 2005 2.5.1a Main Engine Jacket Cooling Water System Aug 2005 June 2010 2.9.2a Pump Room Bilge System Aug 2005
2.1.4a Digital Governor System Aug 2005 2.5.2a Central Fresh Water Cooling System Aug 2005 June 2010 2.9.3a Bosun’s Store and Chain Locker Bilge System Aug 2005
Text Text
2.1.4b Governor Control Panel Aug 2005
Text 2.6 Fuel Oil and Diesel Oil Service Systems Aug 2005 June 2010 Feb 2011 2.10 Air Systems Aug 2005
2.2 Boilers and Steam Systems Aug 2005 June 2010 Feb 2011 2.6.1 Main Engine Fuel Oil Service System Aug 2005 June 2010 Feb 2011 2.10.1 Starting Air System Aug 2005
2.2.1 General Description Aug 2005 June 2010 Feb 2011 2.6.2 Generator Engine Fuel Oil Service System Aug 2005 June 2010 Feb 2011 2.10.2 General Service Air System Aug 2005
2.2.2 Boiler Control Systems Aug 2005 June 2010 Feb 2011 2.6.3 Auxiliary Boiler Fuel Oil System Aug 2005 June 2010 Feb 2011 2.10.3 Control Air System Aug 2005
Issue: 3 IMO No. 9297345 Front Matter - Page 5 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3 Item Issue Issue 2 Issue 3
Illustrations 2.14.3 Accommodation Air Conditioning Plant Aug 2005 4.3 Engine Room Local Fire Fighting System Aug 2005
2.10.1a Starting Air System Aug 2005 2.14.4 Miscellaneous Air Conditioning Units Aug 2005 Quick-Closing Valves, Fire Dampers and Emergency
4.4 Aug 2005
2.10.2a General Service Air System Aug 2005 2.14.5 Sewage Treatment Aug 2005 Stops
2.10.3a Control Air System Aug 2005 2.14.6 Incinerator and Garbage Disposal Aug 2005 4.5 CO2 System Aug 2005
Text Illustrations Illustrations
2.11 Steering Gear Aug 2005 2.14.1a Domestic Fresh Water System Aug 2005 4.1a Fire Hydrant System - Engine Room Aug 2005
2.11.1 Steering Gear Aug 2005 2.14.2a Domestic Refrigeration System Aug 2005 4.2a Engine Room Hot Foam Fire Extinguishing System Aug 2005
Illustrations 2.14.3a Accommodation Air Conditioning Unit Aug 2005 4.2b Hot Foam Discharge Control Panel Aug 2005
2.11.1a Steering Gear Flow Lines Aug 2005 2.14.5a Sewage Treatment System Aug 2005 4.3a Engine Room Local Fire Fighting System Aug 2005
2.11.1b Steering Gear Operation Panel Aug 2005 2.14.5b Sewage Treatment Tank Aug 2005 4.3b Local Fire Fighting Detection Control Panel Aug 2005
Text 2.14.6a Incinerator Aug 2005 4.3c Local Fire Detection Repeater Panel Aug 2005
2.12 Electrical Power Generators Aug 2005 Text 4.4a Quick-Closing Valves and Fire Dampers Aug 2005
2.12.1 Diesel Generators Aug 2005 2.15 Inert Gas System - Main and Top-Up Generator Aug 2005 4.5a CO2 System Aug 2005
2.12.2 Emergency Diesel Generator Aug 2005 2.15.1 System Description Aug 2005 Text
Illustrations 2.15.2 Operation of the Main System Aug 2005 5.1 Flooding in the Engine Room Aug 2005
2.12.2a Emergency Generator Control Panel Aug 2005 2.15.3 Inert Gas Top-Up Generator (TUG) Aug 2005 5.2 Emergency Operation of the Main Engine Aug 2005
Text Aug 2005 Illustrations 5.3 Emergency Steering Aug 2005
2.13 Electrical Systems Aug 2005 2.15.1a Inert Gas System - Engine Room Aug 2005 5.4 Emergency Fire Pump Operation Aug 2005
2.13.1 Electrical Equipment Aug 2005 2.15.2a Inert Gas Control Panel - CECR Aug 2005 5.5 Fire in the Engine Room Aug 2005
2.13.2 Main Switchboard and Generator Operation Aug 2005 Top-Up Generator Local Control Panel and 5.6 Emergency Power Failure Aug 2005
2.15.3a Aug 2005
2.13.3 Electrical Distribution Aug 2005 Wheelhouse Inert Gas Indication Panel Illustrations
2.13.4 Shore Power Aug 2005 2.15.3b Calibration Sample Selection Switch Aug 2005 5.2a Emergency Operation of the Main Engine Aug 2005
2.13.5 Main Alternators Aug 2005 Text 5.3a Steering Gear Emergency Valve Positions Aug 2005
2.13.6 Emergency Alternator Aug 2005 3.1 Main Machinery Control System Aug 2005 5.4a Emergency Fire Pump System Aug 2005
Forced and Preferential Tripping and Sequential 3.1.1 Machinery Control and Alarm System Overview Aug 2005 Text
2.13.7 Aug 2005
Restarting 3.1.2 Operator Stations Aug 2005 6.1 Common Battery Powered Telephone System Aug 2005
Uninterrupted Power Supply (UPS) and Battery 3.1.3 Screen Displays Aug 2005 6.2 Automatic Telephone System Aug 2005
2.13.8 Aug 2005
Systems
3.1.4 Alarms Handling Aug 2005 6.3 Public Address System Aug 2005
2.13.9 Cathodic Protection System Aug 2005
3.1.5 Trending Aug 2005
Illustrations
3.1.6 Unmanned Service (UMS) to Manned Handover Aug 2005
2.13.1a Main Electrical Network Aug 2005
Illustrations
2.13.1b Power Management System Screen Display Aug 2005
Block Diagram of the Engine Room Alarm
3.1.1a Aug 2005
2.13.2a Generator and Synchronising Panels Aug 2005 Monitoring System
2.13.3a Main 440V Distribution Aug 2005 3.1.1b Operator Panel/UMS2100 Basic Alarm Panel Aug 2005
2.13.3b Main 440V Group Starter Distribution Aug 2005 3.1.1c Extension Alarm Panel Accommodation Aug 2005
2.13.3c Main 220V Distribution Aug 2005 3.1.2a Group Operator Station Main Menu Aug 2005
Emergency Switchboard 440V and 220V 3.1.3a Group Operator Station Example Screen Display Aug 2005
2.13.3d Aug 2005
Distribution
3.1.5a Trending Display Example Aug 2005
2.13.4a Shore Power Aug 2005 Text
2.13.5a Main Alternators Aug 2005 Engine Control Room and Main Switchboard Room
3.2 Aug 2005
2.13.6a Emergency Alternator Aug 2005 Console and Panels
2.13.7a Preferential Tripping Aug 2005 Illustrations
2.13.7b Sequential Restarting Aug 2005 3.2.1a Engine and Cargo Control Room Layout Aug 2005
2.13.9a Impressed Current Cathodic Protection Aug 2005 3.2.1b Engine Control Console Aug 2005
Text 3.2.1c Arrangement of Main Switchboard Room Aug 2005
2.14 Accommodation Systems Aug 2005 Text
2.14.1 Domestic Fresh Water System Aug 2005 4.1 Engine Room Fire Hydrant System Aug 2005
2.14.2 Domestic Refrigeration System Aug 2005 4.2 Engine Room Hot Foam Fire Extinguishing System Aug 2005
Issue: 3 IMO No. 9297345 Front Matter - Page 6 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Mechanical Symbols and Colour Scheme
Pneumatic Operated Mud Box Overboard Discharge
Stop Valve
(Open/Shut)
Intermediate Position Simplex Strainer Air Horn
Gate Valve
Control
Thermostatic Temperature Duplex Strainer with Cargo Group 1
Butterfly Valve HB Fire Hose Box
Regulating Valve Changeover Cock
Cargo Group 2
Screw Down Non Return M Y-Type Strainer Cargo Group 3
Electric Motor Driven FB Foam Box
Valve
Hydraulic Oil
Lift Check Non Return Steam Trap With Strainer
A Air Motor Driven Accumulator
Valve and Drain Cock Fresh Water
Sounding Head with Sea Water
Not Connected
Swing Check Valve Solenoid Actuator Filling Cap Crossing Pipe
Ballast Water
Hose Valve Cylinder Piston Actuator Hopper Without Cover Connected Crossing Pipe Fire Water System
CO2 Line
Three-Way Valve Spring Vent Pipe T Pipe Air
HT Cooling Water
Self-Closing Valve Vent Pipe with
Weight Flame Screen Blind (Blank) Flange
LT Cooling Water
Flow Meter Spectacle Flange Marine Diesel Oil
Emergency Shut-off Valve Float
( Open, Shut)
Fuel Oil
Safety / Relief Valve Centrifugal Type Pump Observation Glass Orifice Slops
Lubrication Oil
Ball Valve Rotary (Gear, Screw, Deck Stand (Manual) Reducer (Concentric
Mono) Type Pump & Eccentric) Saturated Steam
P1 P2 Exhaust Steam
Pressure Reducing Valve Hand Pump Deck Stand (Hydraulic) Flexible Hose Joint
Condensate
Two-Way Cock (S-Type) Reciprocating Type Pump Manometer Float Valve with Fire Screen Bilges
Electrical Signal
Three-Way Cock Filter Regulating Valve
Eductor (Ejector) Differential Pressure Switch
(L-Type / T-Type) With Strainer
Instrumentation
Refrigerant Liquid
Four-Way Cock Suction Bellmouth Surface Valve Oil / Air Cooler
Refrigerant Gas
Expansion Bend Pipe Filter
Hand Operated Discharge/Drain
Hydraulic Operated Water Line
Rose Box
(Open/Shut)
Issue: 3 IMO No. 9297345 Front Matter - Page 7 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Electrical and Instrumentation Symbols
BK Alarm Blocking Signal
Starter (direct on line) Transformer Overcurrent relay BL Bell DPA Differential Pressure Alarm
DPS Differential Pressure Switch
DTA Deviation Temperature Alarm
GSP
Local group I I/O Cabinet (alarm ESA Emergency Stop Alarm
LD Liquid sensor 110 Central meter
starter panel O monitoring system) FA Flow Alarm
FC Flow Control
I Current to press SIG FFA Flame Failure Alarm
C Control panel Whistle relay box Rectifier equipment
P P converter R B FI Flow Indication
FS Flow Switch
PD P LA Level Alarm
Press to current Group junction box xx
440V distribution board GJB/XX Making contact LC Level Control
I converter (xx = location) Auxiliary
relay LI Level Indication
LD contact LIA Level Alarm/Indication
230V power distribution RMP RPM pick-up Resistor Breaking LS Level Switch
board OA Oil Contents Alarm
PA Pressure Alarm
LD
Lighting distribution board Gauge Variable resistor Making contact PC Pressure Control
L With time PI Pressure Indication
limit in PIA Pressure Alarm/Indication
closing
Intrinsically safe PS Pressure Switch
Air circuit breaker IS Dimmer Breaking
M circuit PSH Pressure Shutdown
PSL Pressure Slowdown
RPM RPM Indication
MCCB 1 phase Power supply unit Diode Making contact
With time SA Salinity Alarm
limit in SI Salinity Indication
opening TA Temperature Alarm
MCCB 3 phase ZBK Zener barrier box Capacitor Breaking TC Temperature Control
TI Temperature Indication
TIA Temperature Alarm/Indication
Battery charger LM Limit switch 10A Fuse Making contact TS Temperature Switch
Flicker VA Viscosity Alarm
relay VI Viscosity Indication
Battery Solenoid valve Fuse Breaking VIA Viscosity Alarm/Indication
XA Relay Contact
ZS Valve Open/Closed Indication
Space heater Voltage reference Pushbutton switch Locally Mounted
VR Disconnection switch
(element type) selector (alternative) XXX
Instrument
Pushbutton switch
DG Diesel generator Receptacle Snap switch
(alternative)
XXX Remotely Mounted
XXXX Instrument
Changeover switch
EG Emergency generator J NWT joint box Pushbutton (start/stop)
(cam switch)
H
XXX Letters outside the circle
WT joint box Indicator lamp Pushbutton XXXX of an instrument symbol
M AC induction motor J ( J ) 2 glands (4 glands) with transformer (start/stop/running)
L indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
Emergency stop
GM Governor motor HS Humidistat RL Indicator lamp is involved
pushbutton box
O = Open
C = Closed
Earth WT Water transducer D-D Relay coil Trip Automatic Trip
Alarm monitoring
Shield wire AMS system
BZ Buzzer
Issue: 3 IMO No. 9297345 Front Matter - Page 8 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Introduction Safe Operation details ship’s systems, providing a technical description, system capacities and
ratings, control and alarm settings and operating details. Part three provides
The safety of the ship depends on the care and attention of all on board. Most similar details for the vessels main machinery and control system. Parts four
General and five describe the emergency systems and procedures and part six describes
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records the communications systems apertaining to the machinery spaces.
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on
through over-familiarity and the following basic rules must be remembered at The valves and fittings identifications used in this manual are the same as those
operating complete systems as installed on board, as distinct from individual
all times. used by the shipbuilder.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
and guide competent ship’s staff, and trainees in the operation of the systems • Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report Illustrations
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices All illustrations that are referred to in the text and are located either in-text
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. where sufficiently small, or above the text, so that both the text and illustration
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be are accessible when the manual is laid open. When text concerning an
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s tested before putting the unit to work. illustration covers several pages the illustration is duplicated above each page
Standing Orders and in no way replaces or supersedes these publications, all of text. Where flows are detailed in an illustration these are shown in colour.
of which take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no A key of all colours and line styles used in an illustration is provided on the
matter how trivial. Small symptoms often appear before a major illustration. Details of colour coding used in the illustrations are given in the
Information relevant to the operation of the British Cygnet has been failure occurs. following colour scheme.
carefully collated in relation to the systems of the vessel and is presented • Never underestimate the fire hazard of petroleum products,
in three on board volumes consisting of BRIDGE SYSTEMS AND whether fuel oil or cargo vapour. Symbols given in the manual adhere to international standards and keys to the
EQUIPMENT OPERATING MANUAL, CARGO OPERATING MANUAL symbols used throughout the manual are given on the following pages.
and MACHINERY OPERATING MANUAL. • Never start a machine remotely from the cargo and engine
control room without checking visually if the machine is able
The vessel is constructed to comply with MARPOL 73/78. These regulations to operate satisfactorily. Notices
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994, 1995, 1998, 2001, and 2003. In the design of equipment, protection devices have been included to ensure The following notices occur throughout this manual:
that, as far as possible, in the event of a fault occurring, whether on the part of
The information, procedures, specifications and illustrations in this manual the equipment or the operator, the equipment concerned will cease to function WARNING
have been compiled by WMT personnel by reference to shipyard drawings and without danger to personnel or damage to the machine. If any of these safety Warnings are given to draw reader’s attention to operation where
manufacturer’s publications that were made available to WMT and believed devices are bypassed, overridden or neglected, then the operation of any DANGER TO LIFE OR LIMB MAY OCCUR.
to be correct at the time of publication. The systems and procedures have been machinery in this condition is potentially dangerous.
verified as far as is practicable in conjunction with competent ship’s staff under CAUTION
operating conditions. Description Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
It is impossible to anticipate every circumstance that might involve a potential The concept of this Machinery Operating Manual is to provide information to
hazard, therefore, warnings and cautions used throughout this manual are technically competent ship’s officers, unfamiliar to the vessel, in a form that is
provided to inform of perceived dangers to ship’s staff or equipment. In many Note: Notes are given to draw reader’s attention to points of interest or to
readily comprehensible, thus aiding their understanding and knowledge of the
cases, the best operating practice can only be learned by experience. supply supplementary information.
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
If any information in these manuals is believed to be inaccurate or incomplete, Safety Notice
the officer must use his professional judgement and other information available The manual consists of a number of parts and sections which describe the
on board to proceed. Any such errors or omissions or modifications to the systems and equipment fitted and their method of operation related to a It has been recorded by International Accident Investigation Commissions that
ship’s installations, set points, equipment or approved deviation from published schematic diagram where applicable. a disproportionate number of deaths and serious injuries that occur on ships
operating procedures, must be reported immediately to the BP Shipping Technical each year during drills involve lifesaving craft. It is therefore essential that
Operations Office, who should inform WMT so that a revised document may be Part one details the machinery commissioning procedures required to bring all officers and crew make themselves fully conversant with the launching,
issued to this ship and in some cases, others of the same class. the vessel into varying states of readiness, from bringing the vessel to a live retrieval and the safe operation of the lifeboats, liferafts and rescue boat.
condition through to securing plant for dry dock. The second part of the manual
Issue: 3 IMO No. 9297345 Front Matter - Page 9 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1a Location Plan of Engine Room Double Bottom and Floor Plates
Turbine Drain Tank and
Transfer Pump
Bilge Primary
Tank
Bilge, Fire
& GS Pumps
Topping Up Inert Gas Generator
Cooling Sea Water Pump
Inert Gas
Scrubber Tower
High Sea Engine Room Bilge Pump
Sea Water High Sea Chest
Chest Pump
Sludge Pump
Separated Bilge Well
Stuffing Box Lubricating
Bilge Oil Tank Oil Drain Tank
Grey Water
Escape Trunk
Tank
(Pump Room)
Main Lubricating Oil
Sump Tank Scavenge Lubricating
Lubricating Oil Fuel Oil Overflow / Oil Drain Tank Fire Line
Drain Tank Drain Tank Pressurising Pump
Bilge Well Oily Water
Separator Deck Water Seal
Main Lubricating Oil Cooling Water Pumps
Pumps
Condensate Pumps
Main Engine
Fresh Water Generator
Ejector Pump
MGPS Anode
Stern Tube Treatment Tank
Aft Seal Tank
Emergency Bilge
Bilge Holding Suction
Tank Stern Tube Stern Tube
Lubricating Oil Lubricating Oil Vacuum Condensate
Drain Tank Anti Pollution Cooling Sea Water
System High / Aft Stern Tube Pump
Low Panel Seal Lubricating Oil
Bilge Well
Supplement Pump
Low Sea Pump Room and Tank
Stern Tube Heavy Fuel Oil
Maintenance Tank Chest Bilge Well
Lubricating Oil Transfer Pump
for Main Engine Pumps and Cooler
Jacket Water
Lubricating Oil
Transfer Pump
Main Engine Diesel Oil
Lubricating Oil Purifier Transfer Pump
Feed Pumps Main Engine Jacket
Fresh Water Transfer
Pump Main Engine Air
Cooler Chemical Clean Main Cooling Sea
Steam Radiator Pump / Tank Water Pumps
Issue: 3 IMO No. 9297345 Front Matter - Page 10 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1b Location Plan of Engine Room 4th Deck
LT cooling Water No.2 Heavy Fuel
Dosing Unit Boiler Feed Oil Storage Tank
Water Pumps (Port)
Fire Main
Accumulator HT Cooling Water
Boiler Water Dosing Unit
Dosing Unit No.1 Heavy Fuel
Safety
Shower Oil Storage Tank
No.7 Water Ballast (Port)
Tank (Port)
Economiser Feed
Water Pumps
Main Engine
Local Control
Escape Trunk
(Pump Room)
No.1
No.1 Drain Separator
No.2 No.2
Coaming Vacuum Condenser
Engine Room No.3
Emergency Escape Trunk Up Air Ejector Condenser
UP
Down UP
No.1
Slop Tanks
No.2
No.3
Void Tank Up Cargo Oil Pump
Turbines
No.1
Up
Down
No.2
Ballast Pumps
LO Bypass Filter
Main Engine Lubricating
Oil Auto Filter with
Sludge Checker
No.1 Heavy Fuel
Main Lubricating Oil Storage Tank
Oil Cooler (Starboard)
No.7 Water Ballast
Tank (Starboard) Low Temperature
Cooling Fresh Water Pumps Central Fresh Steam Radiator
Water Coolers
Issue: 3 IMO No. 9297345 Front Matter - Page 11 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1c Location Plan of Engine Room 3rd Deck Electrical Workshop No.2 Heavy Fuel
No.7 Water
and Stores Ballast Tank Oil Storage Tank
Toilet (Port)
Sewage Holding Lift Machinery
Tank Room
Sewage Treatment
Plant
Generator
Engines
No.1 Heavy Fuel
Engine Room Emergency Oil Storage Tank
Escape Trunk (Port)
Escape Trunk
Main Switchboard
Slop Tank
Main Switchboard Room
Up
Lift
Observation and Cascade Tank
No.1 Atmospheric Drain / Dump Condenser
Emergency Fire
Pump Space Down
Up
Auxiliary Air Main Engine
No.2
Receiver Up
Down Fresh Water Generator
Up
Fresh Water
Rehardening Filter
No.3 Main Engine Jacket Cooling Fresh
Soot Drain Water Cooler
Tank
Main Engine Jacket Water
Preheater
Down Down
Main Engine Jacket Cooling Fresh
Water Pumps
No.1 Diesel Oil Storage Tank
No.1 Purifier Room
Fresh Water
Steriliser No.2 Diesel Oil Service Tank
No.2
Fresh Water Cylinder Lubricator Pumps
Hydrophore Tank
Heavy Fuel Oil
Boiler Water Purifier Feed
Circulating Pumps Pumps
Main Air
HFO Purifiers
Compressors
Main Air
Receivers CJC Filter Unit
Boiler Ignition
MDO Pumps Main Engine
Main / Generator LO Purifiers
No.2 Heavy Fuel No.2 Heavy Fuel
Auxiliary Boilers Engine Fuel
Oil Storage Tank Oil Settling Tank Generator Engines
Fuel Oil Oil Supply
(Starboard) No.7 Water LO Purifier
Booster Pumps Generator Engine Heavy Fuel No.1 Heavy Fuel Steam Radiator
Ballast Tank MDO Pumps Oil Service Tank Oil Settling Tank
Issue: 3 IMO No. 9297345 Front Matter - Page 12 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1d Location Plan of Engine Room 2nd Deck
No.7 Water No.2 Heavy Fuel
Ballast Tank Oil Storage Tank
Grease Trap
(Port)
Engine Room Workshop
No.1 Distilled Engine Room Stores
Water Tank
No.1 Heavy Fuel Oil Storage
Tank (Port)
No.2 Distilled
Water Tank
Boiler Water
Sample Cooler
Deck Valve Hydraulic
Power Pack Escape Trunk
Auxiliary
Boiler Down Refrigeration Plant
Lift
Transformers Up
Engine Room Rope Store
Emergency Exit Trunk Steam Valve Space
No.1 Crane Service Area
Steering Gear
Main Engine
Grease Unit ODME Pump Motor
Steering Gear Crane
Room
Up SW Valve Power Pack
Emergency Fire
Pump Space Vacuum Pump Motors
No.2 HT FW Cooling System
Up
Economiser Header Tank
Diesel Oil Storage Tank
Daily LO Tank Calorifier Circulating Pumps
General Service
No.1 Domestic Aft Deck Machinery Air Drier Calorifier
No.3 No.2 No.1
Fresh Water Tank Hydraulic Power Pack
No.2
No.1 No.2 No.1
Diesel Oil Service Tank
No.2 Domestic
Fresh Water Tank
No.1 Heavy Fuel Oil
General Service Storage Tank (Starboard)
Air Compressor
Daily LO
Control Tank
Air Compressor Generator Engine No.2 Heavy Fuel Oil
Control Air
Lubricating Oil Storage Tank (Starboard)
Driers
Settling Tank
Main Lubricating
No.7 Water Ballast Tank
Oil Settling Tank
Pump Unit for Generator Engine
Fixed Local Fire Lubricating Oil Main Lubricating Cylinder Oil Turbine Air Conditioning
Steam Radiator
Fighting System Storage Tank Oil Storage Tanks Storage Tank LO Tank Plants
Issue: 3 IMO No. 9297345 Front Matter - Page 13 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1e Location Plan of Engine Room Casing
Oxygen Bottle Acetylene Bottle
Store Room Store Room
Upper Deck Plan A Deck Plan B Deck Plan
Up
Up Down
Dn
Fish
Room Meat Gymnasium Awning
Foam Room Swimming Swimming
Room Pool Pool
Area
Inert Gas System & Fire Control
Vegetable Tank
Room Room General
Room Dairy
Down Store
Room
Inert Gas
Scrubber Engine Lift
Room UP
Crews Vent Fans Forced Draught
Hatch Trunk Up (Reversible)
Changing Down Fan
Room
Dry
Provisions Officers Generator
Down Up Up
Store Changing Engine
Down Lift Silencer
Down to Up Room
Up Forced Draught
Steering
Gear Female Fan
WC Hydraulic Changing
Room Up
Solenoid Room Waste Incinerator Fuel
Valve Room Oil Pump Gas Fan
Air Handling
Up
Unit Room Vent Fans
Electric Incinerator (Non Reversible)
Equipment Room Up
P/D
Space Room Incinerator Dn
Up
Up Deck Ship's & Down
Waste
Oil / Store Crew's Switchboard Maint- Garbage
Low Temperature
Paint Down Cooling Fresh Water
Grease Laundry enance Handling
Expansion Tank
Store Deck Room Space
Store
Chemical Store Worker Worker
2 (2P) 1 (4P) CO2
Store
Locker
Fresh Intake
Bunker Station Diesel Oil
Up Tank Emergency Generator
Engine
Steam Radiator
Issue: 3 IMO No. 9297345 Front Matter - Page 14 of 15
Document Title: Machinery Operating Manual Revision: 3
Document Front Matter: British Cygnet Date: February 2011
Illustration 1f Location Plan of Engine Room Elevation
CAUTION
The intermediate shaft bearing which is located at frame Engine Room
19.5 sits directly above the bilge holding tank, this tank is Air Exhaust
fitted with a high temperature alarm, tag No.1514 and is
set at 45°C. It should be noted that excessive heating of
this tank may result in the bilge holding tank structure
distorting which could have serious consequences on the
alignment of the intermediate bearing and shaft.
Navigation and Bridge Deck
Note the above statement was true for H No.1430,
D Deck
C Deck
Forced Draught
Fan
B Deck
A Deck
Upper Deck
Auxiliary
Boiler
Steering Gear Room Engine Room
Economiser Crane
Spare Piston 2nd Deck
Lifting Beam
Generator
Void Tank Cylinder Liner
Engine
Emergency Fire
Pump Space
3rd Deck
Engine
Room Lifting Beam
Emergency
Trunk
Stern Tube Aft
Seal Tank Oily Water 4th Deck
Separator
Floor
Main Engine Tank Top
Stern Tube Bilge Holding Lubricating Oil Main Lubricating Main Lubricating Vacuum Fuel Oil Vacuum Cargo Oil
Bilge Well
Cooling Water Tank Tank Drain Tank Oil Pump Oil Sump Tank Condenser /Overflow Condenser Pump Turbine
Cooling Sea Drain Tank
Water Pump
Issue: 3 IMO No. 9297345 Front Matter - Page 15 of 15
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.1 To Bring Vessel Into Live Condition
Dead Ship Condition
Shore power available No shore power available
Establish shore supply. Check the emergency generator
Check phase sequence, voltage 2.13.4 2.7.1 Disconnect shore power supply. 2.13.4
diesel oil tank level is adequate.
and frequency. Stop the emergency generator and
2.12.6
place on standby.
Place emergency generator on standby. 2.12.6
Supply the main switchboard. 2.13.4 Start the emergency generator. 2.13.6
Prepare the main central FW cooling system for
2.5
operation. Start the LT cooling water pumps.
Isolate the sequential restart system.
All ancillary equipment set to manual to avoid low
Start up control air system and bring up to pressure. 2.10
pressure auto restart. 2.13.7
Supply the emergency 440V switchboard.
Supply the emergency 220V switchboard.
Reset the preference trips. 2.13
Start No.2 air compressor, open valve AS003F and
2.10.1 Prepare the main cooling SW system for operation. 2.4.1
fill the auxiliary air receiver.
Start the SW cooling system. 2.4.2
Ensure the LT cooling water system is full and the
Start an inert gas deck seal water pump. 2.4.1
isolation valves are open on the generator engine 2.5
Pressurise the fire and deck wash main. 2.4.2
to be run up.
Ensure the engine room CO2 system is ready for
4.2
Start the generator engine diesel oil supply pump. use.
2.6.2
Ensure the engine room local fire fighting system
4.3
is ready for use.
Prepare a generator engine for starting.
2.12.1
Start the generator engine.
Ensure the engine room fire hydrant system is
4.1
ready for use.
Supply power to the main 440V and 220V
2.13.2
switchboard. Ensure the deck foam system is ready for use. Bridge
4.1.3
Supply power to the emergency 440V and 220V Start engine room and accommodation ventilation
2.13.2
switchboard. fans. Start air conditioning. 2.14
Issue: 2 IMO No. 9297345 Section 1.1 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.1 To Bring Vessel Into Live Condition
Put the service air system into operation. 2.10.2
Put the refrigeration system into operation. 2.14.2
Start the domestic water system with the calorifier 2.14.1
electric heater in line.
Pump bilges to the bilge holding tank as required. 2.9.1
Put all ancillary equipment on standby.
Restore the switchboard sequential restart system.
Put the remaining diesel generators on standby.
Plant is now in Live Condition
One diesel generator in use, the other diesel
generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Put the fire line pressurising pump on the fire main. 4.1
Start the sewage treatment plant. 2.14.5
Issue: 2 IMO No. 9297345 Section 1.1 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.2 To Prepare Main Plant For Operation
Plant is in Live Condition
One diesel generator in use, the other diesel
generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Prepare and flash up an auxiliary boiler, using
2.6.3
MGO.
Supply steam to the main engine FO heater.
Start the main engine FO supply and circulating 2.2.5
pumps. Start the viscosity controller.
Start a boiler feed water pump. 2.3.3 Circulate HFO until the MGO has been expelled.
Line up the distilled water make up system.
Maintain the standby generators in a warm
Supply steam to the 7.5kg/cm2 steam system. 2.2.5
condition using the generator engine preheaters.
Supply steam to the HFO tanks and trace heating, Plant in ‘In Port’ Condition
Supply steam to the boiler fuel oil heaters. 2.2.5
Start a boiler HFO booster pump and circulate fuel.
One diesel generator in use, the other diesel
generators are on standby.
The emergency generator is on standby.
Change the boiler over to operate on HFO 2.6.3 The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO.
Put the boiler on automatic operation. Prepare the
2.2
other boiler and set it to automatic operations.
Start the HFO purifier system. 2.7.2
Change the diesel generator over to run on HFO. 2.6.2
Start the main engine jacket CFW pumps and 2.5.1
supply steam to the main engine jacket preheater.
Issue: 2 IMO No. 9297345 Section 1.2 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition
Plant in 'In Port' Condition
Supply starting air and control air to the main
2.10.1
engine.
One diesel generator in use, the other diesel
generators are on standby.
The emergency generator is on standby. Start the auxiliary blowers and switch to automatic. 2.1.1
The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO. Obtain clearance from the bridge and turn the main
2.1
engine over on starting air from the local stand.
Start the LO purifier system. 2.8.3
Close the indicator cocks.
From the local control stand start the main engine
2.1
in the ahead and astern directions.
Supply the main engine with start and control air. Close the turbocharger blower drains.
2.10
Start a main engine LO pump and circulate the oil. Change control to bridge control. Check the
2.8.1 Change control to the engine control room. 2.1 2.1
telegraph and clocks before changing to bridge
control.
Check that the turbocharger is receiving an
2.8.1
adequate supply of oil.
Check the telegraph, bridge/engine room clocks
and communications.
Ensure the cylinder oil measuring tank is full. 2.8.1
Preheat if necessary to 40°C.
Ensure all standby pumps are on automatic.
Start another diesel generator and run in parallel.
2.12.1
3.1
Prepare the deck machinery for use.
Bridge
.
Start the steering gear motors and carry out
2.11 Plant in Manoeuvring Condition
steering gear function tests.
Obtain clearance from the bridge and turn the main Two diesel generators in use, the remaining diesel
engine two or three revolutions. Start the cylinder generator is on standby.
2.1.1 The emergency generator is on standby.
oil prelubrication.
Take out the turning gear. The boilers and steam system are in use.
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
Put the starting air system into use. 2.10.1 The main engine is circulating with hot HFO.
Both steering gear systems are in use.
The deck machinery is ready for use.
Issue: 2 IMO No. 9297345 Section 1.3 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.4 To Change Main Plant From Manoeuvring To Full Away
Plant in Manoeuvring Condition
Shut down the deck machinery. 3.1
Bridge
Two diesel generators in use, the remaining diesel
Two DieselisGenerators
generator in use,
on standby.
Stop one steering gear motor. 2.11
The emergency generator is on standby.
The boilers and steam system are in use.
The diesel generators are running on HFO.
The main engine is heated and ready for use on Put the economiser dump steam system into
2.2.4
bridge control. operation.
The main engine is circulating with hot HFO.
Both steering gear systems are in use.
The deck machinery is ready for use. Operate the turbocharger blower cleaning system
2.1.1
The vessel is manoeuvring on bridge control. if required.
Set the power management system to automatic.
Shut down the extra diesel generators and put 2.13
Put the main engine on automatic run up program. 2.1.2 them on standby.
Shut down the main engine jacket heating systems. 2.2.5 Start up the FW generator system. 2.5.1
Do not fill fresh water tanks while in coastal waters.
Operate the auxiliary boiler sootblowers while the 2.2.3
boiler is on load. Transfer and purify HFO as required. 2.7.1
Operate the exhaust gas economiser sootblowers 2.2.3 When the run up program completes, check the
and set them to automatic operation. 2.1.2
main engine pressures and temperatures.
When the bridge notifies the engine control room
of full away, record the following: Reduce the bilge water holding tank level through 2.10
Time. the OWS if the vessel is not in a restricted area.
Main engine revolution counter.
HFO and MGO tank levels.
HFO and MGO counters.
Ensure the boiler stops as the economiser takes
Fresh water tank levels.
over steam generation. Secure the standby boiler
2.2.1
and supply heating to maintain pressure above
0.5 kg/cm2 or put in the wet lay up condition.
Ensure the auxiliary blowers stop automatically. 2.1.2
Vessel is Full Away on Bridge Control
Issue: 2 IMO No. 9297345 Section 1.4 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.5 To Prepare For UMS Operation
Plant 'Manned' Condition
All standby pumps and machinery systems
2.13.7
are on auto start, the sequential restart system is
operational.
Ensure all FO, LO and fresh water tanks/sumps Acetylene and oxygen cylinder valves are closed
are adequately full. and flexible pipes disconnected.
All ventilation fans are running.
Ensure the bilges are dry and the high level 2.9.1
alarms are operational. All combustible material is stored in a safe place. Main engine on bridge control. 2.1.2
All strainers and filters of running and standby
Ensure smoke and fire sensors are operational. machinery are in a clean condition. Data logger is programmed to print parameters 3.1
as required.
All piping systems are tight and not temporarily The engine room and steering gear compartment
repaired. watertight doors are shut.
Control is on the bridge and duty officers are
3.1
informed of commencement time of UMS.
All alarms and safety cut-outs are operational. 3.1
All operating parameters are within normal range. 3.1
Duty officer made aware of identity and location of
the duty engineer.
All drain tanks are empty.
ECR air conditioning unit is operating correctly. 2.14.4
Compressed air receivers are fully charged. 2.10 Watchkeeper control switched to the duty 3.1
engineer's cabin.
All loose items are secured.
Purifier feed inlets are suitably adjusted. 2.7.2
Engine room not to be unmanned for more than
8 hours.
2.12.2 Electric appliance plugs are removed in the ECR.
Emergency diesel generator is on standby.
Stopped diesel generators are on standby. 2.12.1
Workshop welding machine plug is removed.
Plant in 'UMS' Condition
Issue: 2 IMO No. 9297345 Section 1.5 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate the patrol man alarm on entry into the
engine room.
Notify the bridge of manned condition.
Inform the bridge why the engine room is manned
if outside normal hours.
Switch watchkeeping control to the ECR.
Reset patrol man alarm every 20 minutes when
duty engineer only is manning the engine room.
Examine the latest parameter print out.
Hand over to the on coming duty engineer and
inform them of any abnormalities.
Discuss any defects with the senior engineer,
who will decide if they warrant inclusion in the
work list. The duty engineer should be aware of
all maintenance work being carried out, and
informed of any changes that occur during the
day.
Plant in 'Manned' Condition
Issue: 2 IMO No. 9297345 Section 1.6 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Vessel is Full Away on Bridge Control Test fire the auxiliary boiler in use.
Operate the economiser sootblowers and isolate 2.2.3
the system. 2.2.6
Ensure that the engine room bilges are empty and
2.9.1
the bilge holding tank is lowered of any water.
Bridge informs the engine control room of EOP.
Prepare the sewage treatment system for in port
2.14.5
operation. Record the following:
Time.
Main engine revolution counter.
HFO and MGO tank levels.
Shut down the fresh water evaporator plant. 2.4.4
HFO and MGO counters.
Fresh water tank levels.
Start a second diesel generator and place in
parallel on the switchboard. Set the power 2.12.1
Prepare the standby boiler for operation. 2.2
management system to semi-automatic.
Prepare the deck machinery for use. 3.1
Bridge
Supply steam to the jacket fresh water heaters. 2.5.1
Check the bridge/engine room clocks and
communications.
The main starting air compressors are on auto.
2.10.1
Check the starting air system drains for water.
Operate the turbocharger washing system 2.1.1
if required.
If required to manoeuvre on MGO, begin the
2.6.1
changeover 1 hour before the end of passage. Plant in Manoeuvring Condition
30 minutes before the end of passage, the bridge Two diesel generators are in use, the remaining
2.1.1 diesel generator is on standby.
begins to reduce speed.
The emergency generator is on standby.
The boiler is in use.
The diesel generators are running on HFO.
Start the second steering motor. Both steering gears are in use.
2.11
Carry out steering gear tests. The deck machinery is ready for use.
Issue: 2 IMO No. 9297345 Section 1.7 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.8 To Secure Main Plant At Finished With Engines
Plant in Manoeuvring Condition
Two diesel generators are in use, the remaining
After a minimum of 20 minutes, stop the main LO
diesel generator is on standby.
pump if necessary, otherwise keep a pump 2.8.1
The emergency generator is on standby.
running. Maintain the LO sump temperature with
The boiler and economiser are in use.
the LO purifier.
The diesel generators are running on HFO.
Both steering gears are in use.
The deck machinery is ready for use.
Two diesel generators will remain in use if cargo or
2.13
ballast pumps are required.
Set the power management system to AUTO.
Bridge notifies the engine control room of FWE.
If operating in a restricted exhaust gas emission 2.2.4
Switch over to ECR control. 2.1.2 area, switch the boiler burner over to operate on
MGO.
Stop the auxiliary blowers. 2.1.1
Prepare the plant for cargo operations if required. 2.2.4
Kick the engine ahead and astern on air then
isolate the starting air system and open the Prepare the plant for IGS operations if required. 2.15
indicator cocks. Open the turbocharger blower 2.1.1
drains. Vent the main engine starting air and
control air systems. Engage the turning gear. 3.1
Shut down the deck machinery.
Bridge
Stop the steering gear. 2.11
Plant in 'In Port' Condition
Maintain the JCW temperature for normal port stay. 2.5.1
Issue: 2 IMO No. 9297345 Section 1.8 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.9 To Prepare the Main Plant (COPT) for Discharge Operations
Check all the turbine lubricating oil sumps for water using the sump drain Open the vacuum condenser condensate pump suction and discharge
valve and drain as necessary. Top up the oils to slightly above the valves, balance line valves and the condenser recirculation and level
working level. control valves.
Check and replenish the governor oil levels. Start one condensate pump and ensure that the hotwell level remains
normal.
Open the cargo oil pump turbine condenser inlet and outlet SW valves.
Check that the sea water overboard valve is fully open. Prepare and warm through the air ejector steam lines. Open the air
Open the vacuum condenser cooling sea water pump suction and ejector condenser drain to the vacuum condenser valves. Gradually bring
discharge valves. one air ejector into service and check that the vacuum in the vacuum
Open the air ejector condenser inlet and outlet cooling FW valves. condenser increases.
Start the vacuum cooling sea water pump.
Vent any air from the condensers. Full vacuum will not be achieved until gland steam is supplied to the
turbines.
Open all the cargo oil pump lubricating oil cooler inlet and outlet FW
valves. Cooling water is supplied from the low temperature cooling fresh Open all the turbine drain valves, steam chest drain valves, individual
water system. steam line drain valves, low point steam trap valves and drain separator
steam trap drain valves.
Slowly and carefully open the cargo oil pump main steam stop warming
through valve. Warm and drain the steam lines and turbines, closing in
the drains as necessary. Check that drain traps are working properly.
Start the local cargo oil pump turbine pre-lubricating oil pumps. Check the
oil levels in the lubricating oil sumps. Check that oil pressure reaches the
priming pressure of 0.3kg/cm2
Ensure that the trip cylinders move out and that the trip latch is in
a position to engage. Warm through and supply gland steam to the turbine gland systems.
If inert gas is required prior to the starting of the cargo pumps, open the
inlet and outlet valves to the main steam dump valve and set the boiler to
Open the cargo oil pump turbine exhaust valves High Firing mode with Inert Gas on. Change over the feed pumps from
economiser to main.
Issue: 2 IMO No. 9297345 Section 1.9 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations
Change the boilers to Low - Firing mode.
Ensure that all the lubricating oil priming pumps are running.
Close all the turbine trip valves, close the cargo oil pump turbine main
steam stop valve and close all the gland steam valves.
Open all the turbine, line and steam chest drains.
Close the cargo oil pump turbine exhaust valves.
If the vacuum condenser is not required for any other service shut down
the air ejector(s).
Stop the condensate pump. Leave operational in case the condenser
hotwell level rises due to condensation.
Leave the sea water cooling operating for at least two hours.
When the system has cooled down, close the lubricating oil cooler water
supply valves. This may take several hours.
Leave the lubricating pumps running to reduce corrosion in the turbine
gearing.
Shut down the fresh water cooling to the air ejector condenser and sea
water cooling to the vacuum condenser.
Issue: 2 IMO No. 9297345 Section 1.10 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 1: British Cygnet Date: June 2010
1.11 To Secure Main Plant For Dry Dock
Plant in ‘In Port’ Condition
Check the diesel generator is operating on MGO. 2.6.2 Establish shore power.
2.13
Check the phase sequence, voltage and frequency.
Shut down the diesel generators until only one is
in use.
Shut down the auxiliary boilers.
Allow them to cool naturally, drain if required for 2.2.1 Stop the diesel generator. 2.12.1
Ensure all tanks are at the required levels to give maintenance OR put in the wet lay up condition.
the vessel the necessary trim, draught and stability
for entering dry dock. Isolate the emergency generator then connect the
shore supply to the emergency switchboard.
Shut down the feed pumps and condensate system. 2.13.4
2.3 Establish lighting and ventilation and any other
Shut steam off the JFW heaters. Allow the JCW Isolate the distilled water tanks. essential services.
2.5.1
pumps to run until the main engine has cooled down.
Circulate the boiler FO system with MGO.
2.6.3 Shut down the SW and FW cooling systems. 2.4 &2.5
Transfer the main engine LO sump to the LO Shut down the boiler FO pumps.
2.8.3
settling tank via the purifier.
Shut down the stern tube LO system. 2.8.2 Shut down the control, service and start air systems. 2.10
Shut down the LO purifier. 2.8.3
Change the domestic water heating to electric. 2.14.1
Restart the FW cooling pump and circulate the
Shut down the HFO purifier. 2.7.2 2.5.2
diesel generator until it is cool.
Shut down the air conditioning and refrigeration
2.5.2
The main engine should have been manoeuvred plants until the shore power supply is established.
Secure the engine
. room hot foam and local fire 4.2
on MGO if not, change over to MGO and circulate
fighting systems.
FO back to HFO tank, until the line has been 2.6.1
flushed with MGO. Stop the main engine FO Shut down the fire pumps.
4.1
pumps and viscosity controller. Pressurise the fire main from the shore supply.
The dry dock can now be emptied.
Bridge
Shut down the deck machinery system. Isolate the sequential restart system. 2.13
3.1
Plant Secured for Dry Dock
Issue: 2 IMO No. 9297345 Section 1.11 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.1.1a Main Engine
Hyundai B&W 7S60MC-C
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 1 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.1 Main Engine The pistons are cooled by the bearing system lubricating oil. The thrust bearing Main and Crosshead Bearing Oil System
and turning gear are situated at the engine’s aft end. The camshaft is driven
The main bearing system oil operates at a pressure of 4.5kg/cm2 supplied from
2.1.1 Main Engine Details from the crankshaft by two chains, the chain drive being bolted to the side of
the main LO pumps. The pipework is of steel construction with the oil being
the thrust collar.
fed to each main bearing through branches from the main lubrication pipe
Maker: Hyundai-MAN B & W located along the engine. Cooling oil is led to internal telescopic pipes through
Model: 7S60MC-C Mk7 Engine starting is by compressed air at 30kg/cm2 with the supply of this air to
branches from the cooling oil main pipe located on the exhaust side of the
the cylinders being controlled by a starting air distributor.
Type: Two stroke, single acting, reversible, crosshead engine. From here some of the oil is branched to the crosshead’s shoes and
diesel engine operating on uniflow scavenging with bearings for lubrication and to the underside of the piston crown for cooling.
The engine is also provided with an EGS 2000 electronic governor manufactured
one constant pressure turbocharger and air cooler
by Lyngsø Marine. The speed setting of the actuator is determined by an
Number of cylinders: 7 The oil has good oxidation resistance and detergent properties with a viscocity
electrical signal from the electronic governor which is based on the position
grade of SAE 30.
Cylinder bore: 600mm of the main engine regulating handle. The actuator shaft is connected to the
Stroke: 2,400mm fuel regulating shaft by means of a mechanical linkage. For more information,
The camshaft system is common with the main lubrication system and as such
Mean piston speed: 8.4m/s refer to section 2.1.4 of this manual which deals with the govenor in a more
care must be taken to check that fuel oil contamination from leakage at the fuel
detailed manner.
Output (MCR): 21,490 bhp at 105 rpm injection pumps does not occur. Contamination here can degrade the properties
Mean effective pressure: 19.0 bar of the system oil and as the oil from the cam boxes drains down through the
In case of failure of the remote control system, the engine can be controlled
engine to the main LO sump it can then mix and contaminate the rest of the
Output (CSR): 19,340 bhp at 101.4 rpm from an emergency control stand located at the engine side.
system.
Mean effective pressure: 17.7 bar
Direction of rotation: Clockwise looking from aft The engine camshaft consists of a number of sections. Each individual section
consists of a shaft piece with exhaust valve cam, fuel pump cam, coupling Turbocharger Bearing Oil
Specific gravity: 0.990 parts and indicator cam. The exhaust cams and fuel cams are of steel, with a The turbocharger bearings are supplied with LO from a line branched off the
Consumption: 125g/bhp per hour hardened roller race, and are shrunk on to the shaft. They can be adjusted and main engine LO supply rail and as such the system is common with the rest
dismantled hydraulically. The camshaft bearings consist of one lower half shell of the main engine LO system. Because of the nature of turbochargers and the
Turbocharger
mounted in a bearing support which is attached to the roller guide housing by high speeds at which they spin, it is essential that the turbocharger bearings
Maker: Samsung-MAN B&W means of hydraulically tightened studs. receive a plentiful supply of oil at all times to prevent bearing failure.
No. of sets: 1
Type: NA70/T09 The engine is also fitted with an axial vibration damper of the piston and split
Oil return sight glasses are provided on each turbocharger bearing outlet to
housing type which is mounted on the forward end of the crankshaft.
provide a visual indication of oil flow.
Introduction Lubricating Oil System Cylinder Lubrication System
The 7S60 MC-C engine is a single acting, two-stroke, reversible, diesel engine The engine lubrication system, with the exception of cylinder oil lubrication, is An Alpha cylinder lubrication system if fitted to the engine. This has a pump
of crosshead design with exhaust gas turbocharging and uniflow scavenging. supplied by one of two main LO pumps rated at 335m3/h and 4.5kg/cm2. These module which supplies pressure cylinder oil to the engine lubricator units
Tie rods bind the bedplate, columns and cylinder jacket together. Crankcase pumps take their suction from the engine’s sump and supply oil to the main which, in turn, direct measured quantities of cylinder oil to the cylinder
and cylinder jackets are separated from each other by a partition, which bearing manifold, piston cooling manifold, camshaft manifold and to each of lubricator quills. The system provides for timed injection of the cylinder oil in
incorporates the sealing gland boxes through which the piston rods pass. The the exhaust valve actuators. A branch on the discharge side of the pumps also order to ensure the correct lubrication of the cylinder liners and piston rings.
cylinders and cylinder heads are fresh water cooled. supplies oil to the turbocharger bearings through system valve OL205F. When Each cylinder has 6 lubricator quill connections mounted radially around the
one LO pump is running the other is switched to standby for automatic start in cylinder liner. Oil fed in first passes through a 30μ filter located at the 20 litre
The exhaust gases flow from the cylinders through the hydraulically operated the event of the discharge pressure of the operating pump falling to 3kg/cm2 measuring tank outlet and then through a pressure filter on the outlet of the
exhaust valves, which are fitted with small vanes on their spindles designed or lower. supply pumps; there are two pumps one of which is selected as the duty pump
to make the valves rotate in service. The gases then pass into an exhaust gas and the other as the standby pump. Once adjusted, the lubricators provide a
manifold from where they then pass through a constant pressure turbocharger. The oil temperature in the system is controlled by a water cooled LO cooler that feed rate proportional to the engine revolutions but the load dependant system
regulates the oil entering the engine to 45°C. Oil contamination is controlled automatically increases the oil in cases of sudden load change such as during
The charge air delivered by the turbocharger flows through an air cooler by an automatic backflush filter which the oil has to pass through before it is manoeuvring or whilst in heavy seas.
and water separator into the air receiver. It enters the cylinders, through the allowed to enter the engine.
scavenge ports when the pistons are nearly at their bottom dead centre (BDC) The cylinder oil used is highly alkaline in its composition so as to neutralise
position. At low loads electrically driven auxiliary blowers boost the air supply the combustion acids created when burning heavy residual fuel oils. It has a
to the scavenging air space. viscocity equating to SAE 50. The cylinder lubrication system is described in
section 2.8.1.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 2 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Cooling Water System The low temperature cooling water is branched off the LT fresh water cooling Starting Air System
system. The water passes through the scavenge air coolers and then returns
The main engine cooling consists of two systems. The high temperature (HT) back to the suction side of the central cooling fresh water pumps having first The starting air system contains a main starting valve, a non-return valve, a
system for the cylinders and exhaust valves and the low temperature (LT) mixed with other returns in the circuit and passed through one of the two bursting disc for the branch pipe to each cylinder, a starting air distributor and
system for the scavenge air coolers. central coolers. a starting valve on each cylinder. The main starting valve is connected with the
manoeuvring system, which controls the start of the engine.
The HT system is a closed circuit system that supplies cooling water to the
Fuel Oil System
cylinders and exhaust valves and has its temperature controlled by a fresh water The starting air distributor regulates the supply of pilot control air to the
cooled jacket water cooler and FW generator whilst at sea. The LT system forms starting valves so that these supply the engine cylinders with starting air in
Preheated fuel oil is delivered to the engine’s injection pumps through a series
part of the engine room LT cooling system which has its central coolers supplied the correct firing order. The starting air distributor has one set of starting cams
of pumps, heaters, filters and a viscorator. A fuel circulating pump ensures a
with sea water cooling. The fresh water in both of the HT and LT engine systems for ahead and one set for astern running, as well as one control valve for each
surplus of fuel is always available at the injection pumps. The fuel quantity
are chemically treated with a nitrite-borate based inhibitor to prevent corrosive cylinder. The air start valve is opened by pilot control air from the starting air
delivered by the pump is greater than that required by the engine with the
attack, sludge formation and scale deposits within the system. distributor and is closed by a spring.
surplus being fed back to the system mixing unit, from which the pump takes
its suction.
A more detailed description of the starting air system can be found in section
Cooling Water System Description
2.10.1
The main engine is designed to operate on heavy fuel oil during all normal
The engine’s high temperature cooling water is supplied by two jacket cooling
conditions including manoeuvring. All pipes up to the high pressure fuel
water pumps, one operational and the other on standby. The water temperature
leaving the engine is controlled at between 80 and 85°C by a three way valve
pumps on the engine are trace heated and insulated. The fuel is kept hot when Scavenge Air System
the engine is at rest by circulating heated fuel oil from the circulating pump
that diverts some water through the jacket water cooler and the remainder
back to the fuel oil return pipe and hence back to the pump’s suction manifold. The air intake to the turbocharger is direct from the engine room through
back to the jacket cooling water pump’s suction. The amount of water passing
For safety reasons, all high pressure lines from the engine driven fuel pump to the intake silencer. The air is then led, via the charging air pipe, air cooler
through the cooler is load dependant but it is important to maintain the engine’s
the injectors are encased in a protective sheath. Leakage from a pipe will be and scavenge air receiver to the scavenge ports of the cylinder liners. The
temperature to avoid increased cylinder wear. A low cooling water temperature
detected by a collecting tank fitted with a high level alarm. charging air pipe between the turbocharger and the air cooler is provided with
for example can cause condensation of sulphuric acid on the cylinder walls.
a compensator and is heat insulated on the outside.
To prevent air accumulation in the cooling system, a deaerating chamber has Fuel Pump and Fuel Oil High Pressure Pipes
been incorporated in the pipework and this is connected with the HT fresh Scavenge Air Cooler
The engine is provided with one fuel pump for each cylinder. The fuel pump
water expansion tank. The expansion tank is designed to allow for volumetric
consists of a pump housing, a centrally placed pump barrel, a plunger and a The scavenge air cooler is provided with a cleaning cover so that the elements
changes with temperature and make up for any system leakages. It is important
shock absorber. To prevent fuel oil from mixing with the lubrication system, can be cleaned with the elements in position. The cooler has an air reversing
that the concentration of corrosion inhibitor within the system is maintained
the pump is provided with a sealing device arrangement. The pump is activated chamber with a water mist catcher incorporated to separate the condensation
to the manufacturer’s requirements as untreated de-ionised water is relatively
by the fuel cam and the volume injected is controlled by turning the plunger by water from the scavenge air. The separated water is collected in the bottom of
corrosive. The use of de-ionised water for cooling is preferred as it is free from
means of a toothed rack connected to the regulating mechanism. the cooler housing and removed by a drain. If not removed the water droplets
limestone that can adhere to the cylinder liners and cylinder covers and restrict
would wipe the oil film from the cylinder liner surface as the scavenge air
heat transfer.
The fuel pumps incorporate Variable Injection Timing (VIT) for optimised fuel moved upwards in the cylinder.
economy at part load. The VIT principle uses the fuel regulating shaft position
The pH value of the cooling water should be maintained between 8.5 - 10.0 at
controlling parameter. Adjustment of the pump lead is made by a threaded
20°C and the chloride content should not exceed 50ppm. A sudden decrease
connection, operated by a toothed rack.
Exhaust Gas System
in the engine’s pH value can indicate exhaust gas leakage while an increase in
chlorine content can indicate salt water contamination. From the exhaust valves the gas is led to the exhaust gas receiver, where the
The fuel oil pump is provided with a puncture valve for each cylinder, which
fluctuating pressure from the individual cylinders is equalised and the total
quickly prevents high pressure from building up during normal stopping and
The high temperature cooling water from the cooling water pump is fed to the volume of gas is led to the turbocharger at a constant pressure. After the
shut down. Activation of the puncture valve causes the fuel injection line
engine’s pipework and through branches to the cooling jacket on each cylinder. turbocharger, the gas is led to the exhaust gas boiler heat recovery system.
pressure to drop and immediately fuel injection ceases.
The water is led from the cooling jacket up through the cylinder cover and
exhaust valve housing and from there to a manifold through which it is carried Compensators, to allow for thermal expansion, are fitted between the exhaust
The fuel oil high-pressure pipes are equipped with protective hoses, and are
back to the fresh water cooler. valves and the receiver and between the receiver and the turbocharger.
neither heated nor insulated. Any leakage from the protective hoses is led to
Clamping bands are used for quick assembling and disassembling of the joints
an alarmed collecting tank.
To prevent thermal stress to the engine’s components, the cooling water between the exhaust gas receiver and the exhaust valves. The exhaust gas
outlet temperature should be maintained as steady as possible under all load receiver and exhaust pipes are provided with insulation, covered by galvanised
conditions. The maximum fluctuations being ± 2°C under constant loads and steel sheeting.
± 4°C during load changing conditions.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 3 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
This vessel is classified for ice operations and as such can expect to work in before the engine is started and will ensure sufficient scavenge air to obtain Oil Mist Detector
areas were the ambient temperature in the engine room can fall below 10°C. a safe start. During operation of the engine, the auxiliary blowers will start
Air temperatures below this figure can begin to cause mechanical overloading automatically each time the engine load is reduced to about 30-40%, and they Maker: Kidde Graviner
of the main engine at full power due to a higher air density resulting in higher will continue operating until the load again exceeds approximately 40-50%. No. of sets: 1
scavenge pressures and hence higher combustion pressures due to the lower
Model: Graviner Mk 6
air temperature. To compensate for these lower air temperatures, the exhaust In cases where one of the auxiliary blowers is out of service, the other auxiliary
manifold is fitted with a exhaust bypass valve which directs a proportion of blower will automatically compensate without any manual readjustment of the
the exhaust gas around the turbocharger therefore reducing the scavenge air valves thus avoiding any engine load reduction. The oil mist detector continuously scans the atmosphere at each engine
pressure. crankcase. All units are scanned in sequence by sample points that are
The blowers should be started in sequence rather than at the same time due connected to a monitor unit.
The system is designed to work automatically with sensors measuring the to the high starting current of the 90kW motors. The time delay between the
engine fuel pump index, scavenge air pressure, shaft torque and engine speed. starting of individual blowers is approximately 6 seconds. It is essential that the oil mist detector is maintained in a full and effective
This data is processed by a central processing unit which is separate from the operating condition and that any alarms are acted upon immediately as this
main control and monitoring system and regulates the opening/closeing of the instrument provides an essential safeguard against a crankcase explosion
bypass valve accordingly. The ‘electronic by-pass’ system (EBP) control panel Manoeuvring System which can have extremely serious consequences.
is situated on the main engine console in the CECR and indicates the valve
The engine is provided with a pneumatic electric manoeuvring and fuel oil
% position. If necessary, the bypass valve can be operated in manual mode,
regulating system. The system transmits orders from the bridge, engine control
Operating Procedure
although the makers manual must be consulted to ensure that the valve is
maintained in the correct position according to the load on the engine and the room or the local control position at the side of the engine. Preparations for Starting
resulting scavenge pressure. If the valve is opened too far, thermal damage can Before starting the engine, the following checks and procedures are to be
result, open too little can result in mechanical damage. The regulating system makes it possible to start, stop and reverse the engine as undertaken.
well as control the engine speed. The speed control handle on the manoeuvring
When the engine is shut down the valve will automatically go through an open console gives a speed setting signal to the governor, dependent on the desired All components that have been overhauled are to be checked and wherever
and close cycle to ensure the valve seat is maintained clear of soot deposits. number of revolutions. At a shutdown function, the fuel injection is stopped by possible function tested.
activating the puncture valves in the fuel pumps, independent of the the speed
control handle’s position. Reversing is by carried out by moving the telegraph All equipment, tools and rags used during overhaul are to be removed from
Exhaust Turbocharger handle from ahead to astern and the speed control handle from the stop to the the engine.
Maker: Samsung MAN/B&W start position. Control air then moves the starting air distributor and, through
an air cylinder, the displaceable roller in the driving mechanism for the fuel 1.1 Air Systems
No. of sets: 1
pump, to the astern position. a) Remove the main engine turning gear.
Type: NA70/T09089
A more detailed description of the main engine control system can be found b) Drain any water present from the control air system at the
A cleaning system is supplied for the turbine and compressor sides of the in section 2.1.2. receivers and drain any water present from the starting air
turbochargers. The turbocharger turbine is dry cleaned daily and the impeller system.
is cleaned daily using water. Cleaning is carried out at full operating speed. Note: The engine cannot be started under bridge control if the starting air
pressure falls below 15 bar. In this case control must be transferred to the c) Pressurise the air systems and ensure that the pressures are
Each turbocharger is equipped with an electromagnetic tachometer with remote Cargo and Engine Control Room and the engine manoeuvred manually. correct.
indicators being mounted in the engine control room.
d) Ensure compressed air to the pneumatic exhaust valves is
Auxiliary Blower
Turning Gear and Turning Wheel available.
Maker: HIMCO The turning wheel on the engine has cylindrical teeth and is fitted to the e) Engage the lifting/rotation check rod mounted on each exhaust
No. of sets: 2 thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of valve and check that the exhaust valves are closed; these should
Type: B&W Rear Type the turning gear, which is mounted on the bedplate. It is driven by an electric be disengaged when lift/rotation is confirmed.
motor with built-in gear and chain drive with brake. It is also equipped with
The engine is provided with electrically-driven blowers to supply additional
a blocking device to prevent the main engine from being started when the
air for optimum cylinder combustion during starting and when the engine is Note: Air pressure must be applied before the main lubricating oil pump is
turning gear is engaged.
running at reduced loads. The discharge side of the blowers is connected to the started. This is to prevent the exhaust valves from opening too far.
scavenge air space after the air cooler. Between the air cooler and the scavenge
Engagement and disengagement of the turning gear is made manually by an
air receiver, non-return valves are fitted, which automatically close when the
axial movement of the pinion.
auxiliary blowers supply the air. The auxiliary blowers will start operating
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 4 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
1.2 Lubricating Oil Systems c) Check that the indicator lamp for TURNING GEAR ENGAGED 1.6 Checking the Fuel Regulating Gear
a) Check the oil levels in the main engine sump and replenish extinguishes.
a) Close the shut-off valve of the starting air distributor to prevent
if necessary. Check that cylinder oil is available in sufficient the engine from turning. Check the indicator lamp.
quantity. d) Ensure that starting air is available at the engine.
b) Switch over engine control to the engine side control console.
b) Start the main engine LO supply pumps. e) Open all of the cylinder indicator valves.
(See description of the procedure for emergency operation of
main engine in section 5.2.)
c) Ensure all oil pressures are correct. f) Select the SLOW TURNING operation by pressing the SLOW
TURNING pushbutton.
c) Turn the regulating handwheel to increase the fuel pump index
d) Ensure there is adequate oil flow through the return oil sight and check that all the fuel pumps follow to the FUEL SUPPLY
glasses for piston cooling and turbochargers. g) Check to see if fluid flows out of any of the indicator valves.
position. With the regulating handwheel back in the STOP
position, check that all the fuel pumps show zero index.
e) Ensure the cylinder lubricators are filled with the correct type h) If there is no hydraulic lock the slow turning system will
of oil and operate the cylinder lubricators manually to check complete one full revolution and when this has been achieved
d) Switch back engine control to NORMAL.
that oil is being supplied by the pump units by pressing the Pre- the engine is ready for starting.
lubrication pushbutton on the Alpha lubrication system. e) Open the shut-off valve to the starting air distributor.
i) The procedure is repeated with the engine turning in the
opposite direction.
1.3 Cooling Water Systems f) Check that the indicator lamp extinguishes.
j) Close all of the cylinder indicator valves.
a) Preheat the engine cooling water system to at least 50°C but
preferably to 75°C. 1.7 Miscellaneous
1.4b Slow Turn the Engine with Turning Gear
a) Switch on the electrical equipment in the control console.
a) Open all of the cylinder indicator valves and engage the turning
Note: The engine must not be started if the jacket cooling water temperature gear.
is below 50°C. b) Set the switch for the auxiliary blowers in the AUTO position.
b) Turn the engine one revolution with the turning gear in the
b) Start the high temperature central cooling system cooling water c) The blowers will start at intervals of 6 seconds.
direction indicated by the reversing handle.
pumps.
The engine is now ready to start.
c) Check to see if fluid flows out of any of the indicator valves.
c) Ensure the pressures are correct and that the system is not
leaking. Make the following checks immediately after starting:
d) Repeat previous points in the opposite direction of rotation.
• Direction of rotation: Ensure that the direction of rotation
1.4 Slow Turning the Engine e) Close all of the cylinder indicator valves. corresponds to the telegraph order.
Slow turning of the engine must be carried out to prevent damage caused by • Check that all of the exhaust valves are operating correctly.
f) Disengage the turning gear. Disengage the valve lifting/rotation indicators after checking
fluid leaking into any of the cylinders and to test the air start system. Slow
turning with the turning gear and cylinder cocks open enables any fluid in the that they are functioning.
g) Ensure the turning gear is locked in the OUT position.
cylinders to be detected. Before beginning this operation, permission from the • Ensure that the turbocharger is running correctly without
bridge must be sought. abnormal noise or vibration.
h) Check that the indicator lamp for TURNING GEAR ENGAGED
extinguishes. • Check that the supply pressure and discharges of all the LO
Note: Always carry out the slow-turning operation at the latest possible
systems are correct.
moment before starting and, under all circumstances, within 30 minutes of
actually starting the engine. 1.5 Fuel Oil System • Check that all cylinders are firing.
a) Start the fuel oil supply pump and circulating pump. If the • Feel over the pipes of the cylinder starting air lines. A hot pipe
1.4a Slow Turn the Engine with the Slow Turning System engine was running on heavy fuel oil when stopped, the indicates a leaking starting valve.
circulating pump should still be running.
a) Disengage the turning gear. • Ensure that all pressures and temperatures are normal for the
b) Check fuel pressures and temperatures. engine speed. In particular check the circulating oil (bearing
b) Ensure that it is locked in the OUT position. lubrication and piston cooling), camshaft lubricating oil,
turbocharger lubricating oil, fuel oil, cooling water, scavenge air
and the control and safety air.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 5 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
• Ensure that all of the cylinder lubricators are working and that Normal Operation • The heavy fuel oil has to be sufficiently heated to ensure that its
an even flow to all cylinder injection valves is being obtained. During normal running, regular checks have to be made and precautions taken viscosity before inlet to the fuel injection pumps lies within the
Check the oil level in the feeder tank. which contribute towards trouble free operation. The most important of these prescribed limits.
are: • Determine the cylinder lubricating oil consumption. Extended
Loading the Engine • Regular checks of pressures and temperatures. service experience will determine the optimum cylinder
lubricating oil consumption.
If there are no restrictions, such as running in after repairs, proceed to increase • The values read off the instruments compared with those given
the load on the engine. in the acceptance records and also taking into account engine • The cooling water pumps should be run at their normal
speed and/or engine power, provide an excellent yardstick for operating point, ie the actual delivery head corresponds with
The cooling water should be preheated, but if the temperature is below 75°C estimating the engine performance. Compare temperatures by the designed value. If the pressure difference between inlet
allow the temperature to reach this point before increasing load. feeling the pipes. The essential readings are the load indicator and outlet exceeds the desired value, pump overhaul should be
position, turbocharger speed, charge air pressure and exhaust considered.
If the condition of the machinery is uncertain (e.g. after repairs or alterations), gas temperature before the turbine. A valuable criterion is also • The vents at the uppermost points of the cooling water spaces
the ‘feel-over sequence’ should always be followed, i.e.: the daily fuel consumption, considering the lower calorific must be kept closed.
1. After 15-30 minutes’ running on ‘Slow’. value.
• Check the level in all water and oil tanks, as well as all the
2. Again after 1 hour’s running. • Check all shut-off valves in the cooling and lubricating systems drainage tanks of the leakage piping. Investigate any abnormal
for correct position. The shut-offs for the cooling inlets and changes.
3. At sea, after 1 hour’s running at service speed.
outlets on the engine must always be fully open in service. They
• Observe the condition of the cooling water. Check for oil
serve only to cut off individual cylinders from the cooling water
Stop the engine, open the crankcase and feel over the moving parts listed contamination.
circuit during overhauls.
below, by hand or with a ‘Thermo-Feel’ on sliding surfaces where friction
• Check the charge air receiver drain manifold’s sight glass to see
may have caused undue heating. During feeling-over, the turning gear must • When abnormally high or low temperatures are detected at a
if any water is draining away and if so, how much.
be engaged and the main starting valve and the starting air distributor must be water outlet, the temperature must be brought to the prescribed
blocked. The starting air distributor is blocked by closing the crossover valve. normal value very gradually. Abrupt temperature changes may • Drain the scavenge spaces. To do this, open the drain cock of
cause damage. the leakage manifold daily and look to see if any liquid flows
Feel: out along with the charge air.
• The maximum permissible exhaust temperature at the
• The main, crankpin and crosshead bearings turbocharger turbine inlet must not be exceeded. • Check the pressure drop across the oil filters. Clean them if
necessary.
• The piston rods and stuffing boxes • Check combustion by observing the colour of the exhaust
gases. • The temperature of the running gear should be checked by
• The crosshead shoes
feeling the crankcase doors. Bearings, which have been
• Maintain the correct charge air temperature after the air cooler
• The telescopic pipes overhauled or replaced, must be given special attention for
with the normal water flow. In principle, higher charge air
some time after being put into normal service.
• The chains and bearings in the chain casing temperature will result in less oxygen in the cylinder, which in
turn will result in a higher fuel consumption and higher exhaust • Listening to the noise of the engine will reveal any
• The camshaft bearing housings
gas temperatures. irregularities.
• The thrust bearing/guide bearing
• Check the charge air pressure drop across the air filter and air • The power being developed by the cylinders should be checked
• The axial vibration damper cooler. Excessive resistance will lead to a lack of air to the regularly and fuel pumps adjusted as necessary in order to
• The torsional vibration damper engine. preserve cylinder power balance.
• The fuel oil has to be carefully filtered before being used. Open • Purify the lubricating oil. Samples should be taken at regular
Note: Care must be taken when opening up the crankcase for inspection the drain cocks of all fuel tanks and fuel oil filters regularly for intervals.
and the crankcase doors must not be removed if there is any indication of a short period to drain off any water or sludge, which may have • Replenish the air cushion in damping vessels of the fuel oil
overheating until the potential hot spot has cooled down. collected there. Maintain the correct fuel oil pressure at the inlet system.
to the fuel injection pumps. Adjust the pressure at the injection
pump inlet with the pressure-regulating valve in the fuel oil • Check the exhaust valves are lifting and rotating. If not, the
Running-in offending valve has to be overhauled at the next opportunity.
return pipe so that the fuel oil circulates within the system at the
For a new engine, or after repair or renewal of the bearings, or renewal/ normal delivery capacity of the booster pump.
reconditioning of cylinder liners and piston rings, allowance must be made for
a running-in period. Increase the load slowly and apply the feel over sequence,
as above.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 6 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Fuel Changeover Changeover Procedure from Heavy Fuel Oil to Diesel Oil During d) Blow off any condensed water from the starting and control air
Running systems just before the manoeuvres.
The engine is equipped with uncooled fuel injection valves with built-in fuel
circulation. This automatic circulation of the preheated fuel (through the high- a) Preheat the DO in the service tank to about 50°C, if possible. e) Stop the engine by setting the regulating lever to stop.
pressure pipes and the fuel valves) during engine standstill allows for constant
operation on heavy fuel. However, changeover to diesel oil can become b) Close the steam supply to the fuel oil preheater and trace
necessary if the vessel is expected to have a prolonged inactive period with a
Operating Procedure, after Arrival in Port and the Finished
heating. with Engine Order has been Acknowledged in the Engine
cold engine, due to a docking or long stay in port.
c) Reduce the engine load to 25-40% of MCR load.
Room
A changeover can be performed during engine running or engine standstill.
a) Switch over to engine room control.
d) Change to DO when the temperature of the HFO in the preheater
It is very important to carefully follow the changeover procedures in order to has dropped to about 25°C above the temperature in the DO
prevent fuel pump and injector sticking/scuffing, poor combustion or fouling b) Open the indicator valves.
service tank, but, not below 75°C.
of the gas ways.
c) Obtain turning permission from the bridge. Turn the engine on
Note: If, after the changeover, the temperature at the preheater suddenly starting air in both directions.
Changeover Procedure from Diesel Oil to Heavy Fuel Oil During drops considerably, the transition must be moderated by supplying a little
Running steam to the preheater, which now contains diesel oil. d) Switch off the auxiliary blowers.
a) Ensure that the HFO in the service tank is at normal temperature
level. Changeover Procedure from Heavy Fuel Oil to Diesel Oil During e) Test the cylinder starting air valves for leakage.
Standstill
b) Reduce the engine load to 25-40% of MCR. f) Change to emergency control.
c) By means of the thermostatic valve in the steam system, or a) Stop the preheating. For temperature levels before changeover,
g) Activate the START button. This admits starting air, but not
by manual control of the viscosity regulator, heat the DO to a see ‘Changeover from Heavy Fuel Oil to Diesel Oil During
control air, to the starting valves.
maximum of 60-80°C to maintain its lubricating ability. This Running’.
will minimise the risk of plunger scuffing and the consequent h) Check to see if air blows out from any of the indicator valves.
risk of sticking. To prevent gassing, this preheating should be b) Change position of the three way valve OF208F from the HFO
In this event, the starting valve concerned is leaky. Replace or
regulated to give a temperature rise of about 2°C per minute. position to the DO position.
overhaul any defective starting valves.
Due to the risk of sticking/scuffing of the fuel injection equipment, the c) Start the fuel oil supply pump (if not already running).
i) Lock the main starting valve in its lowest position by means of
temperature of the HFO in the service tank must not be more than 25°C higher the locking plate.
than the heated DO in the system (60-80°C) at the time of changeover. The DO d) The HFO will gradually be replaced by the DO in all of the
viscosity should not drop below 3cSt, as this might cause fuel pump and fuel supply and spill return lines. Sufficient time should be allowed
j) Close and vent the control air and safety air systems. Close the
valve scuffing, with the risk of sticking. to elapse to ensure all HFO has been used and only DO is
valve to the starting air distributor, shut off starting air and drain
spilling back to the HFO service tank.
the starting air line.
For some light diesel oils (gas oil), this will limit the upper temperature to
somewhat below 80°C. e) Stop the fuel oil supply pumps.
k) Wait a minimum of 15 minutes after stopping the engine
before stopping the main engine LO pump. The LO is normally
d) When 60-80°C is reached, change to HFO by operating the Preparations Procedure Prior to Arrival in Port left running when in port unless work is undertaken in the
three way valve OF208F and switch from DO to HFO. The crankcase, this helps prevent overheating of cooled surfaces
temperature rise can then be continued at a rate of about 2°C a) Decide whether the harbour manoeuvres should be carried out in the combustion chambers and counteracts the formation of
per minute, until reaching the required viscosity. on DO or on HFO. Changeover should be carried out one hour carbon deposits in piston crowns.
before the first manoeuvres are expected.
l) If the engine was run on HFO until stopped, keep the FO
b) Start an additional generator engine to ensure a power reserve circulating pumps running and the FO preheated. The
for manoeuvring and start the oil fired boiler. temperature may be reduced during the port stay. If the engine
was run on DO, stop the FO pumps.
c) Make a main engine reversing test. This ensures that the starting
valves and reversing mechanism are working.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 7 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
m) Keep the engine preheated to minimum 50°C, unless the harbour Fouling and Fires in the Scavenge Air Spaces Causes of the Fires
stay exceeds 5 days. This counteracts the corrosive attack on the The blow-by of hot combustion gases and sparks, which have bypassed the
cylinder liners during starting up. The principal cause of fouling is blow-by of combustion products between piston rings between piston and cylinder liner running surface, enter the space
piston and cylinder into the scavenge air spaces. The fouling will be greater if on the piston underside and any residues present can ignite.
n) Switch off any equipment which does not need to operate there is incomplete combustion of the fuel injected.
during the engine standstill periods. If there is afterburning of fuel in the cylinder due to late injection or poor fuel
Causes of poor combustion: atomisation, the cylinder pressure when the scavenge ports are uncovered, may
Crash Stop Procedure • The fuel injectors are not working correctly be higher than the scavenge air pressure and hot combustion gases may enter
the scavenge space.
• The fuel is at too low a temperature
When the ship’s speed must be reduced quickly, the engine can be started in
the opposite direction of rotation according to the following procedure. The • Poorly adjusted injection pump timing A defective piston rod gland may allow oil from the crankcase to enter the
procedure is valid for ECR control and emergency control from the engine • Operation with a temporary shortage of air during extreme scavenge space; the piston rod gland drains should be checked frequently for
local control position; otherwise the procedure is done automatically by the signs of crankcase system oil as this indicates defective gland sealing rings.
variations in engine loading and when the charge air pressure
Lyngsø bridge manoeuvring system (see section 2.1.2). dependent fuel limiter in the governor is set too high
Indications of a Fire
a) Acknowledge the telegraph. • Charge air pressure dependent fuel limiter in the governor set
too high • Sounding of the respective temperature alarms
b) Give the engine a STOP order. • Overloading • A considerable rise in the exhaust gas temperatures of the cylinder
• Insufficient supply of air due to restricted engine room concerned and a general rise in charge air temperature
Note: The engine will continue to rotate (at decreasing speed), because the ventilation
velocity of the ship through the water will drive the propeller and thereby • The turbocharger may start surging
turn the engine. • Fouling of the air intake filters and diffuser on the air side of the
turbocharger Fire Fighting Measures
c) Check that the limiters in the governor are not cancelled. • Fouling of the exhaust gas boiler, the air cooler and of the
scavenge ports The safety of shipboard personnel should be paramount whenever dealing with
d) When the engine speed has fallen to the reversing level of fires anywhere aboard ship.
between 15 and 30% of MCR speed, give the REVERSING Causes of blow-by of combustion products:
order and then give the START order. • Inform the bridge of the situation
• Worn, sticking or broken piston rings
• Reduce engine power
e) When the start level is reached in the new direction of rotation • Individual cylinder lubricating quills are not working
(8-12% of MCR speed), give the order to run on fuel. • Cut out the fuel injection pump of the cylinder concerned
• Damage to the running surface of the cylinder liners
• Increase lubrication to the respective cylinder
If the ship’s speed is too high, the start level will not be reached quickly. This • Excessive liner wear or abnormal wear such as clover-leafing
will cause a loss of starting air, in this case: which can also result in ring collapse and loss of piston ring to If a serious fire occurs, shut down the engine after obtaining permission from
liner seal the bridge and operate the fixed fire extinguishing system. This is achieved by
a) Give the STOP order. opening valve ST251F on the 7.5kg/cm2 steam system.
If one or more of these operating conditions prevail, residues, mainly consisting
Wait until the speed has fallen further then return to instruction d). Keep the of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the A fire should have died down after 5 to 15 minutes. This can be verified by
engine speed low for the first few minutes to reduce the hull vibrations that following points: checking the exhaust gas temperatures and the temperatures of the doors to the
may occur owing to conflict between the wake and the propeller. • Between piston rings and piston ring grooves scavenge space. Afterwards the engine must be stopped whenever possible and
the cause of the fire established.
• On the piston skirts
• In the scavenge ports Checks should include:
• On the bottom of the cylinder jacket • Cylinder liner running surface, piston and piston rings, air flaps
in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles.
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 8 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
• After a careful check or if necessary, repair, the engine can be Measures to be Taken when Oil Mist Alarm has Occurred • Start the engine and after running for about 30 minutes stop
put back on load with cut-in fuel injection pump and automatic and feel over. Check the sliding surfaces which caused the
cylinder lubrication. • Ensure that the Oil Mist Detector alarm is genuine by operating overheating and look for oil mist. There is a possibility that the
the Test device. oil mist is due to atomisation of the circulating oil, caused by a
• Should a stoppage of the engine not be feasible and the fire
• Do not stand near crankcase doors, relief valves or corridors jet of air/gas, eg by combination of the following:
has died down, the fuel injection pump can again be cut in,
the load increased slowly and the cylinder lubrication brought near doors to the engine room casing. • Stuffing box leakages (not airtight).
back again to the normal output. Avoid running for hours with • Reduce speed to slowdown level, if not already carried out • Blow-by through a cracked piston crown or piston rod (with
considerably increased cylinder lubrication. automatically. Ask the bridge for permission to stop. direct connection to crankcase via the cooling oil outlet
• When the engine STOP order is received, stop the engine. Close pipe).
Preventive Measures the fuel oil supply. Maintain engine cooling and lubrication as
the supply of lubricant will assist the cooling of the hot spot. An oil mist could also develop as a result of heat from a scavenge fire being
As can be seen from the causes, good engine maintenance goes a long way to
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
safeguarding against fires in the scavenge air spaces. The following measures • Switch off the auxiliary blowers. may have passed through the stuffing box into the crankcase.
have a particularly favourable influence:
• Open the stores hatch.
• Use of correctly spraying fuel injectors and keeping the air and
gas passages clean. • Leave the engine room. Shutdown and Slowdown Device Checks
• Optimum adjustment of the fuel cams and of the fuel injection • Lock the casing doors and keep away from them.
The engine is provided with a number of safety devices which initiate an
pump timing. • Prepare the fire fighting equipment. engine slowdown or shutdown if the operating parameter of the monitored
• If running continuously at low load, check the cylinder • Do not open the crankcase until at least 20 minutes after system (LO pressure, cooling water temperature, etc.) go outside of the set
lubricating oil feed rate and adjust if necessary. stopping the engine, ideally leave for as long as possible but if limits. These devices should be tested preferably at monthly intervals, or a
the interval is too long it may be difficult to detect the source of maximum of three monthly intervals.
• The permanent residue drain from the piston underside must
always be checked to prevent the accumulation of dirt and the the hot spot; before any action is taken a check must be made to
ensure that the oil mist detector alarm has gone out of the alarm The testing should be carried out when safe to do so and when operating
drain line cleaning valves used for cleaning the scavenge box
condition. When opening up, keep clear of possible spurts of conditions permit. In the case of pressure switches the system can be checked
drain line must be operated for a short time each day.
flame. Do not use naked lights and do not smoke. by isolating the switch and then draining the line. The method of testing
involves the simulation of a fault rather than causing an actual fault. Simulation
Prevention of Crankcase Explosions • Stop the lubricating oil pumps. Open all of the lower doors on of low pressure can be obtained by isolating the pressure transducer from the
one side of the crankcase. Cut off the starting air, and engage supply and then draining the transducer supply line.
The oil mist in the crankcase is inflammable over a very narrow range of the turning gear.
mixture. Weaker or richer mixtures do not ignite. There must always be an
extraneous cause to set off ignition, such as hot engine components. Only • Locate the ‘hot spot’ using the Raytek infrared thermometer. Shutdown Functions
under these circumstances and the presence of a critical mixture ratio of oil Alternatively feel over by hand all the sliding surfaces (bearings,
mist and air can an explosion occur. thrust bearing, piston rods, stuffing boxes, crossheads, telescopic Low lubricating oil pressure to main and thrust bearings
pipes, chains, vibration dampers, moment compensators, etc.).
Look for squeezed out bearing metal and discolouration caused High thrust bearing temperature
A hot spot is the common feature of all crankcase explosions and this can be
due to metal-to-metal contact at a wiped bearing, rubbing guide, defective by heat (blistered paint, burnt oil, oxidised steel). Keep possible Low lubricating oil inlet pressure to camshaft
piston rod gland, damaged thrust, unlubricated gear wheel, etc. or even due to bearing metal found at bottom of oil tray for later analysis.
Low lubricating oil inlet pressure to turbocharger
a prolonged scavenge fire. The hot spot provides the heat source to evaporate Prevent further hot spots by preferably making a permanent
oil, which condenses to form mist-like droplets which will ignite readily, and repair. Ensure that the respective sliding surfaces are in good Engine overspeed
ignite the mist. If the mist concentration in the crankcase reaches a critical condition. Take special care to check that the circulating oil
level, an explosion can occur. supply is in order. The engine should not be restarted until the Slowdown Functions
cause of the hot spot has been located and rectified.
The engine is equipped with an oil mist detector which constantly monitors the • Start the circulating oil pump and turn the engine by means of LO temperature low
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds the turning gear. Check the oil flow from all bearings, spray Piston cooling oil outlet temperature high
the density limit. pipes and spray nozzles in the crankcase, chaincase and thrust
bearing. Check for possible leakages from pistons or piston Piston cooling oil outlet no flow
rods. Piston cooling oil outlet pressure low
LO to main and thrust bearings pressure low
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 9 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Main bearing temperature high/deviation Turbocharger LO inlet temperature high • Arrange indicator cocks with pressure relief holes directed away
from personnel. Wear goggles when taking indicator cards.
Crankpin bearing temperature high Turbocharger LO outlet temperature high
• Do not weld in the engine room if the crankcase is opened
Crosshead bearing temperature high Cylinder lubricators no flow
before being fully cooled.
Thrust bearing temperature high HT fresh water cooling inlet pressure low
• Turning gear must be engaged before working on or inside the
LO to camshaft temperature high HT fresh water cooling outlet cylinder temperature high engine as the wake from other ships in port or waves at sea may
HT fresh water cooling inlet manifold pressure low HT fresh water cooling inlet temperature low cause the propeller to turn. Also, isolate the starting air supply.
HT fresh water cooling outlet/cylinder temperature high HT fresh water cooling pressure differential across engine • Use warning notices at the turning gear starter and other control
stations to warn personnel that people are working on the
HT fresh water cooling pressure differential across engine Fresh water cooling deaeration engine.
Scavenge air receiver temperature high Control air pressure low • Use gloves when removing O-rings and other rubber/plastic
Scavenge air box fire Safety air pressure low based sealing materials, which have been subjected to
abnormally high working temperatures as they may have a
Scavenge air receiver pressure low Air supply to exhaust valve air cylinder pressure low
caustic effect.
Exhaust gas outlet/cylinder temperature high Scavenge air receiver temperature high
• Oil spills, and oily rags, present a slipping and fire hazard.
Exhaust gas outlet/cylinder temperature (deviation) Scavenge air inlet pressure low
• Do not remove fire extinguishers from designated positions and
Oil mist in crankcase Scavenge air box fire ensure that any fire extinguishers which have been used are
replenished immediately.
Air cooler cooling FW inlet pressure low
Alarms • Only use lifting equipment which has been tested and has valid
Exhaust gas/cylinder temperature deviation
certification.
Lifting gear activated Exhaust gas after turbocharger high
Leakage from high pressure fuel pipes Oil mist in crankcase
LT fresh water cooling inlet manifold high temperature
LT fresh water cooling inlet manifold pressure low Emergency/Local Engine Control System
LT fresh water cooling to LO coolers low temperature The engine should be manoeuvred from the emergency/local control stand at
Fuel oil temperature high least once a month, depending upon operating circumstances, to check that the
local control system is operational. This procedure is described in section 5.2.
Fuel oil temperature low
Fuel oil viscosity high
Main Engine Associated Dangers
Fuel oil viscosity low
• Keep clear of spaces below loaded cranes.
Fuel oil inlet pressure low
• The opening of cocks may cause discharge of hot liquids or
LO inlet temperature high gases.
Piston cooling oil outlet/cylinder temperature high • The dismantling of parts may cause the release of springs.
Piston cooling oil outlet/cylinder no flow • The removal of fuel valves or other valves in the cylinder cover
Piston cooling oil inlet pressure low may cause oil to run onto the piston crown. If the piston is hot
an explosion may blow out the valve.
LO to bearings and thrust bearing pressure low
• When testing fuel valves, do not touch the spray holes as the jets
Thrust bearing temperature high may pierce the skin.
LO to camshaft inlet temperature high • Beware of high-pressure oil leaks when using hydraulic
LO inlet to camshaft pressure low equipment, wear protective clothing.
Turbocharger LO inlet pressure low
Issue: 1 IMO No. 9297345 Section 2.1.1 - Page 10 of 10
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.1.2a Main Engine Manoeuvring Control and Safety System
Bridge Panel DMS 2100i Telegraph Unit Start Air RPM Order Printer RPM
Pressure
DMS 2100 BRIDGE MANOEUVRING SYSTEM
0
ALARM 100% FAULT
20 20
FULL
0 40 40
HALF 20 20
ALARM STOP ALARM Pressure
LIST HORN ACKN.
40 40
60 60
TERN
AH
SLOW
EAD
DISPLAY ADJUST SLOW SHUT MAINTE-
60 60
TERN
ADD. S1 S2 S3 S4 DEAD
AH
CHAN- CHAN- DOWN DOWN DIMMER
LIST NANCE
NEL NEL SLOW
80 80
AS
EAD
80 80
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
STOP
AS
RPM RPM
BRIDGE E.C.R. LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL 0 40 100 100
DEAD kg/cm2
SEA STAND 7 STU
F.W.E.
8 VWX
SLOWED.
9 YZ 0space
STATUS
CON-
+/-#
SET-
SLOW 100 100 120 120
MODE BY TROL SLOW
RESET INGS
RPM
HALF
120 120
RPM
0 0
20 20 20 20
40 40 40 40
TAKE OVER/
ON SERVICE
60 60 60 60
TERN
TERN
AH
AH
EAD
EAD
80 80
Bridge Wall 80 80
AS
AS
100 100 100 100
120 120 120 120
RPM
TERMINAL STRIP RPM
Bridge Console
Bridge Bridge
Wing Port Wing Starboard
Ships Alarm Monitoring & Control System
Type UMS 2100/Outstations
Order Printer
STL Net - Master
STL Net - Reserve
Alarms
PCS Cabinet
Anti Pollution System
DMS 2100i Control Unit
Interface 1
FULL
HALF
SLOW
DMS 2100 BRIDGE MANOEUVRING SYSTEM DMS 2100 INDICATION PANEL
DPS 2100
DEAD
SLOW
B+W 7S60MC-C
ALARM 100% FAULT
Pick Up
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX.
Speed Sensor
STOP ENGAGED DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
Control Unit
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING
ALARM STOP ALARM
DEAD
Mk 7
LIST HORN ACKN.
SLOW EMERGENCY
START AIR MAIN START TURNING FUEL AUX. AUX.
DISTRUB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN STOPPED STOPPED
DISPLAY ADJUST SLOW
Sootblowers
ADD. SLOW SHUT MAINTE-
CHAN- CHAN- DOWN DOWN
S1 S2 S3 S4 DIMMER
LIST NANCE
Overspeed Emergency
NEL NEL HALF
CONTROL WRONG AUX. STOP
BRIDGE
FULL ROOM WAY BLOWERS
CONTROL AUTO MANUAL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CONTROL WARNING
BRIDGE E.C.R.
CTRL. CTRL.
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CANCEL CANCEL BLOCK CANCEL
Indication Sensors Stop SEA STAND 7 STU 8 VWX 9 YZ 0space
CON-
+/-#
EMERGENCY
STOP
MANUAL
SLOW
TURNING
POWER ON
&
LAMP TEST
TERMINAL STRIP
F.W.E. SLOWED. STATUS SET-
MODE BY RESET
TROL
INGS
TAKE OVER/
ON SERVICE
Sensor
Safety System
Valves ECR Panel DMS 2100i Telegraph Unit Indication Panel
Sensor Manouevring Operation Panel DPS 2100 Start Air RPM
Valves Pressure
DPS 2100 ENGINE SAFETY SYSTEM
0
20 20
Indicaton ALARM
ALARM STOP
FAULT
ALARM
40 40
LIST HORN ACKN.
60 60
TERN
AH
Indication RPM
EAD
MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER
NANCE
80 80
AS
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
0 40
Slowdown Main Oil Mist Detector
ESC ENT
kg/cm2 100 100
Governor Control Panel 7 STU 8 VWX 9 YZ 0space
SHUT
DOWN
SHUT D.
CANCEL
+/-# 120
RPM
120
Slowdown Main Engine Axial Vibration EGS 2000
Shutdown Sensor
EGS 2000 GOVERNOR CONTROL PANEL
Valve BLOCKED
LOAD INDEX ALARM
LIMIT TEST MENU
MAX ACKN.
CANCEL
Slowdown Main Engine Cylinder Lubricating Oil System AUTO
SELECT SETUP ESC ENT
Cylinder Lubricating Oil System Master Control Unit
RPM POWER INDEX ACCESS DATA DIAG
Cylinder Lubricating Oil System Backup Control Unit
Engine Control Room Engine Control Room
Auxiliary Blowers
Auxiliary Blowers
Main Engine
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 1 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.1.2 Main Engine Manoeuvring Control DMS2100i System Overview • A four line display with 40 characters on each line
• Soft keys S1 to S4 for operation of the DMS functions
Bridge Manoeuvring System (DMS 2100) The DMS2l00i controls the functions of the MAN B&W slow-speed engine
by means of the DMS2100i programmable logic controller (PLC) which is • Six selection keys: ESC, ENT and four arrow keys
Maker: Lyngsø Marine A/S located in the DMS control cabinet, together with the units for the DPS2100 • Selection of DMS control functions of status,
Model: DMS2100i/DPS2100 engine safety system. The main engine safety system is completely independent Control, select and settings
of the DMS. The alarm and monitoring part of the machinery components
controlled by the DMS2100i are handled by other Gamma programmable logic • Control location selection and indication for bridge
Introduction controllers (PLCs) in the UCS2100 alarm and control system. control, ECR control and local control
• Sub-telegraph selection and indication for sea mode,
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system The DMS2100i and the UMS/UCS 2100 alarm and control system are standby and FWE (finished with engine) mode
used for the remote control of the ship’s main diesel engine connected to a independent systems, each with its own PLCs, they are only connected by
fixed pitch propeller. • Limits cancel indication and operation key
a network to transfer alarms and information to the graphic operator station
(GOS) and printers (Telegraph Order Printer). • Slowdown indication, slowdown cancel and slowdown
The DMS2100i is operated by means of telegraph levers and standard panels reset operation
with built in four line displays. It is operated as a completely independent stand Slowdown signals for the main engine are transferred as hard-wired signal
alone system, with all information and internal alarms displayed on the DMS • Shutdown indication, shutdown. cancel and shutdown
lines for safety reasons. The slowdown inputs to the DMS2100i are defined as reset operation
operator panels. supervised inputs, which means that a malfunction of the signal transmission
cable can be detected. All hardware component and logic circuitry of the • Start block indication and key selecting the start
The DMS2100i works as an integrated part of the universal control system, DMS2100i and the UCS2100 alarm and control system is independent which blocking status list
the systems being interconnected by means of a communication network, so means that it is still possible to control the propulsion machinery even in the • UMS2100 keys for the following alarm functions in
that alarms, indications and measurement values from the DMS2100i can also event of a total breakdown of the alarm and monitoring system. the DMS computer:
be displayed on the graphical operator station (GOS) and alarm panels in the
alarm and control system. The power supply for the DMS2100i is uninterruptible power supply (UPS) • Stop Horn and Alarm Acknowledge keys
protected. There is a separate fuse for the DMS2100i PLC, the DPS PLC and • Alarm List and Additional List key
The DMS2100i can be configured to provide complete control for: the remaining hardware connected to this system.
• Display Channel and Adjust Channel keys
• Main engine start/stop
• Maintenance and Dimmer keys
• Start blocking indications DMS Panels for Remote Control
• Alarm and Fault indication lamps
• Main engine set point
The DMS is connected with DMS operator panels positioned at all control
• Main engine shutdown indications from the main engine safety locations. Each panel has instruments for indicating engine rpm and starting air The LIMITS CANCEL, key for SHUTDOWN and SLOWDOWN keys only
system pressure and a pushbutton for emergency stop. Panels are situated as follows: work at the panel which is currently in control, however, the SLOWDOWN
RESET can be configured to always have to be reset from the ECR panel.
• Main engine slowdown system • One in the engine control room (ECR)
• Main engine speed measurement and indication • One on the bridge The STOP HORN and ALARM ACKN. keys can be configured to work under
• Control transfer for bridge/ECR/local changeover different conditions:
• Sub-telegraph with finished with engine (FWE), standby and DMS Panel Functions 1. Both keys always work in the ECR, when the Chief Engineer
sea mode always wants to be able to acknowledge alarms. The buzzer and
The following are available at the DMS panels STOP HORN work on the bridge panel for all alarms which
• Serial interface to the EGS2000 electronic governor are announced on the bridge (configurable), but the ALARM
• Analogue instruments for indication of main engine rpm ACKN. key will not work on the bridge
• Alarm announcement and indication
• Analogue instruments for indication of main engine starting air 2. Both keys work at the current DMS control location, i.e.
pressure working at any of the bridge panels and at the ECR panel.
• Dimmer potentiometer for illumination of the analogue
instruments (bridge only) In connection with the integrated UMS alarm system the function of both keys
follows the UMS watch station.
• Emergency stop pushbutton with cover
• A DMS2100i operator panel with the following functions:
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 2 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.1.2b Main Engine Manoeuvring Control - Start System
Pneumatic Lifting Arrangement 20 L Safety Air Supply 7kg/cm2
of Fuel Pump Roller Guide
VIT Actuator
Fuel Pump Set Point:
4kg/cm2
Main Service
Starting Valve Blocked
Stop Maximum Set Point
Start Air
2 bar
I
P
30kg/cm2
Open
Emergency Console Reversing Sensor for
Mechanism Starting Air Starting Air
Distributor Set Point 15kg/cm2
Slow
Reset
Emergency Electrical Turn
Hangle Governor Valve Main Start
Actuator Valve Control
Valve Unit
Starting Valve
Ahead/Astern
Manual Valve Unit
Set Point "P"
2kg/cm2 Remote
Ahead
Set Point Stop
2kg/cm2 Astern
Set Point
6 Sec.
Remote
Start
Emergency
Connected Cylinder LO
and TICS System
Set Point
1 Sec.
Key
40 L
Turning Control Air Supply Line
Ahead Astern Stop Start
Gear
Safety Air Supply Line
Control Air 40 L Set Point
2kg/cm2 Ahead Signal
7 kg/cm2
Air Supply Astern Ahead
Alarm Set Point:
5.5kg/cm2 Alarm FEE
Exhaust Valve Starting Signal
Set Point:
5.5kg/cm2
Stop Signal
Connected to
Alarm Set Oil Mist
Point: Safety Relief Bridge Control Air Line
Detector Valve Set
5.5kg/cm2
Point 21kg/cm2
Local Emergency Air Line
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 3 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Safety System for the Main Engine Emergency Telegraph System Illustration 2.1.2c Main Engine Emergency Control Unit
The DMS2100i works in conjunction with the independent Diesel Protection For back-up communication of telegraph orders from the bridge to the ECR
System 2100 (DPS2100) for main engine emergency stop, overspeed and during ECR control, and/or to the engine side control stand in the engine room
shutdown protection. during local control, the system is fitted with a separate emergency telegraph 0
20 20
system, which is completely independent of the DMS2100i bridge control 40 40
In the CECR the DPS2100 safety system has its own DPS2100 panel, which system and the normal communication telegraph levers. 60 60
TERN
AH
displays the relevant information for each shutdown input channel, actual main
EAD
80 80
AS
engine rpm, etc.; it is also possible to make adjustments and cut-outs on the By means of a dial indicator and lamps for each telegraph order, the
100 100
shutdown input channels. communication telegraph indicates the requested order. On the bridge the 120 120
dial is to the correct position for the new order and the indicator lamp for that RPM
Two keys with LED indication on the DPS panel are used for shutdown direction and speed will start flashing. In the CECR and at the engine side a
indication and shutdown cancel functions. At the bridge, the corresponding bell will start sounding and at the engine side emergency telegraph the light for
functions are shown on three keys on the DMS panel. the desired speed and direction position will start flashing.
The following functions are included in the DPS2100 safety system: To accept the new order the dial at the engine remote control station emergency
SHUT DOWN
telegraph must be turned to correspond with the desired engine speed and AHEAD
• Shutdown stop output for the main engine PREWARNING
direction. The lamp will change to a steady light and the bell will stop.
• Overspeed stop of the main engine SHUT DOWN ASTERN
• Shutdown inputs DMS2100i Operational Description
TURNING GEAR
ENGAGED
EMERGENCY CONTROL
• Emergency stop of the main engine Selection of Control Modes WRONG WAY E.C.R. CONTROL
• Alarm outputs to the alarm system There are different control modes available to operate the propulsion plant: AUX. BLOWER
BRIDGE CONTROL
RUNNING
• Tacho output for main engine rpm to instruments • Automatic Control from the Bridge (Automatic Bridge CANCEL EMERGENCY
• Cancel and reset inputs from the DMS system, ECR and local Control) SHUT DOWN LAMP TEST STOP
control • Automatic Control from the ECR (Automatic ECR Control)
• Local/remote and DMS control feedback • Manual/Emergency Control from the Local Control Station (LC
Control)
Main Engine Speed Measurement • Manual Control from the CECR (Manual ECR Control)
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups Control modes are selectable/changeable at the:
mounted close to the turning wheel on the engine to one of the CPUs on the
• Local control station: LOCAL/REMOTE Transfer of control modes can be preselected at the active control stand but will
serial interface board used for measurement of the main engine speed.
LOCAL/MANUAL only be executed after acknowledgement at the desired control stand.
Telegraph Transmitter and RPM Set Point Control • Engine and cargo control room: CECR:AUTOMATIC CECR
The transfer can be:
AUTOMATIC BRIDGE
The bridge main operation station is equipped with a telegraph transmitter with • Proposed by the active control stand with the higher priority
a built in set point potentiometer; this is located in the bridge centre console. MANUAL ECCR
• Requested by the target control stand with the lower priority
The CECR is equipped with a similar telegraph receiver. The bridge centre
Note: Only in the automatic mode does the bridge manoeuvring system, • Taken by the target control stand with the higher priority
and CECR telegraph levers are equipped with potentiometers with hardware
connection to the DMS system and they can also be used as the communicating DMS, have influence to the engine.
engine telegraph system when running in manual ECR control.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 4 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Note: A transfer to a control stand (target takes control) with higher priority Automatic ECR to Automatic Bridge Mode Automatic Bridge to Automatic ECR Mode
is always possible without preselection (proposal/request) at the active Start condition: Control mode in Automatic ECR Start condition: Control mode in Automatic Bridge
control stand with lower priority and cannot be prevented at the control stand
with lower priority. The local (engine side) control stand is the operating The actual control mode is displayed at the operating panel on the bridge and The control mode is displayed at the bridge and ECR operating panels The
station with the highest priority. The engine control room has the next highest in the ECR. The LED implemented in the button ECR CTRL. shows a steady BRIDGE CTRL.button LED shows steady yellow light. In the first line of the
priority and the bridge controls station the lowest priority. yellow light. In the first line of the display the text ‘AUTO CR’ indicates the display the text ‘AUTO BRIDGE’ indicates the actual control mode.
actual control mode.
There are two ways to change control mode to automatic ECR:
Automatic Mode There are two ways to change control mode to automatic bridge: • By request from bridge to ECR
Local Control to Automatic Mode ECR
• By proposal from ECR to bridge • By taking to the ECR
Note: Any change of control mode from local control to remote control has • By request from bridge to ECR
to be done at engine standstill. To request the change of control mode, the button ECR CTRL. has to be
To propose the change of control mode from the engine room, the button pressed at the bridge panel. Following this, the LEDs implemented in the
Start condition: Control Mode in Local Control BRIDGE CTRL. has to be pressed at the ECR panel. Following this, the LEDs button ECR CTRL in
implemented in the button BRIDGE CTRL in: • The bridge panel starts flashing yellow to indicate the request to
The actual control mode is displayed at the operating panel on the bridge and
in the CECR. The LED implemented in the button LOCAL CTRL. shows a • The bridge panel starts flashing yellow to indicate the proposal change operating mode.
steady yellow light. In the first line of the display the text ‘LOCAL CTRL’ to change operating mode. • The ECR panel starts flashing yellow to indicate the request to
indicates the actual control mode. • The ECR panel starts flashing yellow to indicate the proposal to change operating mode.
change operating mode.
To Change the Control Mode to Automatic The request is audibly signalled at the ECR panel. The request has to be
The proposal is audibly signalled at the bridge panel. The proposal has to be acknowledged by pressing the button ECR CTRL at the ECR panel. Following
• The local panel has to be set to the ECR or BRIDGE control acknowledged by pressing the button BRIDGE CTRL at the bridge panel. the acknowledgement, the LEDs implemented in the button ECR CTRL in
position Following the acknowledgement, the LEDs implemented in the button both panels turn to steady yellow light to indicate the change to Automatic
BRIDGE CTRL in both panels turn to steady yellow light to indicate the ECR. Additional the text ‘AUTO CR’ is displayed.
• Request the change by pressing the button of the required change to automatic bridge control. Additionally the text ‘AUTO BRIDGE’
control position. is displayed. Note: Pressing the button BRIDGE CTRL at the still active bridge control
stand cancels the proposal. The control mode as well as the indications at the
The request to control mode to ECR is audibly and visually signalled at the Note: Pressing the button ECR CTRL at the still active ECR control stand operating panels remain in the previous state.
ECR panel. To acknowledge the request the ECR CTRL. the pushbutton has cancels the proposal. The control mode as well as the indications at the
to be pressed at the ECR panel. Following this, the control mode changes to operating panels remain in the previous state. To take the control to the ECR, the button ECR CTRL. has to be pressed
‘AUTOMATIC ECR’. This is indicated at the CECR panel and at the bridge at the ECR panel. Following this, the control mode immediately changes to
panel. The LED implemented in the button ECR CTRL. shows a steady yellow To request the change of control mode from the bridge, the button BRIDGE Automatic ECR. The text ‘AUTO CR’ is displayed as indication. The LEDs
light. In the first line of the display the text ‘AUTO CR’ indicates the actual CTRL has to be pressed at the bridge panel. Following this, the LEDs implemented in the button ECR CTRL in:
control mode. Additionally the remote control position is indicated at the local implemented in the button BRIDGE CTRL. in: • The bridge panel starts flashing yellow to indicate the change of
control box.
• The bridge panel starts flashing yellow to indicate the request to operating mode.
change operating mode. • The ECR panel starts flashing yellow to indicate the change of
Note: A change from local control directly to automatic bridge control is not
possible. There is only one exception: If the telegraph CECR potentiometer • The ECR panel starts flashing yellow to indicate the request to operating mode.
fault is present at the time of change request, the proposal to change to change operating mode.
automatic bridge is automatically given and has to be acknowledged. The change is audibly signalled at the bridge panel. It has to be acknowledged
The request is audibly signalled at the ECR panel. The request has to be by pressing the button ECR CTRL at the bridge panel. Following the
acknowledged by pressing the button BRIDGE CTRL at the ECCR panel. The acknowledgement, the LEDs implemented in the button ECR CTRL in both
acknowledgement does not change the control mode. It is only an agreement panels turn to steady yellow light.
to the request and results in a proposal to change as described before. If this
proposal is acknowledged at the bridge, the change of control mode takes Note: The change cannot be prevented at the bridge, because the ECR has
place. the higher priority.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 5 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Manual ECR Mode Local Control When the engineer has pressed the flashing panel key, the changeover buzzer
will stop but the LED will continue flashing until all the conditions for
The main engine control position change over switch allows control to be
The selection of local control is always made directly without any previous the order have been fulfilled. When the conditions for the order have been
changed from automatic bridge control to manual control in the cargo and
request by putting one of the local control levers out of the REMOTE position. fulfilled, the LED will switch to a fixed light and the LED indicating the old
engine control room (CECR) at the engine manoeuvring panel..
Following this, the LED implemented in the button LOCAL CONTROL in order will be extinguished.
the panel of the last active control stand turns to a flashing yellow light to
Automatic to Manual ECR Mode indicate the change of operating mode. The change is also audibly signalled at If the order is not acknowledged, the flashing LED in the key can be pressed
Start condition: Control mode in: the last active control stand, and has to be acknowledged there by pressing the again to cancel the change of order.
button LOCAL CTRL. The LED implemented in the button LOCAL CTRL in
• Automatic Bridge or the former active control stand turns to steady yellow light at the moment the Note: Direct change from FWE to Sea Mode is disabled.
• Automatic ECR change is carried out.
The actual control mode is displayed in the operating panel on the bridge To indicate the new control mode Conditions for Finished With Engine (FWE)
and in the ECR. The LED implemented in the button BRIDGE CTRL. shows • The text ‘LOCAL CTRL’ is displayed at both operating and
steady yellow light. In the first line of the display the text ‘AUTO BRIDGE’ The following conditions are necessary for FWE:
indication panels
indicates the actual control mode. • Control air pressure off
• The indication lamp LOCAL CONTROL at the ECR sub-panel
is illuminated • Safety air pressure off
To change the control mode to MANUAL CECR
• The indication lamp EMERGENCY CONTROL at the local • Main start valve blocked
• Put the main engine control position change over switch in the
ECR position. (It will be in the Bridge position when under control box is illuminated
automatic control from bridge or CECR.) Conditions for Standby
Note: It is not possible to prevent the change at the bridge, because the local
• Put the local levers to the REMOTE position. (It will always be
control stand has the highest priority. The following conditions are necessary for standby:
in this position except when under LOCAL control.)
• Control air pressure on
Note: Before changing the control mode from automatic to manual ECR, the Sub-Telegraph • Safety air pressure on
set points should be set to the same value (lever match), because the change
from the old set point (Automatic bridge or Automatic ECR) to the new set The sub-telegraph is used to give an order to the engineer officers and is a • Main start valve not blocked
point (Manual ECR) is done in one step. A big deviation between the set one way communication system, i.e. the bridge gives an order and the engine • Starting air distributor not blocked
points will result in a rough change of the engine’s speed. staff acknowledge it by pressing the panel key associated with the order. The
following orders can be signalled: • Turning gear not engaged.
The LED implemented in the button ECR CTRL in the not active control stand
turns to steady yellow light the moment the change is carried out to indicate FWE: Finished with engines. The main engine is stopped and Conditions for Sea Mode
the new control mode cannot be started.
• The text ‘MANUAL CR’ is displayed at both operating and The following conditions are necessary for sea condition:
Standby: The main engine is ready or running but engine staff
indication panels • Control air on
are needed on standby duty.
• The indication lamp MANUAL ECR at the CECR sub-panel • Safety air on
lights up Sea Mode: The main engine is running normally and engine staff
• Main start valve not blocked
are no longer required for main engine operations.
Note: It is not possible to prevent the change at the bridge, because the ECR • Starting air distributor not blocked
has the higher priority. There will always be one of these orders present in the system.
• Turning gear not engaged
When the bridge wants to change to a new order, the desired panel key on the
bridge panel must be pressed. The LED in the panel key will start flashing, Note: The conditions for the subtelegraph can be customised from the
both on the bridge and the corresponding LED in the CECR panel. The customising tool.
changeover buzzer will also sound and the LED indicating the old order will
remain as a steady light.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 6 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Main Engine Start/Stop If the main engine start attempt failed, a new repeated start will automatically • Start air pressure low
be executed after a delay of 8 seconds. After three failed start attempts a start
Automatic Bridge Control • Auxiliary blowers not in automatic mode
blocking occurs, and the bridge has to move the telegraph handle to the stop
When bridge control is selected and the system is not in FWE mode, starting, position before a new start can be performed. • Engine running
stopping and control of the main engine speed is controlled by the position of
the bridge telegraph handle. Moving the telegraph handle from stop to ahead If the main engine is ordered to move in the opposite direction whilst still Reversing
or astern will cause the starting sequence to be activated, i.e. starting air will rotating, starting air will not be supplied until the engine’s speed has decreased
be supplied until the main engine rpm has reached starting level. At this point below the reversing level. This may take several minutes depending on the During a normal ahead or astern start from standstill, the DMS will activate the
starting air is removed and fuel is supplied for approximately 8 seconds at ship’s speed, propeller size, loading condition and other ship parameters. main engine ahead or astern reversing valve together with the start valve when
a preset speed setting level. If the rpm is increased in this period the start the bridge telegraph handle is moved to an ahead or astern start position.
is considered successful and the rpm is set to the telegraph set point value The speed may be set to any speed on the telegraph scale, eg. dead-slow, slow,
(except when limits are set by a slowdown, load-program, or other limiting half and full in both directions, in addition to stop. The ahead or astern valve will activate the pneumatic cylinders used to reverse
programs.) the camshaft roller guides and also reverse the starting air distributor.
ECR Control Pneumatic interlocks on the engine ensure that starting air is not supplied to the
Illustration 2.1.2d Engine Control Room Telegraph Unit
When ECR control is selected, the starting, stopping, reversing and speed- engine before the starting air distributor is reversed to the correct position.
control of the main engine is handled from the ECR telegraph handle located
in the CECR control console. All camshaft roller guides will not be completely reversed before the engine
starts turning on starting air so there are no interlocks from the camshaft roller
When the bridge requests a speed change the main engine direction and speed guides to the DMS.
is altered by moving the bridge telegraph control handle to the desired position
and this will initiate the telegraph alarm. An engineer in the CECR moves the Slow Turning
ECR telegraph handle to the same position as that of the bridge telegraph.
FULL
Slow turning of the main engine is normally used before the engine is started
This performs the necessary speed and direction change and at the same time
HALF after a prolonged period of standstill and is done by turning the engine for 1-2
acknowledges the telegraph alarm.
SLOW revolutions on reduced starting air.
DEAD Start Blocking The engine is automatically slow turned when it has been stopped for more
SLOW If the engine is not ready for a start, i.e. it is start blocked, the start block LED than 30 minutes by releasing the governor stop and activating the start valve
on the panel is illuminated and a STARTBLOCK indication is displayed on and stop valve as for a normal start. At the same time the slow turning valve is
STOP line two of the Start/Stop control display, i.e. on the line above the soft keys. activated. When the engine has turned a of minimum 1.5 revolutions the slow
When the engine is ready for a start, the indication changes to either STOPPED turning valve is released and the start sequence continues as a normal start
DEAD or SLOWD REQ. indicating if the next start will be with or without slow- sequence.
SLOW
turning.
If the slow turning is not completed within the preset time the engine is stopped
SLOW
Start blocking is activated by the following: again by activating the governor stop and deactivating the start valve; a ‘Slow
HALF turning time-out alarm’ is released giving a start blocking which must be reset
FULL
• Main engine local control on by the operator before a new start attempt can be executed.
• Main engine safety system shutdown or emergency stop
Slow turning is requested by pressing the MANUAL SLOW TURNING
• Start failure (Start air time-out or maximum number of failed pushbutton at the operator panel.
start attempts)
• Slow turning failure (time-out) Start/Stop
• Main start valve blocked The engine is started by releasing the governor stop and activating the start
TAKE OVER/
• Start air distributor blocked valve and the ahead direction valve (or the astern valve if reversing), whilst
ON SERVICE
the stop valve is still activated. When the engine rpm passes the firing speed
• Turning gear engaged
limit the start and stop valve is deactivated and, after the stabilising time has
• Control air pressure low expired, the ahead direction valve is deactivated (or astern valve if reversing)
• Safety air pressure low and the engine is running.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 7 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Crash Stop • SHUTDOWN indicating shutdown activated (steady light) and Main Engine Slowdown
activates the shutdown status list display
The preconditions for a crash stop detection is that the telegraph lever set point
must be above 75 rpm ahead for more than 60 seconds when the operator makes • SHUTD. CANCEL indicating shutdown prewarning (flashing The main engine slowdown system is an integrated part of the DMS system.
a reverse order to more than 20 rpm astern. The telegraph lever set point must light) or activates and indicates if the shutdown is cancelled The slowdown inputs are connected directly to the DMS.
be below 75 rpm ahead again for more than 15 seconds before the preconditions (steady light)
for detection of a crash stop is reset again. The crash stop condition is then The slowdown information is shown on three keys at the DMS panel, both in
maintained until either the astern set point order is moved below a speed of 10 At the DMS panels on the bridge and in the ECR, the shutdown information the CECR and on the bridge. It is also possible to see the status information
rpm astern, or the actual rpm comes within 5 rpm of the astern set point limit of is shown on similar keys, corresponding to the two keys on the DPS panel in about each slowdown on the slowdown status display. The slowdown inputs
20 rpm, or a maximum time-out of 300 seconds. the ECR. are treated like an alarm input to the alarm system.
In case of a shutdown, operators at the bridge and ECR are given a shutdown The three keys on the DMS panel are used for the following functions:
Note: The speeds and times are adjustable.
prewarning alarm before the shutdown is executed by the safety system. • SLOW DOWN key indicates slowdown activated (steady light),
When the operator initiates a crash stop, the DMS will activate the governor and activates the slowdown status list display
stop and stop valve to stop the engine. During the prewarning delay for the shutdown, the LED in the SHUTD.
• SLOWD.CANCEL key indicates slowdown prewarning
CANCEL key on the DMS panel will flash. After the prewarning delay time-
(flashing light) and indicates if the slow down is cancelled
When the propeller speed has dropped below the reversing level of 20-25 rpm, out, the LED in the SHUT DOWN key on the DMS panels changes to steady
the astern valve will be activated to reverse the engine and, after a further 5 illumination and the main engine is stopped by the safety system. • SLOWD.RESET key activates reset of the slowdown memory.
second delay, the governor stop is released and the start valve will be activated
to brake the ahead turning of the engine and start it up in the astern direction. To silence the alarm buzzer the STOP HORN key must be activated, and to In the event of a slowdown the operator at the bridge and/or ECR receives a
acknowledge the alarm the ALARM ACKN. key is pressed. If more alarms slowdown prewarning alarm, before the slowdown is executed by the DMS
When the engine speed rises above the firing speed in the astern direction, the are present, the ALARM ACKN. key is pressed again until all alarms are system. Only one slowdown function results in an automatic slowdown, the oil
start and stop valves are released and the engine starts up on fuel. acknowledged. mist detector, the others activate an alarm and the duty engineer then decides
whether to slow the engine or not.
After an 8 second stabilising time, the astern valve is deactivated and a further During the prewarning delay the operator is able to cancel/override the
8 seconds later the cancel limits to the governor are deactivated. shutdown, by pressing the SHUTD. CANCEL key; the LED at the key changes During the prewarning delay for the slowdown, the LED in the SLOWD.
to a steady red light. CANCEL key on the DMS panel will flash. After the prewarning delay
time-out, the LED in the SLOW DOWN key on the DMS panel will change
Repeated Start If the engine is already stopped before the SHUTD. CANCEL key is activated, to a steady light, and the main engine rpm set point will be reduced to the
If the start attempt is unsuccessful a second start attempt is initiated and REP. the shutdown must also be reset before it is possible to start the engine again. slowdown level by the DMS set point system. To silence the buzzer the STOP
START is indicated in the display and a repeated start alarm is released. To remove the cancel/override shutdown function, the SHUTD. CANCEL key HORN key must be activated, and to acknowledge the alarm the ALARM
must be activated once more. ACKN. key pressed.
When the engine speed drops down below the firing speed the stop valve,
governor stop and governor cancel limits are activated, a ‘Repeated Start When the shutdown memory has been activated, the reason for the shutdown During the prewarning delay the operator is able to cancel/override the
Alarm’ is released and after a 6-8 second time delay, a new start is initiated must be removed and the shutdown reset, before a new start of the engine is slowdown by pressing the SLOWD. CANCEL key.
releasing the governor stop and activating the start valve again. possible. When the reason for the shutdown has been removed, the shutdown
must be reset from the operating control location; in bridge control the bridge To remove the cancel/override slowdown function, the SLOWD. CANCEL
If the engine stops again after the maximum number of start attempts (normally telegraph must be placed in the stop position to reset, in ECR control the key must be activated once more.
three), the start sequence is terminated with an alarm for three start attempts manual control lever must be placed in the stop position to reset, and in local
and a start blocking, which must be reset by putting the telegraph lever to the emergency control the regulating handle must be put to the zero fuel index When a slowdown has been activated, the reason for the slowdown must be
stop position before any further start attempts can be made. position to reset the shutdown. removed and the system reset before the load on the engine can be increased to
the command level. When the reason for the slowdown has been removed, the
The emergency stop function is also a part of the safety system with independent slowdown memory is reset by pressing the SLOWD. RESET key on the DMS
Main Engine Shutdown pushbuttons on the bridge and in the ECR, each wired in parallel to the safety panel, or by moving the set point lever in command down below the limit for
system. Activation of one of the pushbuttons will cause an emergency stop of slowdown and then increasing it again. A slowdown is also reset if the engine
The DPS2100 safety system takes care of the engine shutdown in case of a the engine even if the panel is not in control. is stopped by putting the telegraph lever in the stop position.
shutdown, overspeed or emergency stop alarm by activating the emergency
stop valve directly. All the shutdown inputs are connected directly to the DPS, When the engine has been stopped by use of the emergency stop function,
and then sent as group alarms to the DMS, for indication on the DMS panels. restart of the engine is blocked until the emergency stop pushbutton has been
released again and the shutdown memory is reset from the present control
Two keys on the DPS panel are used for the following functions: location.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 8 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Set Point System Slow Turning A start interlock is alarmed and indicated at the control panels on the bridge
and in the CECR. A start is carried out by moving the lever of the active
The set point system converts the potentiometer set points from the telegraph Slow turning of the engine is possible by pressing the MANUAL SLOW telegraph unit from the STOP position to another position in the ahead or
levers mounted on the bridge and in the ECR, to the main engine rpm set point TURNING pushbutton on the CECR console operating panel. If the engine astern direction. If reversing is required, this is undertaken by the system as
output for the governor. This conversion is made in accordance with the speed has been stopped for longer than a preset period (adjustable) a slow turning is explained above. Auxiliary blowers are preselected by the DMS when the
request curves set up in the DMS system. No adjustments should be made initiated by the control system upon the next start. On the display the message engine is ordered to start provided that the selector switch is set to AUTO. The
without just cause or without the authority of the Chief Engineer. SLOW TURNING REQUESTED is displayed and the LED on the request auxiliary blower selector switch may also be set to STOP or to MANUAL if
button is illuminated when in automatic mode. If a slow turning has been required. A further start sequence only proceeds when at least one auxiliary
initiated by pressing the MANUAL SLOW TURNING button, the LED in the blower sends an ON signal.
Set Point Lever Adjustments
button flashes.
It is possible to adjust the following set point inputs but adjustments are The start sequence energises the start solenoid valve and the start ahead or
password protected and must only be made by approved personnel: The DMS monitors slow turning by counting the speed pulses, if the crankshaft astern solenoid valve. This activates the starting air distributor, repositioning it
1. Telegraph lever rpm set point (bridge) does not achieve the desired full revolution within 30 seconds the slow turning if necessary. Air supply to the cylinders is initiated and the engine will begin
failure alarm is initiated. Slow turning failure results in a start interlock. to turn on starting air.
2. Telegraph lever rpm set point (ECR) Acknowledging the alarm at the operating panel resets the interlock and
enables a new slow turning or engine start to be activated. When the DMS senses the correct rotational speed (in the desired direction) the
Main Engine RPM Governor Set Point DMS enables fuel admission by de-energising the FUEL ZERO ORDER and
Note: If slow turning failure occurs the engine must not be started until the GOVERNOR STOP signal. The engine then runs on starting air and fuel.
The main engine rpm is controlled by an electronic governor. The input to the
the reason for failure has been determined and corrected. In an emergency
electronic governor is normally a 4-20mA current signal corresponding to the When the ignition speed is exceeded the starting air is shut off by de-energising
situation the start interlock can be cancelled by the cancel limits at the bridge
requested rpm range. Adjustment must only be made by approved personnel. the start cut-off valve and the engine runs on fuel only. The start and start
panel and the engine can be started.
ahead or start astern valves remain open and any necessary restart is activated
Slowdown RPM Set Point by the start cut-off valve only. At the end of the start settling period, about 6
Automatic Start of the Engine to 8 seconds when the possible need for a restart has passed, the start and start
When the main engine slowdown is active, the rpm set point is limited to the
ahead or start astern valves are de-energised, causing the main start valve to
adjustable slowdown limit after a certain time delay (adjustable). The engine may be started in automatic mode if the BRIDGE CTRL. or ECR close. Some 3 seconds later the start cut-off valve is de-energised.
CTRL. has been selected at the main panel. When the engine has been prepared
RPM Set Point Slope for sea and no start interlock is active the engine may be started via one of the The DMS allows for 3 attempts to start the engine at any start request.
telegraph units in the CECR or on the bridge.
Acceleration and deceleration rates are specified by a fixed setting which is
adjustable by the customising tool, and specified in shaft rpm/sec. After the start settling period has expired the DMS accelerates the engine to
Start interlocks are activated by the following conditions: the telegraph set point by adjusting the fuel supply according to preset rates.
• Starting air pressure low When decelerating the engine, the fuel supply is adjusted according to similar
Barred Speed Range set rates.
• Turning gear engaged
The main engine has a barred speed range between 37 - 45 rpm.
• Line break of valves Failure to Start
Governor Output Scaling • Loss of automatic power signal If the engine fails to start when the starting sequences is initiated the following
To enable the engineer to readjust the governor rpm output, the DMS allows • Loss of manual power signal measures are taken.
for rescaling from the DMS panel (password protected), where it is possible to • Loss of sensor power signal
adjust the rpm set point/mA relationship for the following five values: If no engine speed is sensed within the maximum starting time the start valve
• Actuator blocked is de-energised and the start fault alarm is triggered on the operating panels.
1. Minimum rpm, e.g. 20 - 25%
• Electronic governor fault
2. Dead Slow or Slow rpm, 35 rpm - 53 rpm If the engine turns but does not reach ignition speed or falls below ignition
• Safety system off speed again, the repeat start alarm is triggered and two further attempts at
3. Half Ahead rpm, 70 rpm starting are carried out. If these attempts fail the start fault alarm is triggered.
• Serial interface to safety system lost
4. Full Ahead rpm, 87 rpm
• Slow turning failure If the engine exceeds the ignition speed but stops within 20 seconds, a further
5. Maximum rpm, 101.4 rpm
• Plant interlock start attempt takes place. Another attempt may also take place if this fails to
produce the desired speed. If the engine stops unintentionally after this time the
engine stopped alarm is triggered.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 9 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
The start fault and engine stopped alarms are automatically reset when the Sensing of Engine Speed Manual Limitations
active telegraph lever is moved to the stop position. It is possible to activate a limitation manually at the ECR panel by pressing the
For safe and reliable operation of the engine three speed threshold values are pushbutton RPM LIMIT and using the cursor keys on the ECR DMS panel to
Restarting the Engine in the Same Direction defined. define the desired manual speed limit. The pushbutton is illuminated and the
When the active telegraph lever is moved to the stop position the fuel zero text SPEED SET LIMITED is displayed.
order is energised. If the active telegraph lever is moved out of the stop The RPM is Above Ignition Speed
position to a position in the same direction as the engine is turning and the This value is important for the start procedure as it defines fuel admission and Engine Supervision
engine is still turning above the ignition speed (due to the drag effect of the the cut off of starting air. The DMS carries out supervision of the engine pneumatic system, the fuel rack
water on the propeller), the fuel zero order is de-energised and fuel admission and the functioning of the operating control modes;
to the engine is allowed.
Overspeed • Feedback of the control modes
If the engine has stopped or is turning at a speed below the ignition speed a This is essential for engine safety and if the engine speed exceeds this value • The start sequence
normal automatic start is carried out as described above. the engine is stopped immediately.
• The stop sequence
Similar conditions apply for deceleration but the rates for deceleration are Bad Weather Speed Limitation • The reversing sequence
different from those for acceleration.
A reduced maximum speed is defined to prevent excessive engine speed in bad • The unintended engine stop
weather conditions due to the propeller coming out of the water.
Governor Speed Set Point Other operating data for the engine such as lubricating oil and cooling water
The position of the telegraph handle creates the desired value in the form of The above values are adjustable. are monitored by the DPS and UMS systems.
a milli-voltage, this signal is processed in the DMS and sent as the speed set
point to the electronic speed governor EGS2000 via the serial interface. Starting Air
Main Engine Limitations
An analogue input channel is provided for starting air pressure and loss of air
The telegraph lever covers the range between STOP to FULL AHEAD and To protect the propulsion plant against damage caused by events such as pressure will produce an alarm condition which will be displayed at the DMS
FULL ASTERN. overload, faulty operating conditions or heavy sea states, the DMS or Engine panel in the CECR and on the bridge. A start interlock will also be activated
Safety System (DPS) automatically activates limitations. The individual when operating in automatic mode from the bridge.
Sub-Telegraph Commands limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
Feedback of the Active Control Mode
Three keys on the operating panels are provided for additional telegraph
functions, these being: The following inputs are provided for control mode feedback:
Slowdown
• Finished with engines (FWE) • Automatic control selected
The engine safety system (DPS) and/or the alarm and monitoring system can
• Standby request an automatic reduction in speed by a signal to the DMS. The slowdown • Manual ECR selected
level is set by means of a parameter and it acts as a limitation for the speed • Local engine control selected
• Sea mode set point in the ahead and astern directions. Indications on the bridge and ECR
DMS panels show: The selected and activated control mode is indicated
Commands which are given at the bridge panel have to be acknowledged at
the ECR panel. Unintentionally given commands at the bridge operating panel • At the local control box
pushbuttons can be cancelled by pressing the pushbutton again as these have Bad Weather Condition
• At the ECR sub panel
an on/off function. Bad weather speed limitation is intended to prevent engine shutdown due
to overspeed. If the engine speed reaches approximately 105% of the set • At the displays of the DMS panels
The FWE order can only be ordered if the control lever is in the stop position speed three times or more within two minutes, the speed set point value is
and the main engine has already stopped. automatically limited to a value of approximately 85%. An alarm is triggered when:
The condition sea mode will automatically be cancelled when FWE is The condition is indicated on the bridge and ECR operating panels. The 1. The DMS is on bridge control mode but the signal disappears
ordered. limitation remains active until the telegraph lever is moved to a position after initial successful transfer.
representing a speed value below the speed limit value.
2. The DMS is on automatic ECR control mode but the signal
It is possible to suppress the bad weather limitation using the menu item Bad disappears after initial successful transfer.
Weather Monitoring on the control panel.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 10 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Start Sequence The above is a description of the features of the engine manoeuvring system.
For details of the operation of the control system see section 3.1 Control
The automatic start sequence has already been described. A start failure will System.
trigger an alarm at the DMS panels after:
1. The first start attempt without any restart if no speed impulses
have been sensed.
2. The third attempt when the engine was not able to reach
minimum speed and remained turning on air.
3. A start failure has to be reset by moving the telegraph lever to
the stop position.
Unintended Engine Stop
The alarm is triggered and the engine stopped signal is displayed at the DMS
panel if, after a successful start with the engine operating for at least 20 seconds
or during normal engine operation, the engine speed falls below the ignition
speed and the engine stops without an active stop command. The alarm is reset
by moving the active telegraph lever to the STOP position.
System Supervision and Fault Indication
The DMS hardware and peripherals are constantly monitored by the DMS in
order to identify any faults which might develop. Supervision is carried out
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor
• The auxiliary voltages
• The solenoid valves
• The internal analogue/digital as well as the digital/analogue
converters
• The memory check
• The computer cycle
If a fault becomes active it is sensed by the DMS and this triggers audible and
visual alarms; these are indicated at the operating panels on the bridge and in
the ECR. The audible alarm is only activated at the station in control.
To comply with classification society rules, the system freezes the momentary
operating conditions as far as possible. In a frozen condition the operator has
to transfer control to manual mode in the ECR or at the local station. A reset
can only be made in manual mode.
Issue: 1 IMO No. 9297345 Section 2.1.2 - Page 11 of 11
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.1.3a Main Engine Safety System
Bridge Main Console
Bridge
Emergency
Stop
DPS 2100 ENGINE SAFETY SYSTEM
ALARM FAULT
ALARM STOP ALARM
LIST HORN ACKN.
Operating Panel MAINTE-
NANCE
EDIT MENU S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ESC ENT
Emergency
7 STU 8 VWX 9 YZ 0space +/-#
SHUT D.
SHUT
CANCEL
DOWN
Stop
Cargo and Engine Control Room
Engine Room
0
20 20
40 40
60 60
TERN
AH
EAD
80 80
AS
100 100
120 120
RPM
Local Control Box SHUT DOWN
PREWARNING
AHEAD
SHUT DOWN ASTERN
TURNING GEAR
EMERGENCY CONTROL
ENGAGED
WRONG WAY E.C.R. CONTROL
AUX. BLOWER
BRIDGE CONTROL
RUNNING
CANCEL EMERGENCY
SHUT DOWN LAMP TEST STOP
SEM
Interface Input/Output
Extension Speed Relay
Module Module
Module
IOM
DZM.
Interface to DMS 2100 Main Key
Engine
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.1.3 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.1.3 Main Engine Safety System 1. A SLOWDOWN request and a SLOWDOWN alarm and/or The display is able to show on 4 rows, each with 40 segments or characters,
containing information about the engine system operating state. It is possible
Main Engine Safety Equipment 2. A SHUTDOWN request and a SHUTDOWN alarm to read all nominal and actual values, and other operating data, or the contents
Maker: Lyngsø Marine A/S of lists. The request to change the operating state and condition is carried out
The alarm is activated before the slowdown or shutdown action is carried out by using the keys, the requests are shown on the display. Alarms and internal
Model: DPS 2100 by the DPS in parallel with the DMS. faults are shown on the display and, additionally, by signal lights and they are
Type: Electronic audibly signalled via a buzzer.
No. of sets: 1 DPS Hardware
At the left side of the display are 2 signal lights:
The hardware configuration of the DPS consists of:
Introduction • Signal light ALARM illuminated if a limit value is exceeded
• A group of electronic modules installed in the propulsion
The engine safety system (DPS) is designed to monitor the ship’s main engine control cabinet (PCC) • Signal light FAULT illuminated if an internal hardware or
performance and speed, then control the safety functions, such as shutdown interface failure exists.
• The operating panel, located in the ECR
and slowdown, if the engine’s monitored operations exceed defined limits. The
• The illuminated emergency stop pushbuttons, located in each Directly below the signal lights are 3 keys for selecting the alarm list, stop horn
safety system provides the following control and monitoring facilities:
wing console, on the bridge console, on the ECR console and and alarm acknowledge.
Control of: on the local panel in the engine room.
Key Functions Description
• Emergency stop
The DPS Electronic Modules ALARM LIST All active alarms, if acknowledged
• Engine shutdown
The electronic components consist of four electronic modules. They are also or not, are recorded in the alarm list.
• Engine slowdown They are shown on the display after
located inside the PCC. The electronic modules are:
pressing this key.
Monitoring of:
1. The Interface Extension Module, SEM 402
• Engine speed This module creates additional connections to the internal STOP HORN Audible acknowledge.
(DMS) and external (Monitoring System) serial bus system.
• Engine overspeed ALARM ACKN Visual acknowledge.
• Engine shutdown sensors 2. The Speed Relay Module, DZM 402
This module is the central module of the DPS and contains MAINTENANCE A menu is shown on the display after
• Engine slowdown sensors
the software for the DPS2100. It is also responsible for speed pressing this key and it is possible
• RPM detectors sensing and overspeed monitoring. to carry out lamp test and dimmer
activities.
• Emergency stop switches
3. The Input (A1011)/Output(A1012) Modules, IOM 402
• Emergency stop (auto-stop) solenoid valve EDIT This key is only used for changing
This module has 32 digital inputs and 24 solid state outputs. The
inputs and outputs are designed for line break monitoring. parameters.
Main Operating Features
4. Filter Module FIM 405 CURSOR KEYS The four cursor keys are used for
The engine safety system (DPS) is installed in parallel with the bridge This module filters the 24 volt supply. scrolling up and down lists and to
manoeuvring system (DMS). It monitors, controls and protects the propulsion select the digit position of numbers.
plant absolutely independently from the DMS. It protects the plant against The Operating Panel
inadmissible operating states in such a way that an alarm is not created until MENU After pressing this key,
one of the limit values is exceeded. All limits are set to a value that posses no Using the operating panel, the operator is able to communicate with the DPS. S1 Suppression
danger to the propulsion engine if they are exceeded. The alarms are visually The panel is located in the CECR console with the front panel being divided S2 Operating values
indicated on the assigned operating panel, and in the CECR, audibly by buzzer. into three parts: S3 Parameter
The limit values, delay times and consequences of the individual measuring is shown on the display.
• The display, located in the upper part
points are written in the form of parameters. The parameters are part of the
software and stored on the DZM (speed relay) module. In case of exceeding • Three rows of keys below the display The function must be selected by pressing the relevant key Sl to S3.
very important or, at least, dangerous limit values such as high cooling water • A group of 2 signal lights and 3 columns of keys at the left
temperature, low lubricating oil pressure etc, the DPS will activate an audible SHUTD This key is without function. It is
side
and a visual alarm. In such cases the DPS will also send the two following used only as an indication light in
signals to the bridge manoeuvring system: case of a shutdown.
Issue: 1 IMO No. 9297345 Section 2.1.3 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
SHUTD CANCEL Pressing this key activates the Fast Filtering
Note: When in the menu or submenu the display is shut down if the operator
shutdown cancel, i.e. the shutdown The speed signal is represented by the mean value of the engine speed for does not intervene within the 20 second time-out period.
signal will be suppressed as long as one ignition. Therefore, the time sum for 360° per cylinder is used for the
the cancel is active. Further pressing calculation of the speed signal.
of the key deactivates this function, Parameter Changing
and the shutdown signal becomes
One Turn Counter In the parameter list the operator may scroll through the list using the up and
active again.
down arrow keys, alternatively a numerical value for the parameter may be
A one turn signal is necessary for slow turning purposes and for stroke keyed in followed by pressing the ENT key. Pressing the ESC key allows an
Note: A shutdown initiation is reset by means of a signal from the bridge counting. The signal is set to come on after a complete turn continuously in entered parameter number to be ignored.
control lever, when control is active from the bridge panel, or by a signal one direction.
from the manual control lever in the CECR or the handwheel at the local Parameters are password protected and cannot be changed except by the
control station. The precondition for shutdown reset is that the fault has Parameter, Suppressions and Operating Values password holder. No parameters should be changed without authority. There
been eliminated before the reset signal is activated. The engine can then be are three password levels:
restarted. To display and/or change parameters, suppression and operating values the
MENU key is pressed and this activates the submenu system which requires
Service Password Only used by commissioning
keys S1, S2 or S3 to be pressed.
Emergency Stop (Pushbuttons) personnel
S1 Opens the list of inputs to the DPS2100 and allows the Expert Password Used by restricted personnel
For the manual release of an emergency stop of the propulsion engine, several
switching on or off of single inputs
pushbuttons are available. The manually released emergency stop is hard-
wired from one contact of each pushbutton to the solenoid. A second contact S2 Operating values are displayed User Password Used by authorised operators
is wired to the electronic modules as an input and rerouted to the solenoid via S3 Opens the parameter list recorded in the DZM402 central
an output. module, allowing for parameter display or change
S4 Has no specific function
Engine Speed Sensing
Measuring Principle
Impulse transmitters sense teeth on the flywheel. Two sensors with a 90° Illustration 2.1.3b DPS2100 Safety Control Panel
(electrical) phase shift are necessary for calculation of speed and sense of
rotation. For the frequency range used for slow speed engines the time interval
between impulses is used as the basis for calculation of speed as well as
direction. Both sensors are used for calculation of speed so that if one sensor DPS 2100 ENGINE SAFETY SYSTEM
fails no interruption of speed calculation will occur.
ALARM FAULT
Sensor Supervision
ALARM STOP ALARM
LIST HORN ACKN.
Standard three wire proximity sensors are used where monitoring for signal
line wire breakage is difficult. Therefore, the two sensors monitor each other
crosswise for missing impulses, additionally, a plausibility check monitors for MAINTE-�
EDIT MENU S1 S2 S3 S4 DIMMER
loss of impulses when there should be impulses according to the operating NANCE
condition of the engine.
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ESC ENT
Margins for supervision are sufficiently high to prevent alarms during non-
continuous engine shaft movement e.g. before stopping. Sensor failure is
alarmed. 7 STU 8 VWX 9 YZ 0space
SHUT D.
+/-#
SHUT
CANCEL
DOWN
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Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Changing Parameter Values In the suppression list pressing the up or down arrow keys allows the operator
To release a parameter for value setting the parameter is first selected from the to scroll though the suppression list. When the desired sensor input appears
menu and the EDIT key must then be pressed. If the adjustment of parameters in line 2 of the display, the operator can suppress shutdown or slowdown
is not released the operator is requested to enter the password; the level of activation by pressing S1 or re-enable shutdown or slowdown by pressing S2.
password requested depends upon the selected parameter. After entering the
four digit password the ENT key is pressed. If the password was correct the Operating Values
previously selected parameter is displayed and may be opened for editing by
The process is initiated by pressing the MENU key. The operating value list is
pressing the EDIT key.
opened by pressing S1; the up and down arrow keys allow for scrolling through
the list to select an operating value. The operating values at a fault occurring
The parameter value may be changed by one of two means:
are displayed on the list and these can be reset by pressing S1.
1. By actuating the up and down arrow keys to increase or reduce
To leave the menu or sub menus the ESC key is pressed.
the selected digit in the parameter value. The selected digit is
chosen by use of the left and right arrow keys.
Slowdowns
2. By entering the desired numerical value for the parameter. A number of engine operating conditions cause an automatic slowdown if
To set the value the 0 key has first to be pressed to open the defined limits are exceeded.
parameter value for changing. The desired new parameter value
is entered using the numerical keys. A slowdown is initiated when the following parameter defined conditions are
exceeded:
When the desired value has been keyed in the parameter change process must
be completed by pressing the ENT key to save the new value. By pressing the • Exhaust gas temperature (cylinders 1 to 7)
ESC key the new value is not accepted. • Jacket cooling water outlet temperature (cylinders 1 to 7)
To leave the parameter adjusting procedure the ESC key is pressed and the • Turbocharger LO outlet temperature
menu is displayed again. • Scavenge fire detected (cylinders 1 to 7)
• Thrust bearing segment temperature
Note: If the parameter adjustment session is not completed by pressing the
ESC key the session is automatically completed at the expiry of the time-out • Main bearing LO inlet temperature
period. The new parameter value is automatically accepted. This is also the • Cylinder oil non-flow (cylinders 1 to 7)
case if the parameter change is not completed by pressing the ENT key and
• Jacket cooling water inlet pressure
the parameter was still open for changing.
• Turbocharger LO inlet pressure
Suppressions
The shutdown and slowdown activities of individual sensors, except for all
emergency stop inputs, may be suppressed. When a shutdown or slowdown is
suppressed the monitoring system remains active and alarm signals will still
appear on the operating panel when a sensor responds to a condition.
To activate suppression the MENU key is pressed to bring up the menu; to
leave the menu the ESC key is pressed, alternatively the menu will be left at
expiry of the time-out period.
Pressing the S1 key opens the suppression list and it is possible to change
suppression states. This can be done at the bridge and ECR panels.
Issue: 1 IMO No. 9297345 Section 2.1.3 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.1.4a Digital Governor System
Bridge Telegraph
Console With Control Unit
GOVE
RNOR
CONTR
BLOCKE OL PANEL
FULL
HALF
SLOW
DEAD
SLOW
Governor Control Power STOP
Unit DEAD
SLOW
SLOW
HALF
FULL
TAKE OVER/
ON SERVICE
Actuator
Junction
Box
Actuator
Remote Control
System
Scavenger Air
Pressure
Safety
System
Tacho
Pickups
Key
Main
Engine Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.1.4 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.1.4 Digital Governor Control Unit The power unit contains facilities which allow the connection of a personal
The control unit is installed in the engine control room console and provides computer (PC), via a special adapter, enabling both adjustment and fault
Maker: Lyngsø Marine A/S diagnosis to be carried out. Once installed, the unit requires no periodic
all the facilities required for operation of the EGS 2000 system. In addition, it
Model: EGS 2000 provides the operator with extensive facilities for diagnosis, test and simulation. maintenance.
Type: Electronic It displays messages in plain language, and contains dedicated lights, light
No. of sets: 1 emitting diodes (LEDs), which instantly show the overall condition of the EGS Internal Circuitry
2000 system.
Tachometer
Introduction It is not necessary to make regular checks on the EGS 2000 system functions, The EGS 2000 system contains a tachometer system for measurement of the
as this is performed by the Stella computer. The control unit front panel engine speed. This tachometer system consists of two electro-magnetic pickups
The Electronic Governor System EGS 2000 is a control system designed to is composed of a splashproof tactile keyboard and Liquid Crystal Display installed close to the engine flywheel. Only one pickup is necessary to sense
accurately maintain the output shaft speed of the main propulsion engine to a (LCD). the engine speed, so each pickup is the back-up for the other. These pickups
given order. sense the passing of each tooth on the flywheel and give a pulse to the tacho
The flow of information between the control unit and the power unit occurs on input circuits in the power unit. The frequency of these pulses are converted to
The EGS 2000 controls engine output power automatically in accordance a network consisting of a twisted pair connecting cable. numbers representing the shaft speed in a dedicated internal computer in the
with weather conditions. This enables the engine to be run at maximum speed EGS 2000. Read out of the shaft speed is available at the control unit display.
without risk of engine overload in adverse weather conditions. Should weather Actuator An output for an analogue rpm instrument is also supplied for remote display,
conditions permit, the EGS 2000 will automatically select a less active mode e.g. at the bridge.
Located at the engine, this electro-mechanical device converts electrical
of operation to reduce wear and tear on the fuel pumps and fuel racks, as well
control signals from the power unit to mechanical action. It exerts the required The EGS 2000 system is equipped with inputs which enable it to receive two
as on the EGS 2000 actuator.
force on the fuel rod to cause it to move to the correct position. The actuator speed-setting signals simultaneously. These signals normally originate from
contains a rugged, brushless servomotor for very fast response and a high the bridge telegraph and the ECR manoeuvring handle. The EGS 2000 system,
The governor contains a program module which functions as a super-fast high-
torque braking system, which is able to lock the actuator during specific fault however, may only use one of these signals at any time to control the speed of
speed protection while maintaining fully automatic shaft speed control. This
conditions. Gearboxes are sealed and no periodic maintenance is required. the engine. The changeover is synchronised with the change of control position
enables the engine to be run closer to its design limits.
between bridge and ECR.
The actuator is protected against overload and other errors which could cause
All parameters and readings used in daily operation can be accessed from the
it to malfunction.
front panel of the control unit by the operator. Authorised operators can change Speed Setting
the operational parameters of the governor after entering a password. The basic
commissioning data for the EGS 2000 may be programmed on board either by Tacho System The control unit is able to present both the bridge speed setting signal value
PC equipment or via the control unit. In both cases, this can only be done by and the ECR speed setting signal value at the same time on its display. This
This system allows the EGS 2000 power unit to detect the speed of the engine enables the operator to adjust one of the speed setting signals to match the
authorised Lyngsø Marine service personnel. output shaft. It is, therefore, located very close to the engine turning gear other before the changeover takes place.
wheel. The system comprises two induction pickups mounted in a bracket.
Main Components These pickups sense the passing of the teeth. The remainder of the system
is located within the power unit. It comprises a dedicated computer for rapid
The EGS 2000 consists of a number of components installed in the cargo and processing of the tacho pickup pulses.
engine control room (CECR) and in the engine room. These components and
their basic functions are as follows. Scavenging Air Sensor
Available engine output power is a function of the scavenging air pressure.
Power Unit The EGS 2000 includes a sensor which senses this air pressure and allows the
This unit located in the CECR contains all the electronics required to convert power unit to restrict engine output power to avoid an incorrect air to fuel ratio.
incoming signals and orders into correct movements of the fuel linkage This sensor is placed in the scavenging air system.
depending upon the situation. This unit also contains the Lyngsø Marine A/S
Stella Gamma computer. Power Unit
The power unit contains the Stella computer and all the electronics required to
translate the signals received from the control unit ECR speed setting handle,
engine remote control system and external sensors into a movement of the
actuator. The actuator movement causes the engine fuel pumps to deliver the
correct amount of fuel to the injectors.
Issue: 1 IMO No. 9297345 Section 2.1.4 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Functions within EGS 2000 release it. If this supply fails, or is disconnected, then the brake will be engaged If the actuator reaches a limit switch, the actuator power drive will then stop the
immediately, blocking the actuator in its present position. This is the case when actuator and ignore all commands which would otherwise cause the actuator to
EGS 2000 includes a number of functional blocks which are described the power links in the EGS 2000 power unit are removed by service personnel, continue moving in the same direction. The actuator will only be able to move
below: if a mains power failure occurs, or if the EGS 2000 should malfunction. in the opposite direction.
• The actuator control loop
If the actuator is blocked whilst the engine is running then, although the EGS
• The tacho system 2000 will be unable to control the speed of the engine, the engine will neither
Tacho System
• The set point selector stop nor overspeed. In any case, when the actuator brake is engaged and the
Engine speed is measured by a tacho system, using two independent pickups,
actuator blocked, an alarm is given by the EGS 2000. The brake current is
• The shaft speed control loop Tacho 1 and Tacho 2. The pickups are located close to the turning gear wheel.
monitored continuously by the EGS 2000 computer.
Tacho signal processing is carried out by a dedicated input processor on the
• The engine limit curves module S1/O unit of the Gamma computer, and from here the rpm signal for the speed
The tacho generator in the EGS 2000 actuator provides the power drive with
• The start/stop system control of the main engine is passed on to the Gamma CPU unit.
information regarding the speed at which the actuator motor is rotating. A
• Minimum selector position transmitter provides the Gamma computer with details of the position
The tacho selector selects which of the two signals is to be used. This is done
of the actuator. These two signals allow the precise control of the actuator,
• A failure detection module by checking that the two signals are within the valid range. If both signals are
enabling it to move to a desired position with very little overshoot.
in order, but slightly different, then the tacho selector will choose the signal
The actuator is situated upon the engine, whilst the actuator control loop is which is the highest of the two and use this for the calculation of the rpm
The power drive combines several inputs and produces the necessary power for
contained in the power unit. The rpm loop is also situated in the EGS 2000 value.
the actuator motor in order to move it. Apart from the tacho generator and the
power unit, using the tacho pickups for sensing engine speed. These are
position transmitter, the power drive also handles the following signal inputs:
situated on the engine in proximity to the turning gear wheel. Real time signal processing is used to detect malfunction of a pickup signal
which is automatically disregarded if a fault is detected. In nearly all cases
Index Demand: The Index Demand, modified by the MIN selector, is
The engine limits curve module is a software module situated within the where a tacho fails, the signal goes to zero. In these cases, the failed tacho will
the reference to which the actuator power drive sets
Gamma computer. Access to the limit curve characteristics and related be disregarded and the other tacho is automatically selected.
and maintains the actuator index.
parameters is available from the control unit.
Actuator Control Loop Limit Switches: The MIN and MAX limit switches detect the extremes
of mechanical travel allowed to the actuator.
The actuator control loop consists of a position control loop which in turn
uses fast speed control and current control loops to drive the actuator motor.
A power drive for control of the actuator current and speed, is located on the Illustration 2.1.4b Governor Control Panel
inside of the door to the EGS 2000 power unit. Alongside is the Stella Gamma
computer, which contains the position control loop. The actuator control loop
power electronic block requires 3-phase 172V AC which is supplied by the EGS 2000 GOVERNOR CONTROL PANEL
main 380/440V AC 3-phase supply via a transformer at the right hand side of
the main part of the power unit cabinet.
The actuator of the EGS 2000 comprises a motor, brake, tacho generator,
BLOCKED
position transmitter and gearbox. The EGS 2000 actuator motor is a brushless
servomotor which means that no periodical service is required.
LOAD INDEX ALARM
LIMIT TEST MENU
The EGS 2000 actuator gear is a high precision epicyclic gear containing CANCEL
MAX ACKN.
rotating pinions which transmit power to a common, central pinion. The
pinions are supported so that the gear retains a very large part of its surface in AUTO
SELECT SETUP ESC ENT
contact during rotation and an extremely small backlash on its output. The gear
requires no periodical lubrication.
RPM POWER INDEX ACCESS DATA DIAG
The actuator has a built-in brake included as a safety feature. Such large
mechanical powers are involved in the EGS 2000 actuator that during
servicing of the unit the actuator must be blocked to avoid the possibility
of injury to personnel working on it. The brake requires 24V DC in order to
Issue: 1 IMO No. 9297345 Section 2.1.4 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
The Set Point Selector INDEX Mode Start/Stop System
In Index mode the EGS 2000 will maintain a fixed fuel index. This mode is
The set point selector receives the rpm set point signals from both the bridge mainly used when measuring the engine performance through the cylinder The EGS 2000 START/STOP system controls the index during start and stop
and the ECR continuously. In order to determine which of these signals is to be pressure indication. RPM control is automatically retained if the rpm becomes of the engine.
considered as the actual order (they may be different from each other), the set too high or the speed order is altered.
point selector also receives information from the attached remote control unit When a STOP or SHUTDOWN signal is received, the EGS 2000 immediately
which informs it of control location status. The selected set point is considered gives an index zero demand to the actuator. When a START request is received
as the rpm set point. This is fed to a slope unit which keeps track of the order Engine Limits Module the EGS 2000 causes the actuator to move to a predetermined index value. This
and performs various functions within the EGS 2000. If a cable error on the value will be maintained for a length of time unless the actual rpm exceeds
selected input is detected, or if the manoeuvring system is off-line whilst in The filtered scavenge air pressure (Ps) signal is transmitted to the scavenge air the desired rpm, in which case the index will be controlled by the optimal
bridge control, the set point selector maintains the set point value being used limit block. The filtered rpm is transmitted to the engine torque limit block and controller. When this time expires, the actuator index control will go on-line if
prior to the occurrence of the error. The fault will cause an alarm on the EGS the actuator index demand is passed to the MIN selector. the rpm has not reached the ordered value.
2000 control unit and will be visible on the EGS control unit. An EGS alarm
is further generated to the ordinary alarm system. The scavenge air limit function in the EGS 2000 ensures that the correct If the EGS 2000 is started up after a mains supply failure, and the engine
amount of fuel is provided for each cylinder in relation to how much scavenge is already running at an rpm value above start level rpm, this function is
air is available. This ensures clean burning of the fuel injected. During periods automatically bypassed. The function is also bypassed if the cancel limits
Shaft Speed Control of acceleration the normal lack of sufficient turbocharger speed in relation to function is in operation such as during a repeated start situation.
engine speed makes the fuel to air ratio within each cylinder too rich. This
The optimal controller takes care of filtering the input signals and calculation means that not enough air is available to burn all the fuel injected which At the control unit or by an external signal from the remote control system
of the actuator index demand. The parameters within the optimal controller results in poor combustion and the production of smoke containing pollutants. a higher value of start level index can be selected, such as when a first start
vary constantly as a result of engine condition. The result is that the controller Restricting the actuator fuel index in accordance with the available scavenge attempt was not successful.
provides four separate modes of operation. air alleviates this problem.
Modes of Operation The EGS 2000 contains an engine torque limitation function, the purpose of Failure Detection Module
which is to protect the engine against torque overload.
The EGS 2000 system has four modes of normal operation. The following categories of failure detection exist:
The values determining the limit curves may be altered by authorised user
• Cable failure for all analogue input signals
access only.
Auto Select • Pickup errors for the tacho system
Auto Select allows the EGS 2000 system computer to automatically select The Minimum Selector • System supervision including remote control system, tacho
either the rpm mode or power mode of operation, depending upon prevailing system, control unit, actuator power drive system and
engine running conditions. The changeover criterion due to the weather changeover system
The MINIMUM selector limits the actuator index demand (from the optimal
conditions is Seastate 3, i.e. in rough weather POWER mode is selected, and
controller) before passing on the final value of the actuator index demand to • Actuator supervision including motor temperature and position
in calm weather RPM mode is chosen. Index mode is manually selected and
the actuator via the actuator power circuits. The actuator index demand is error
allows the EGS 2000 system to fix the engine fuel rack index as long as rpm
limited by three signals:
variations stay within predefined limits. • Supervision of the input/output system for the Gamma
Scavenge air limit computer covering conversion errors and connection errors of
RPM Mode Engine torque limit input/output units.
In RPM mode the EGS 2000 will maintain constant shaft speed even in rough Index MAX (The maximum index set by use of this function) • Power source supervision including internally generated direct
weather with small fluctuations imposed from the weather. current supply voltages and battery supply
If the actuator index demand is limited for any of the above reasons, then the • All types of Gamma computer memory circuits as well as the
POWER Mode condition will be indicated on the LCD display of the EGS 2000 control unit. CPU function are supervised
In Power mode the EGS 2000 will maintain approximately constant shaft The index will be limited to zero whenever a STOP or SHUTDOWN signal • Alarm released for EGS 2000 subject to test
power. This gives optimum engine performance in moderate to rough weather is active.
• Alarm for illegal parameter set up in the Gamma computer
conditions.
• Alarm for VIT option safety limit active
Issue: 1 IMO No. 9297345 Section 2.1.4 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
If a cable failure occurs in any monitored connection between the EGS 2000 Readjustments of the VIT System During Service The Load Program
and the environment to which it is connected, this will be indicated on the Due to variations in fuel quality and wear to the fuel pumps it may be necessary Normal Function of the Load Program
control unit LCD display in the alarm list and an alarm will be given. Generally, to adjust the maximum pressure Pmax, when the ship is in service.
no change will occur in engine operation. Certain special cases exist, however, The RPM load programme system ensures that load up and load down of the
where a change is needed for reasons of engine safety. engine is carried out over a certain period of time.
Before the adjustment is carried out, indicator diagrams must be taken covering
running conditions in the area above the breakpoint.
A circuit exists within the EGS 2000 which monitors the operation of the The RPM load program limits acceleration during running up of the main
Gamma computer for computer hardware failure. If an error is detected, then engine. The load program is active in the range from 90 to 100% of the
It will then be possible to adjust Pmax by changing the value of Poffset by the
the actuator will immediately be blocked, an EGS malfunction alarm given specified 100% rpm for the engine. Running up from 90 to 100% rpm takes
same amount as Pmax is to be adjusted.
and all program execution terminated. If an error is detected during the start- place in a minimum of 30 minutes and is only active when both the speed
up procedure, the EGS 2000 will not start, the actuator will be blocked and an setting command and the actual rpm have reached their limit.
The new adjustments can be checked by taking new indicator diagrams.
EGS malfunction alarm will be given. The program is designed so that any increase of rpm within the program will
follow the outlined limitation curve, i.e. the maximum acceleration is 1% of
Cancellation of the VIT Function the specified 100% rpm for each 3 minutes.
Additional EGS 2000 Features
It is possible to cancel the function of the VIT system by setting the injection
Variable Injection Timing (VIT) timing to zero (late injection, low maximum pressure in cylinder). This is done The load down functions in a similar manner to the running up situation with
The Variable Injection Timing (VIT) system is developed to fulfil the from the keyboard of the control unit. individually adjustable parameters.
requirement of keeping the cylinder maximum pressure Pmax constant in the
high load range to save fuel. The load program is cancellable, i.e. included with the load limit cancel
Lubricating Oil Dosing (LOD) function of the EGS 2000. If the load down function is included and active,
This is achieved by a mechanism which automatically adjusts the timing of when the load program is cancelled the resulting speed setting command
fuel injection, such that the maximum pressure Pmax is kept constant as the The LOD system offers a binary signal which can be used for activation follows the control handle’s RPM speed setting command; if this is smaller
engine load is reduced from 100% down to a pre-specified part load, known as of an increased amount of LO for the cylinders of the main engine based than the load program’s low limit, the resulting output of the load program is
the breakpoint (about 80% 0f MCR). on significant changes in the actual fuel pump index. This binary signal is the low limit.
maintained for a certain period of time, after the change in the fuel pump index
The electronic control by the EGS 2000 is only active during remote control has taken place
Hour and Revolution Counters
when running in the ahead direction. During manoeuvring, astern running and
The criterion for extra lubrication of the cylinders is specified as the minimum The hour and revolution counters as well as their associated trip counters, can
emergency control, the control is taken over by a pneumatic system at the
ramp, which, regardless of the sign, just requires the extra lubrication to be be observed and adjusted from the control unit. These functions comply with
engine.
made, i.e., uploading or downloading the engine by a certain percentage fuel the counter definitions of the Universal Control System UCS 2000 and can
index during a period of time will trigger the request for extra lubrication of therefore be remotely controlled from the UCS 2000.
There is no cable supervision for the analogue output signal operating the
variable injection timing. A failure message at the control unit causes an the cylinders. If a larger change in fuel index takes place or the change takes
external EGS alarm, when illegal parameters are entered for the V1T system place faster than the prescribed time period this will also result in the request
from the external de-bugger. The alarm text is VIT SETUP ERROR. for extra lubrication. Extra lubrication will be active as long as the LOD level
is above 100% and the time-out given by the timer will start the instant that the
In the event of manual cancellation of the VIT control, running astern, being in LOD level passes below 100%.
a STOP or SHUTDOWN situation, having a general BLOCKED situation for
the actuator or a cable failure to the scavenging air pressure signal, the output
signal for the I/p-converter is set to the minimum value.
In the event of a system failure within the EGS 2000 causing the 80186 CPU to
go into a HALT situation, the output to the I/p-converter will drop to 0mA .
Issue: 1 IMO No. 9297345 Section 2.1.4 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.1a Auxiliary Boiler
Main Fuel Valve
Burner/Air Casing
Steam Outlets Safety Valves
Steam Space
Ignition Burner
Insertion/Retracting
Cylinder (Behind
Outlet Box Bracket)
Membrane Wall
Ignition
Burner
Generating
Furnace
Tube Bank
Main Burner
Boiler Burner Arrangement
Water Drum
Manhole
Issue: 3 IMO No. 9297345 Section 2.2.1 - Page 1 of 9
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.2 Boilers and Steam Systems Both the furnace and the generating tube banks are located asymmetrically and Feed Water Valves
are separated by the screen wall of vertical water tubes. Besides the screen wall Two groups of feed water valves are provided in the boiler. Each group
2.2.1 General Description the furnace consists of gas tight polygon shaped membrane walls. The water comprises a shut-off valve and a non-return valve. The shut-off valve in the
wall of tubes receives radiant heat from the combustion flame and this prevents main group must be open when the boiler is in operation under oil firing or
The steam generating plant consists of two Aalborg auxiliary oil fired boilers burning of the boiler shell. The generating tube bank consists of vertical pin- being used as the steam/water receiver with the economiser working. The shut-
and one exhaust gas economiser. tubes arranged in a staggered configuration, the pins acting to improve the heat off valves should be closed when the boiler is not in use.
conduction from the combustion gases to the water in the tubes. The flue gas
The steam demand of the vessel in port is met by one or both of the boilers passes through the deflected tubes at the bottom of the screen wall, and then
depending on the operating conditions at the time. At sea the steam demand upwards through the generating tube bank and out through the smoke outlet Water Level Gauges
is met by the exhaust gas economiser but this may be supplemented by one of box. Downcomers connect the steam drum with the water drum and these Two local water level gauges are located at the aft side of the boiler, each gauge
the boilers in the event of high steam demand or low economiser output due to promote water circulation. being provided with two shut-off valves and a drain valve. The pipes from the
manoeuvring/slow steaming etc. drain cocks on the water level gauge lead to an open drain and are visible for
The bottom tube plate is covered with a coat of insulation refractory and above inspection.
that with a castable refractory.
Auxiliary Boiler
Maker: Aalborg Industries Entry to the furnace is possible through the access door at the bottom of the Blowdown Valve
No. of sets: 2 furnace. Further inspection to the generating tubes is possible through the Two blow down valves of the shut-off/non-return type are mounted at the
inspection door at the bottom of the furnace as well as the access door provided bottom of the boiler body. The shut-off function is for security and the non-
Type: Oil fired vertical smoke tube marine boiler
on the flue gas outlet box. Inspection of the generating tubes is also possible at return function prevents steam/water from flowing into an empty boiler by
Model: Mission OL model 25000 the inspection door provided in the middle of the pin element section. mistake.
Burner: KBSD 1900
Evaporation: 25,000kg/h During normal operations the boilers will be operated on HFO but an
Air Valve
Steam condition: 16.0/7.5kg/cm2 saturated steam at 203°C independent MGO fuel oil system has been retrospectively fitted to allow it to
comply with exhaust gas emissions when the vessel is operating in restricted The air/ventilation valve located on top of the boiler is a shut-off valve. It
Feed water temperature: 90°C
areas. Section 2.6 of this manual provides further details. is normally closed except when the boiler is being filled, being completely
Fuel oil: HFO up to 700 cSt at 50ºC drained or when steam is being raised. The end of the drain pipe from the air
Atomising steam: 7.0kg/cm2 valve is visible so that it can be observed when water or steam is coming out.
Boiler Mountings
Safety Valves Scum Valve
Auxiliary Boiler Description
Two safety valves are fitted to the pressure vessel of the boiler at the steam The scum valve is a double valve arrangement. In the event of scum in the
The boilers are of the vertical, two-drum type, top-fired and equipped with a drum. They are installed to prevent the boiler pressure from rising above the boiler, this scum can be blown off from the water surface by opening these
steam atomising burner. The burner local control panel and all of the relevant design value. Waste steam pipes are fitted to the safety valves and these are valves. The ship side blowdown valves must be opened before the scum valve
boiler mountings are mounted on top of the boiler. The control system provides provided with drains to prevent condensate build up above the valve. is operated.
fully automatic operation of the boiler and the steam atomising burner.
Main Steam Valve Sample Valve
The steam drum is cylindrical with two flat plates of equal thickness which are
The main steam valve is a screw lift valve with a non-return flap style valve A sample valve is installed enabling connection to the boiler water sample
mutually connected by vertical solid stays. The steam drum is furnished with
located just downstream of it. When closed, it isolates the boiler from the cooler in the engine room workshop. This is used for taking test samples
the necessary internal fittings to ensure an even distribution of the feed water
main steam line. When open, it prevents steam from flowing backwards into to evaluate the condition of the boiler water and to determine the type and
and to ensure a sufficient dryness of steam. The burner cone in the furnace
the boiler. quantity of feed water treatment required.
opening is an integrated part and so no refractory is provided in the top of the
furnace. Manholes are placed in the steam and water drums, the drums having
sufficient space for inspection and maintenance. Water drum design is similar Bypass or Warming Through Valve Inspection Hole
to the steam drum, the water drum being located at the bottom of the boiler and The bypass valve is a shut-off valve. This valve equalizes the pressure between
connected to the steam drum by means of generating tubes and downcomers. Two small inspection holes are provided in the furnace wall to enable
the boiler and the steam system when the main steam valve is closed and it inspection of the burner flame. A proportion of the air supply is bled off from
is also used to allow for warming through of the steam lines before the main the burner fan to cool the window of the inspection hole, and to prevent soot
The foundation of the boiler consists of four supports, one as a fixed foot and steam valve is opened.
the others designed to allow for thermal expansion. deposits building up.
Issue: 3 IMO No. 9297345 Section 2.2.1 - Page 2 of 9
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.1b Auxiliary Boiler Fuel Oil Service System To Fuel Oil
PI
Overflow Tank From Heavy
No.1 Boiler Burner No.2 Boiler Burner Fuel Oil Purifiers
Unit DPT TS Unit DPT TS 2G77 1G77
Combustion Air from Fan Combustion Air from Fan
2G76 1G76
PI PI
F19 F18 F17 F19 F18 F17 OF072F
XS F152 XS F152
Burner Burner
Unit Unit No.1 Mixing LS LS
PI F153 PI F153 No.2 Tube No.1 No.2 Heavy Fuel
XA XA
1229 1228 MGO Heavy Fuel Oil Heavy Fuel Oil Oil Service
Service Settling Tank Settling Tank Tank
2G69 1G69
Tank
F41 XS F64 F73 F41 XS F64 F73 G474
Diesel Oil
OD101F OF051F OF052F OF201F
Ignition Pumps
PT PI PT PI (0.3m3/h x 7kg/cm2)
G008 G009 OF053F LC
PI Service PI Service
Air Air
F42 F42 G001 OF054F OF301F
To Main Engine and
F41 F41 G436 Generator Engine
F67 F67 Marine Gas Oil Fuel Oil Server
Supply Pumps
XS XS (6.19m3/h G002
x 25kg/cm2) OF302F
XS XS To Heavy Fuel Oil
P P
G435 Purifier Feed Pumps
I I
F75 F75 G470
F94 F94 Control From Heavy OD
PI PI XA XA MGO Air
G433 G468 Fuel Oil 301F
No.2 Fuel LT Cooling
F93 F100 F93 F100 No.1 Storage Tank
Oil Water ZS ZS
PI PI Cooler BL10
PI TI PI TI G434 OD318F
G469
PI PI DPAH
OF 1227
312F
F99 F99
G448
Instrument Air Instrument Air TT TI Fuel Oil TI
PI Mixing Overflow/
XS PI XS XS PI XS Tube Drain OF
Tank (40m3) 304F
Auxiliary Boiler
F253 F250 F253 F250 G003 Fuel Oil Heaters FI OF
1226 307F
No.1 OF317F OF
306F
F257 Test F256 F257 Test F256 PI TI
SI XI XA Auto
F258 F258 TI 1224 1224 1224
G454 CH-VR
G005 OF319F G004 G007 OF320F G006 OF OF SI XI XA
(18kg/cm2) 315F 312F G101 G102 1225 1225 1225
PT G451 G452 G453
PT PC G100
OF OF
G97 308F 309F
OF314F PI
TI
OF OF
316F 313F No.1 No.2
TI Auxiliary Boiler
Key Fuel Booster PI PI
M F91 M F91 PI TI Pumps (5.8m3/h x
Instrument Air Marine Gas Oil Condensate
Instrument 26kg/cm2) OF OF
Air Condensate Condensate Fuel Oil Air 310F 311F
Steam Electrical Signal No.2
Atomising Atomising
Service Air Service Air LT Water
Steam F92 F108 F87 Steam F92 F108 F87
Issue: 3 IMO No. 9297345 Section 2.2.1 - Page 3 of 9
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Inspection Door • A pressure transmitter is located in the main steam line. The WARNING
The boiler is provided with two inspection doors to enable inspection of the transmitter is common for both boilers and converts the actual
The actuator diaphragm may only be pressure loaded on the side
generating tube bank. steam pressure in the common steam line into corresponding
opposite the springs. The vent hole in the other connection must remain
electrical signals. The signals are used to give warnings for
open.
low/high steam pressure and alarm/burner cut-off for high
Manhole steam pressure. Furthermore, the signals are used to control the
Manholes placed at the boiler top and boiler bottom allow access to the steam start/stop and modulation set point of the burners both in low Valve Positioner
and water drums for internal inspection. and high pressure mode. The signals from the transmitter are
also used to control the master/slave operation. The electronic pneumatic valve positioner unit (SIPART PS2 6DR5000) is
used as the final control element of the pneumatic linear feed water regulating
Access Door valve actuator. The positioner converts a current signal output of between 4
Water Level Control and 20mA from the process controller into a corresponding movement. The
Access to the furnace is possible through the access door placed at the bottom
A modulating system of water level control is employed in these boilers. For positioner changes the pressure in the actuator chamber until the position
of the furnace.
measuring and control of the water level in the boiler a differential pressure corresponds to the set point value.
(dp) water level transmitter unit is used. This device has reference and variable
Drain for Furnace legs, mounted on the steam drum, which connect to the dp transmitter via Comparison of the set point and the actual value takes place electronically in a
The furnace bottom is provided with a socket for draining the washing water a valve manifold which allows connection to be shut off if required. The micro controller. If the micro controller detects a deviation, it uses a five-point
used during boiler tube cleaning operations. output from the dp transmitter is processed by the control system allowing for switch procedure to control the piezo-electric valves, which in turn regulate
regulation of the feed water valve and activation of alarms if necessary. the flow of air into the actuating chambers. When connected in a two-wire
system, the SIPART PS2 draws its power exclusively from the 4 to 20mA set
Heating Coil Valves point signal.
A float level switch supervises the water level in the boiler and provides a low
A steam heating coil is fitted in the boiler water drum that is fed from the water level signal for cut out of the burner.
7.5kg/cm2 engine room steam main. The coil is used to maintain a suitable If a large deviation arises between the set point and the indicated operation
temperature in the boiler when the waste heat economiser is operating to position, the actuator travels continuously due to a sustained current output
Feed Water Control Valve from the positioner (high-speed zone). Within the zone of moderate system
enable the auxiliary boiler to be brought into service quickly should the need
arise. There is a high and low feed water demand valve on each boiler. The feed deviation (shortstep zone) travelling occurs in impulse sequences of minimum
water control valves have a valve plug of parabolic form and the fluid length. The pulses affect differences in the pressure of the actuator chamber
flow direction is against the closing direction. The valves are actuated by a and consequently initiate an adjustment. No positioning signal is output in the
Boiler Controls pneumatic actuator which is mounted above the valves and which are regulated case of a small control deviation (adaptive or variable dead zone).
The Gauge Board by a signal originated at the water level dp transmitter.
The function of the gauge board is to control the burner and to give warning Steam Atomising Burner
and alarm for low and high steam pressure. The following items of equipment Pneumatic Actuator, Type DP
Burner
are fitted to the gauge board: The pneumatic linear actuator is designed to be mounted directly on the
control valve. The pneumatic actuator converts positioning command signals Model: KBSD 1900
• A pressure gauge which gives a reading of the actual steam
pressure in the boiler. The pressure gauge is located on the local into stem thrust forces. The required back setting force is produced by the Type: Steam atomising, modulating
control panel. spring arrangement inside the actuator. The rolling-diaphragm produces linear
spindle movements over the complete stroke The steam atomising burner is capable of burning either HFO or MGO
• A pressure switch for high steam pressure which activates an
alarm and cuts off the burner when the steam pressure rises for extended periods of time. The requirement to operate on MGO may be
above the preset point of 17.8kg/cm2. When activated the Pneumatic Connection necessary to meet exhaust gas emission standards in restricted areas. To allow
pressure switch locks the burner in stop mode. Operation of the this, the burner and software of the boiler controls have been modified to
The air supply is dry and at ambient temperature. The pneumatic supply provide stable combustion when burning MGO.
burner is then only possible when the steam pressure falls below tube is connected to the diaphragm housing. If the air supply fails the stem
the differential set point of the pressure switch and the alarm is is automatically returned into the original position caused by the inserted
reset. As the burner is a vital component of the boiler plant, the operating staff should
springs. be thoroughly instructed with regard to the operation of the equipment and
• A pressure transmitter connected directly on the boiler which the safety regulations. This is due to the fact that burner problems are often
converts the actual steam pressure of the boiler into corresponding caused by incorrect burner operation. With frequently occurring burner faults,
electric signals. The signals are used to give warnings for low/ the nearest service centre should be consulted. To ensure a safe and reliable
high steam pressure and alarm/burner cut off for high steam function of the burner it must be inspected at least once a year, in addition to
pressure.
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the normal maintenance intervals. The inspection should be carried out by a WARNING Fuel Oil Supply System
representative of the supplier or by another competent and qualified person. The fuel system has been described in section 2.6.3.
Repair of any of the safety components is NOT permitted. Failure to
comply may result in serious injury.
The burner is a steam atomising burner for modulating operation and is capable The auxiliary boiler fuel oil system consists of two separate ring mains. One
of burning both diesel oil and heavy fuel oil. The burner system consists of system is common for both MGO and HFO while the other is independent and
the burner unit, combustion air fan, and supply systems for oil, steam, and The Ignition Burner is used exclusively for MGO. The first system is the original one fitted during
combustion air. The burner unit is mounted on top of the boiler and connected the vessel’s construction while the second has been fitted retrospectively to
The ignition burner is a separate diesel oil burner with its own oil supply
to the combustion air fan via an air duct. The design of the KBSD burner allow the boilers to comply with port authority regulations for exhaust gas
system. It operates on the principle of mechanical pressure jet atomisation.
ensures that the flame is kept highly stable at all loads. The KBSD burner can emissions.
The ignition burner is retractable and inserted/drawn back by an air servo
provide inert gas at low loads and it has a large turn down ratio.
cylinder. Both in automatic and emergency operation mode the ignition burner
is fully automatic. When the burner is started, and the ignition sequence step During normal operations, when the vessel is operating in unrestricted water,
The Wind Box is reached, the ignition burner is moved into position by means of the air the boilers will be operated on HFO. The fuel oil is normally supplied to the
servo cylinder. The diesel oil flame is ignited by an electric spark between boilers from the HFO service tank but it can also be supplied directly from the
The wind box, shaped as a spiral, in combination with the radially functioning settling tanks although this should only be considered in an emergency or when
swirlers ensures a uniform air distribution in the burner register as well as in the two electrodes which are connected to a high voltage ignition transformer.
After the ignition period has expired, the ignition burner is purged with air and changing over to operate on the independent MGO system.
furnace allowing for stable fuel combustion. The wind box design minimises
the combustion air pressure loss between fan and register. drawn back again.
For starting from cold, marine gas oil (MGO) is supplied to the boilers from
The diesel oil is supplied by a gear type ignition oil pump, which only operates the MGO service tank. Changing this operation from MGO to HFO during the
The Burner Register in the ignition mode. The pump operates at between 7 and 14kg/cm2. warming through procedure takes place by altering the position of the three
way valve OD318F.
The burner register is the duct between the wind box and the furnace. The
burner lance with atomiser, flame stabiliser, and ignition burner are placed The Flame Failure Equipment If it is necessary to operate the burners on MGO while in restricted areas,
in the burner register. For maintenance and inspection purposes the burner
Flame failure during light up and normal operation is detected by photoelectric the boilers will need to be changed over to operate on the independent MGO
lance can be dismounted separately from the top of the wind box. This makes
cells mounted on the burner unit and coupled to an amplifier mounted inside system. The changing over of the ring main system has been detailed in section
replacement of the atomiser very easy. The flame stabiliser is designed to
the local control panel. Upon loss of the main combustion flame, the flame 2.6.3 of this manual and takes place from the CECR.
create an internal recirculation of hot gases which provides the continuous
ignition of the oil and thereby stabilises the flame resulting in less pulsation. failure equipment will automatically shut down the burner.
Oil and Atomising Systems
The Atomiser FD Fan Air Bottle The atomising medium and oil are supplied from valves through flexible hoses
A four litre compressed air bottle has been fitted to the inlet side to each FD to the burner lance.
The burner lance contains the Y-jet atomiser, in which steam and fuel are
mixed and ejected. This oil mist is then mixed with combustion air, and fan servo piston and this has been fitted with a solenoid operated valve at the
inlet. This valve will shut if there is a loss of control voltage to the boiler and The automatic shut-off valves, recirculation valve, solenoid valves, and the
the combustion is completed. The requested oil capacity of the burner unit
will open the FD fan damper to purge the vapours from the boilers’s furnace rest of the necessary burner mountings are all fixed on the wind box. All
determines the number and bore of discharge ports in the atomiser. The oil
shut-off valves are standard ball valves and the automatic valves are with
flow regulation is based on flow measurements, and therefore the oil pressure
electric/pneumatic actuators. The arrangement of the components on the
is of little importance to the atomisation quality. As a consequence of this, the Burner Supply Systems burner is made as simple as possible. The oil flow control valve is fitted with
atomisation quality does not vary over the burner turn down range even with
a pneumatic converter/positioner. To obtain a very accurate regulation of the
the oil pressure operating between 2 and 25 bar. This section describes the burner supply systems in general terms together with oil flow, which is very important for a large turn-down ratio, the valve is also
some of the requirements needed to have a safe and reliable burner operation. fitted with an adjustable Valve Characteristic (Cv) function. This Cv-adjuster
Safety The burner and the oil system are designed for both diesel oil and heavy makes it possible to adjust the pressure loss coefficient of the valve whereby
fuel oil operation. The burner supply systems consist of a fuel oil system, a the oil flow regulation can be optimised to each single installation. The oil flow
All safety equipment such as flame sensor equipment and correcting elements steam atomising system, a combustion air system, an ignition system and a
may only be replaced by qualified personnel. If any unexpected plant behaviour, is measured by a screw-type flow meter.
compressed air system (for air atomising when burning MGO and for purging
deterioration or similar event should occur giving rise to any reasonable doubt the fuel system).
as to the continued safety of the plant, the matter should be reported at once to The fuel oil pressure control loop includes a motorised control valve to ensure
Aalborg Industries for their advice. the correct pressure at the fuel oil inlet of the burner, and thereby providing
a larger turn-down ratio of the control valve. A single loop PID-controller
and a standard 4-20mA pressure transmitter ensure optimum and accurate
functionality. The fuel oil temperature before the burner inlet is kept precisely
at the desired value by means of a motorised flow control valve, a single loop
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PID-controller, and a temperature transmitter. The atomising steam is supplied Flame Detector Ignition and MGO Modes
through a motorised control valve. The steam pressure is kept constant at high The flame detector is used for supervision of yellow burning oil flames. If The boiler will operate on MGO when flashing up from cold (because of the
burner load, but at low burner loads, the steam pressure is reduced. the photocell detects a missing flame, the burner stops immediately. It is not lack of steam), or when the vessel enters restricted waters to ensure the boilers
possible to start the burner before the control system has been reset. With this comply with local exhaust gas emission standards. Section 2.6 of this manual
Both steam and compressed air can be used for atomisation of the fuel oil but type of detector, the radiation of the oil flame in the visible band of the light provides details of the requirements for burning fuel oil in restricted areas while
ordinarily steam is used. Atomisation of the fuel oil by compressed air should spectrum is used to generate a flame signal. The light-sensitive element is a section 2.6.3 provides a description of the fuel oil change over procedures
only be used during cold start-ups. selenium photocell. When illuminated, it generates DC voltage which causes
a current to flow to the input of the flame signal amplifier in the control unit.
Heavy Fuel Oil Mode
Steam Atomising System Hence, the selenium photo cell is an active detector.
A description of the pipeline setup required for the HFO operation of the boiler
Atomising steam can be supplied directly from the boiler steam drum or from can be found in section 2.6.3 of this manual.
the 16kg/cm2 system. From the supply line, the atomising steam flows through Burner Operating Instructions
the steam regulating valve, a water separator, the pneumatic shut-off valve, During normal operations, when the vessel is operating in unrestricted water,
and the stop valve to the burner lance. The steam pressure is controlled by the This section describes the normal burner operations with regard to the the boilers will be operated on HFO. This is stored in four HFO storage tanks,
regulating valve and is kept at a constant level at high burner load, but at lower preparation for start-up on the selected fuel type, normal start/stop, change of and transferred to the settling tanks by a transfer pump. Here any water or
burner loads, the steam pressure is reduced by the control system. fuel, etc. The boiler, burner, control system and additional equipment for the sediment is drained off before being purified and discharged to the HFO
boiler plant will have been set up during the commissioning stage. service tank.
During a normal stop of the burner, the lance is purged with steam. The
pneumatic shut-off valve opens, and the remaining fuel oil in the lance
atomised into the furnace. The combustion air fan, which also operates during Descriptions Automatic Mode
this period, purges the furnace of the unburnt ejected oil/steam mist. The In the following sections various operating procedures are described such as: The control system automatically starts, stops, and regulates the burner during
pneumatic shut-off valve is closed after the end of the purge period. normal boiler operation. When the steam pressure is below the set point for
• Diesel oil mode
operation, the burner commences the start-up sequence. If the main steam
If atomising steam is not available compressed air can be used as atomising • Heavy fuel oil mode valve and warming through valve are closed, the burner operates in minimum
medium (eg at start-up) and is supplied via the air stop valve. Compressed air • Automatic mode firing position after start-up until the differential pressure between the boiler
for atomising should only be used with HFO if steam is not available. and the main steam line is within the set point for which modulation free mode
• High pressure mode
is allowed. When the pressure in the boiler and the pressure of the main steam
Compressed Air System • Low pressure mode line are equalised, the burner operates in modulation free mode.
See section 2.10 for a more detailed description of the air supply systems. • Inert gas mode
In modulation free mode, the control system attempts to maintain the steam
• Manual mode pressure at the desired set point by the regulation of the burner load. The burner
The compressed air system to the boiler supplies atomising air for the main can be regulated through the complete load range from minimum firing load
burner should steam not be available. Control air is also supplied to the boilers • Change from diesel oil operation to heavy fuel oil operation
to full load. However, should the steam demand decrease below the minimum
for controlling the FO valves and the feed water regulating valves. Control air • Change from heavy fuel oil operation to diesel oil operation firing load, the steam pressure will increase to the set point for burner stop.
is also used for control of the sootblowers and the burner unit. The burner stops and remains stopped until the set point for burner operation
• Change of operational heater
is reached again.
• Change of heavy fuel oil bunker type
Combustion Air System
• Prolonged stop
The combustion air system supplies air to the burner according to the demands High Pressure Mode
of the control system. The draught loss of the burner air register is measured The boilers can be selected for single operation or in a master/slave formation;
The boiler fuel oil system consists of two separate ring mains, one that is
by a differential pressure transmitter, which converts the signal to a flow signal the master boiler will operate to supply steam as required and the slave boiler
common for both MGO and HFO and another that is used exclusively for
used by the control system for automatic air/oil ratio control. will be maintained under pressure ready to be fired to provide additional steam
MGO. The first system is the original one fitted during the vessel’s construction
while the second has been fitted retrospectively to allow the boilers to comply should the master boiler not be able to maintain pressure due to high demand.
The combustion air is supplied by a directly driven centrifugal fan. The fan is Boilers may be selected for operation in high pressure or low pressure mode.
with exhaust gas emission standards in restricted areas.
mounted on a common bed frame with motor, inlet vanes and servo-drive unit. The high pressure mode can be selected on the local control panel or from
The fan impeller inside the spiral housing is mounted directly on the motor the control position at the machinery console in the cargo and engine control
shaft. The air flow to the burner is regulated by inlet vanes mounted on the room. When this mode has been selected the boiler will increase pressure until
fan suction side. The inlet vanes are of a multi-blade design and regulated by a the modulating set point has been reached. When this has occured the steam
servo-driven unit comprising an air cylinder and an I/P positioner. pressure will be controlled by the regulation of the burner.
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Low Pressure Mode a) To avoid damage to the oil pumps, the viscosity of the oil in the atomising pressure are made by settings in the control system. The air/fuel
As with the high pressure mode, low pressure operation can be selected from heavy fuel oil tank should not exceed 380cSt. If necessary, the ratio should be checked and adjusted through the complete burner range to
either the local control panel or from the control position at the machinery oil tank should be heated. The viscosity of the oil at the atomiser ensure correct combustion. The air/fuel ratio can be checked by measurements
console in the cargo and engine control room. When operating in this way should be between 15 and 20cSt. of the soot spot number and the O2 content and/or the CO2 content in the flue
the control system regulates the burner load and limits the burner’s maximum gas. The visual appearance of the flame should also be checked. If the amount
setting. b) Care must be taken to avoid a continuous heating of the of combustion air to the burner for a given oil flow is too low, the combustion
recirculated diesel oil when the burner is in stop mode during will be incomplete and black smoke will be produced. Although the O2 content
When switching from high pressure to low pressure operation, the burner will the changeover period. is low, and the CO2 content is high, the air flow should be increased. If, on the
stop and the pressure in the boiler will start to fall. The excess steam in this other hand, the O2 content is high and the CO2 content is low, it indicates that
mode will then be dumped and condensed in the atmospheric drain condenser. Note: When the fuel type is changed from MGO to HFO, an alarm for low the air flow for the combustion process must be decreased. It is not only the
The system pressure will then be regulated as described previously. oil temperature may arise. If the burner is in operation, it will shut down air/fuel ratio which is an important factor for the combustion process, but also
due to this alarm. To prevent burner shutdown, the set point for low oil the pressure of the atomising steam. The steam pressure should be adjusted
temperature can be temporarily decreased in the control system. and optimised to suit the combustion process through the complete burner
Inert Gas Mode range. The pressure can be checked by measurements of the soot spot number
The boiler plant is designed so that good quality inert gas can be provided from c) Check that the tracing systems for the oil system and the burner and visible control of the flame. If the steam atomising pressure is too low
its exhaust. The inert gas mode can be selected from the control position at the unit are operational. Care must be taken to avoid supplying trace at a given burner load, the flame has a tendency to sparkle, and the soot spot
machinery console in the cargo and engine control room and when selected, heating to sections of pipes which are closed at both ends. number increases. Furthermore, the flame becomes unstable at low loads due
the burner will be forced to start if it is not already running. The burner load to poor atomisation of the oil. If the steam atomising pressure is too high, the
will then ramp up until the minimum inert gas load is reached. If the steam d) Stop the burner then select HFO on the three way valve combustion zone is cooled, and the flame becomes unstable at low loads. The
pressure in the common main is below the minimum burner setting, the burner OD318F. If the burner is still running, the burner and the fuel oil shape of the flame can be adjusted by changing the position of the swirlers/
will continue to ramp up until the supply can meet the demand. If however the pump will stop. The return valve OF312F will be energised and flame stabiliser. The flame should be adjusted to a shape in which minimum
steam pressure is above the burner minimum setting, the burner will hold its its position changed to return oil back to tank. The oil throttle contact to the furnace walls and bottom is achieved. The adjustment should
minimum inert gas setting and the excess steam in the system will be dumped valve will also be increased to its maximum flow position. be checked when the burner is in full load condition. An adjustment of the
into the atmospheric drains condenser. swirlers/flame stabiliser towards the furnace results in a slim and long flame,
e) Open the inlet and outlet valves for the duty fuel oil heater and and the opposite movement results in a wide and short flame. An adjustment
In inert gas mode the normal set point for stopping the burner is inactive and close the bypass valve OF314F. Check that steam is available of the swirlers/flame stabiliser also results in a change of the distance between
the burner can only be stopped by receiving a stop signal from the inert gas to the duty heater and that the steam return lines are operational. the atomiser and the root of the flame.
plant or a high steam pressure shutdown alarm. If the minimum inert gas load The fuel oil pump will run for a preset period to ensure that HFO
set point is adjusted in the control room during operation, the burner load will is present in the heater before applying steam. After this time Change From Heavy Fuel Oil to the Independent Gas Oil System When
adjust to this new set point. has elapsed, the heater can be switched to automatic mode. Entering Restricted Exhaust Gas Emission Areas
f) A preset period for the flushing sequence then starts with the If the fuel supply has to be changed from HFO to MGO when the vessel is
Manual Mode entering a restricted exhaust gas emission area, the following steps should be
gas oil being returned to the HFO tank. When this has elapsed,
In manual mode, the boiler can only be started from the local position but the the return three way valve OF312F will operate to send the oil followed.
start up sequence is still automatic and controlled by the boiler’s system. After to the mixing tube.
start-up, the desired load conditions have to be controlled by the operator and a) Change over the HFO supply to the boiler from the service tank
in this mode the burner can only be stopped by the operator or a shut down g) The HFO will now circulate in the common ring line and when to the settling tank. To do this, open the HFO settling tank line
signal. The automatic regulation of the burner is therefore switched out in the the temperature has increased above a preset figure, the burner isolating valve OF302F and close the service tank supply valve
manual mode. will change to the READY position and operate in accordance OF301F.
with the boiler steam demand.
Note: The HFO supply must be changed over to the settling tank as there is
Change from Gas Oil (Original System) Operation to Heavy Fuel Oil
When the burner is operating on HFO, final adjustments of the combustion no spill return from the boiler to the HFO service tank. If this changeover is
Operation
process can be carried out to achieve high quality performance. The aim is to not undertaken there will be a transfer of HFO from the service tank to the
The procedure for changing over from MGO to HFO has been fully described operate the burner with the lowest possible O2 content and highest possible settling tank when the boiler is operating on the independent MGO system.
in section 2.6.3 however, when changing over to HFO operation, the following CO2 content without the risk of incomplete combustion (black smoke). At the
points must be observed: same time the reliability of the burner must be ensured. A number of actions c) Stop the boiler via the control panel in the CECR and select
can be performed to improve and optimise the combustion process such as (independent) MGO operation. If the burner is still running,
adjusting the air/fuel ratio, the steam atomising pressure, and the position of the burner will be stopped but the duty fuel oil booster pump
the swirlers/flame stabiliser. Adjustments of the air/fuel ratio and the steam will remain operational to cool the burner by keeping the HFO
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circulating. The steam valves to the duty heater will close and Procedures for Boiler Starting and Stopping Note: When filling a boiler which is not under pressure, the shut-off valve
the heater deactivated. The temperature of the HFO circulating after the feed water pump must be throttled.
in the system will start to fall. The fuel oil return valve OF312F Note: It is essential that the operator of the boiler plant understands
will also energise to return the HFO to the settling tank. The thoroughly the operating instructions of the burner and the control panel. The i) Check the water level in the water level gauges. Check frequently
fuel oil throttle valve will be increased to its maximum flow boiler operating manuals provide full details of the burner and control panel. during the start up process. The water level gauges should be
position and the set point for the pressure control valve reduced To ensure a safe and reliable operation of the boiler plant, all operation and/ blown down several times to ensure a correct indication.
to its minimum acceptable pressure. or maintenance of the boiler must be carried out only by skilled personnel
who know the boiler plant thoroughly. j) Check that the water level control system is connected and
d) The flushing sequence of the burner using MGO will now operational.
commence and the boiler screen mimic will show FLUSHING. When the boiler is started, the firing rates advised by the manufacturer must
After the temperature of the HFO in the system has dropped to be strictly observed to prevent overstrain of the boiler material by quick and k) Check the fuel oil system and start the fuel oil supply pump.
100°C, the three way valve F250 at the burner inlet will change uneven temperature rises. It might be necessary to perform a number of start The boiler will be initially flashed on diesel oil as there will be
to the gas oil position and the burner fuel oil line will be flushed and stop sequences during the raising of steam from a cold boiler condition. no steam available for HFO heating (see section 2.6.3)
with MGO through to the HFO settling tank for approximately The boiler is provided with a steam heating coil in the water drum to maintain a
2.5 minutes. When completed, the duty MGO supply pump temperature when the boiler is not in operation. This ensures that the auxiliary l) Check the burner and the safety functions.
must be started again manually to fire the boiler. boiler is always available for steam generation.
e) When the flushing is complete, the three way valve F253 at Procedure for Flashing up the Auxiliary Boiler from Cold and
the burner outlet will operate to return the MGO to the gas oil Procedure for Preparing the Auxiliary Boiler for Starting Raising Steam
mixing tube. At the same time the burner bypass valve F256 from Cold
will be opened to keep the HFO circulating in the common ring a) Start the burner on manual control and on low load. Check that
main system. a) All foreign materials must be removed from the internal the water level does not rise too high during the pressure rising
pressure parts. period. Drain water from the boiler via the blowdown valves if
f) The burner plant will now change to indicate READY. the water level is too high.
b) All gas side-heating surfaces must be clean and all the refractory
Change of Heater in good condition. The furnace bottom and the burner wind box Note: The boiler may be started in automatic mode when it is in a warm
are to be clean of oil and other debris. condition or even from cold, however, if any boiler maintenance has been
When changing the HFO heater, care must be taken to ensure that the flow
carried out it is good practice to start the boiler from cold in manual mode in
of HFO to the burner is maintained. It is also important to ensure there c) Ensure that all personnel are clear and all manhole covers are order that checks may be carried out as the boiler comes under pressure.
is an adequate supply of steam to the heater to maintain the correct fuel securely tightened.
temperature.
b) Close the air valve when only steam blows out. A pressure
d) Inspect the safety valves and see that the gags have been reading should be indicated on the boiler pressure gauge before
Note: When the boiler is operating on the independent MGO system, the removed and the easing levers are in good condition. the air valve is closed.
HFO system will remain operational with the duty fuel oil booster pump c) Check all covers such as manholes, hand holes, inspection
circulating to and from the settling tank but the heater will be deactivated. e) Open the root valves for all instruments and controls connected doors, etc. during the pressure rising period. If required, check
to the boiler. Open all pressure gauge valves and check that all all flange joints on the plant.
Change of Heavy Fuel Oil Bunker Quality valves on the pressure gauge piping are open.
d) Change the burner to automatic control when the boiler pressure
If the heavy fuel oil bunker quality is changed and the calorific value of the oil f) Open the vent valve of the steam drum. is 0.5 bar lower than the working pressure of the boiler.
changes, the air/fuel ratio should be adjusted to obtain the correct combustion
data. This is done by changing the correction factor of the air/fuel ratio on the g) Check that the main steam valve, bypass valve, scum valve and e) Open the bypass valve slowly to heat up and pressurise the
local panel. blowdown valves are closed. steam system. Drain valves on the steam pipes and on steam
headers must be opened to remove condensate when the steam
Prolonged Stop h) Open the feed water valves and the air valve. Fill the boiler with lines are warming through.
distilled water to approximately 50mm below the normal water
When the boiler plant is to be stopped for a long period of time, the oil system, level. The water level rises due to expansion when the boiler is
including the heaters, should be flushed with MGO and the trace heating must f) Slowly open the main steam valve and close the bypass valve.
heated (this is known as swell). If the temperature difference
be switched off. between the boiler and feed water exceeds approximately 50°C, g) Open the valves to the steam consumers carefully to avoid water
the boiler must be filled very slowly. hammer in the pipes.
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h) When the boiler is in normal operation, check that the water Stopping the Boiler for Repair or Inspection
level control system and the gauge board functions are fully
operational. a) Clean the boiler of soot by using water washing.
b) Operate the burner for at least 15 minutes after the soot removal
Procedure for Stopping Operation of the Auxiliary Boiler to dry out the remaining water.
Boiler Normal Shutdown
If necessary, the boiler can be shut down at any load without special c) Stop the boiler as described for normal boiler shut down.
preparations.
d) Check the furnace and the pin tubes for deposits and damage.
Note: When the boiler is shut down sudden temperature and pressure drops e) Empty the water from the boiler and clean it. Check for signs of
should be avoided as they might expose mountings, pipelines and the boiler limestone deposits.
plant to damaging temperature gradients.
f) Check and clean the outer fittings. Change joints and valve
a) When minimum load is obtained, stop the burner. packings where required.
b) Keep the water level at normal level until the boiler stops g) Clean the feed water tank and feed water pipes. If the composite
producing steam. boiler is in use this procedure need not be undertaken unless
there is evidence that the feed tank has become contaminated.
c) Stop the feed water pump and close the feed water valves.
h) Clean and grease the bearings of the motor, pump and air supply
d) Close the main steam valve. fan.
Boiler Emergency Shutdown i) Check and align the burner if necessary.
The boiler must be taken out of service immediately if:
j) If the boiler is shut down for a long period of time, the tubes
• Parts of the boiler show signs of overheating. must be thoroughly cleaned.
CAUTION WARNING
The classification society and statutory authority must be informed, It is of extreme importance that the boiler is NOT operated without
and the boiler must not be used until approval from these authorities is water supply when the oil burner is in operation. Boiler damage and
available. danger to personnel will result.
• Substantial loss of water is noted
• The feed water system is unable to provide the necessary
amount of feed water, eg due to failure of feed pumps or the
feed system
• The safety valves cannot function
• Sudden cracks or damage are noted in the refractory, and if
steam or moisture is coming out of the casing
• Oil in the feed water is detected
If an emergency shut down must be carried out, the fuel supply should be
stopped. The main steam valve should be closed gradually, and the boiler must
be cooled. The safety valve easing gear must not be operated.
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Illustration 2.2.2a Boiler Local Control Panel
ON SET
AUT
ALARM
RESET OFF
Manual increase of the burner load. This Entering of different menu items for
facility is only available in manual modification of settings, parameters,
operation mode. Or manual increase of other SET etc. Password entering is required
remote control settings = 1. when this soft key is used.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of other position towards the left.
remote control settings = 1.
Selection between automatic and manual Move further into a branch in the
operation mode. The yellow LED above menu structure and changes digit
AUT the soft key shines in manual operation
position towards the right.
mode.
Acknowledgement of warnings and alarms.
Low frequent flashes on the red LED above
ALARM the soft key indicate warnings, and high Moves upwards in the menu structure
RESET frequent flashes indicate alarms / burner and increases to a higher value.
shutdown.
Starts the burner in manual operation mode.
The green LED above the soft key flashes. Moves downwards in the menu structure
ON When a feedback signal for combustion air and decreases to a lower value.
fan running is received, the LED shines.
Stops the burner in manual operation mode.
OFF The green LED above the "ON" soft key is
switched off simultaneously.
Display for surveillance of operation,
servicing, and modification. The display
is a 4-line display with maximum 20
characters in each line.
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2.2.2 Boiler Control Systems display. During normal operation, the entering or modification of parameters Low Pressure Mode
or settings should be performed from the local panel. This is possible because The boiler operates in a similar way to the high pressure mode but the
all panels included in the plant are connected via the cable (RS485) network. maximum load on the burner may be reduced by adjusting the settings in the
Introduction
control system. This mode can be selected from either the local panel or the
The boiler control system is designed to provide safe and functional operation PC Based Monitoring System boiler PC in the CECR.
of the auxiliary boiler plant both at the boiler side(s) and from the machinery
console in the cargo and engine control room (CECR). There is a local control The control system is provided with a PC with graphic user interface, which is Inert Gas Mode
section for each boiler, a common power section and a PC based control and installed in the machinery panel in the CECR. The RS485 network connection
monitoring system in the CECR. enables the PC based monitoring system to retrieve data from the control The boiler plant is designed for the production of inert gas of acceptable quality
panels in the system and present the complete boiler plant on the PC display. when required. When inert gas mode is selected the boiler burner is forced to
This means that active control of the boiler plant can take place from the start and ramp up to the minimum inert gas load. If the steam pressure falls
Local Control Section keyboard trackball. All parameters, settings, etc. can be controlled from the PC below the set point the burner load will follow the steam pressure requirement.
and downloaded to the control system. However, if the steam pressure regulator sets the burner load below the
The local control section contains the local panel, communication interface, minimum inert gas load the burner load is maintained at the minimum inert
relays, flame monitoring equipment, water level control equipment, switches The graphic user interface is programmed in the standard windows environment gas load and excess steam is dumped. Inert gas mode may be selected with
for emergency operation, etc. The power supply is from the common power with traditional windows pull down menus to provide access to alarm lists as the boilers operating in master/slave mode or in a stand alone role. If the slave
section. well as swapping facilities between the different pictures designed to present boiler is not selected for inert gas mode but the master boiler is, the minimum
the complete system. Pop-up mimic diagrams enable the operator to start and load for the slave boiler burner will be the minimum inert gas load. Inert gas
The local panel, shown in illustration 2.2.2a, and the power panels are stop boilers or to change steam pressure set points, etc. A password system operation is possible in both high pressure and low pressure modes but the
constructed as a computerised control and monitoring system. From the local provides the logged-on user with permissions/restrictions and ensures that no maximum burner load will be limited in low pressure mode by settings in the
panel all operations of the boiler plant can be performed. parameters can be changed by unauthorised personnel. control system.
The local control section is located on the boiler. This provides the operator Manual Mode
with a clear view of the boiler operation. The complete boiler system can be Operating Modes
operated from the local panel with or without the PC system in service. By use The boiler plant may be operated in one of a number of different modes, When manual mode is selected the burner can only be started by the operating
of the soft keys placed to the left of the display, the burner can be operated selected to suit the steam requirement conditions. In automatic mode the engineer at the local panel. During the start up the burner sequence is controlled
in manual mode, and alarms/warnings can be acknowledged. The soft keys boiler plant may also be operated in high pressure or low pressure mode with automatically by the control system but after start up the load setting must be
placed to the right of the display give access to the menu structure. The actual the boilers being selected as the master and the slave boiler. In manual mode made manually. The stop set point is inactive when in manual mode and the
menu levels or menu item lines are displayed on the four line liquid crystal the boilers may be operated independently or simultaneously. In addition one burner must be stopped manually.
display (LCD). boiler may be operated in manual mode at a fixed load whilst the other boiler
is operated in automatic mode. Mixed Manual and Automatic Modes
Access to a number of different parameters, settings, etc. is limited by the
This mode allows one boiler to be operated in automatic mode and the other
requirement to enter a password. This secures the operation from unintentional
Automatic Mode boiler to be controlled manually. Steam pressure in the main steam line is only
or unauthorised entering and modification, which might cause damage to the
The control system will automatically start, stop and regulate the burner to maintained by the automatic boiler and the manual boiler must be manually
boiler plant. The password routine is divided into two steps. The entering of
maintain the desired steam pressure. If the main steam valve and warming fired to have any influence on steam generation.
the common user password provides access to the most common menu items,
and the super user password, which is only known by Aalborg Industries, through valve are closed the burner operates in minimum firing position after
provides access to the more vital functions. Settings for equipment common to start up until the pressure differential between the boiler and steam main are Master/Slave Mode
both boilers can only be changed from the panel for the boiler selected as the within the set point for modulation free mode. If the valves are open and the
One boiler is selected as the master boiler and the other as the slave boiler;
master boiler. pressures in the boiler and steam main are the same the burner operates in
both boilers must be set for the same high pressure or low pressure mode. The
modulation free mode. In modulation free mode the control system maintains
master boiler supplies steam to the system and will operate automatically. The
the steam pressure at the desired level.
Common Power Section slave boiler will only start up if the master boiler cannot supply the steam
demand; the slave boiler will normally start if the master boiler remains on
The common power section contains power supply systems, a common power High Pressure Mode 75% full load for a predetermined period of time. The load valve and time
panel, motor starters and the smoke density monitoring system. Switches for When high pressure mode is selected the burner operates and the steam period may be changed if required. When the slave boiler has been started it
emergency operation are also provided inside the common power section. pressure rises until the modulating set point is reached and the control system remains on minimum firing load until its pressure is equal to that of the main
attempts to maintain the steam pressure at the desired set point by regulating steam system. At this point the slave boiler goes into modulation free mode
By using the soft keys on the control panel, parameters, settings, etc. can be the burner load. High pressure mode can be selected at the local panel or the and the burner load is shared between both boilers. The slave boiler burner is
entered or modified, and the actual menu levels or menu item lines shown on the boiler PC in the CECR. stopped when the master burner load reduces to 25% of full load.
Issue: 3 IMO No. 9297345 Section 2.2.2 - Page 2 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.2a Boiler Local Control Panel
ON SET
AUT
ALARM
RESET OFF
Manual increase of the burner load. This Entering of different menu items for
facility is only available in manual modification of settings, parameters,
operation mode. Or manual increase of other SET etc. Password entering is required
remote control settings = 1. when this soft key is used.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of other position towards the left.
remote control settings = 1.
Selection between automatic and manual Move further into a branch in the
operation mode. The yellow LED above menu structure and changes digit
AUT the soft key shines in manual operation
position towards the right.
mode.
Acknowledgement of warnings and alarms.
Low frequent flashes on the red LED above
ALARM the soft key indicate warnings, and high Moves upwards in the menu structure
RESET frequent flashes indicate alarms / burner and increases to a higher value.
shutdown.
Starts the burner in manual operation mode.
The green LED above the soft key flashes. Moves downwards in the menu structure
ON When a feedback signal for combustion air and decreases to a lower value.
fan running is received, the LED shines.
Stops the burner in manual operation mode.
OFF The green LED above the "ON" soft key is
switched off simultaneously.
Display for surveillance of operation,
servicing, and modification. The display
is a 4-line display with maximum 20
characters in each line.
Issue: 3 IMO No. 9297345 Section 2.2.2 - Page 3 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
The change of master and slave boiler may be made at any time whilst both The following illustrates the operation of the panel soft keys: By use of the soft keys placed to the left of the display, the burner can be
boilers are operating automatically in master/slave mode. If the old slave boiler operated in manual mode, and alarms/warnings can be acknowledged. The
is not firing when the change is made it will start firing and ramp up until the soft keys placed to the right of the display give access to the menu structure.
The Left Hand Soft Keys
oil flow rate is greater than that of the old master boiler. After this it acts as The actual menu levels or menu item lines are displayed on the four line liquid
the master boiler and the old master boiler acts as the slave boiler, stopping as Manual increase of the burner load. This facility is only crystal display (LCD).
necessary. available in manual operation mode.
If both boilers are operating automatically and the master boiler receives a shut Manual decrease of the burner load, This facility is only Operating Examples
down signal, the slave boiler automatically becomes the master boiler and the available in manual operation mode.
old master boiler shuts down. Even when the old master boiler is reset the new In this section a number of operating examples are provided. The examples
master boiler continues as the master boiler. If one of the boilers is in manual shown are valid for a boiler plant which contains two boilers with steam
AUT Selection between automatic and manual operation mode.
mode the master/slave state will not be changed. atomising burners. However, the operating principles are identical for all other
The yellow LED above the soft key shines in manual
boiler and burner types. This means that regardless of the parameter, setting,
operation mode.
If the master boiler is in automatic mode and the slave boiler is in manual mode etc., which should be entered or modified, the procedure for operating the
the steam pressure in the steam main is maintained by the master boiler. The panels is the same.
slave boiler may be started and set to operate on a fixed load, the master boiler ALARM Acknowledgment of warnings and alarms. Low frequent
burner load will be changed to suit the steam demand. flashes on the red LED above the soft key RESET indicate Operating Example No.1
warnings, and high frequent flashes indicate alarms/burner
If the master boiler is set to manual mode and the slave boiler is set to shut-down. Change of Burner Operation from Stopped to Automatic Mode
automatic mode the system will not operate correctly. Only the master boiler
can call for starting and stopping of the slave boiler but if it is in manual mode ON Starts the burner in manual operation mode. The green a) Press the right hand soft key once to select the right hand
it cannot make such calls. LED above the soft key flashes. When a feedback signal for branch of the menu structure to select BOILER.
combustion air fan running is received, the LED illuminates.
Emergency Mode b) Press the right hand soft key seven times to move down the
menu branch to the SETUP item of the menu.
In the event of a total breakdown of the control system the burners may be OFF Stops the burner in manual operation mode. The green LED
operated in emergency mode. In this mode a number of safety systems and above the ON soft key is switched off simultaneously.
c) Press the right hand soft key once to move to CTRL
interlocks are overruled and so a constant watch must be made on the burner MODE.
operation and steam pressure. In emergency mode only the too low water level
The Right Hand Soft Keys
and the flame failure interlocks are operational. d) Press the right hand soft key once to move to BURNER
SET Entering of different menu items for modification of settings, CTRL MODE.
Emergency mode is operated from the switches and potentiometers at the parameters. etc. Password entering is required when this soft
power panel and inside the local control panel. key is used. e) Press the right hand soft key SET to select the current burner
operating mode (in this case it is STOPPED).
WARNING
Moves further out of a branch in the menu structure and
When operating the burner in emergency mode the boiler plant must be changes digit position towards left, f) Press the right hand soft key once to change the burner
closely and constantly supervised by a competent ship’s engineer with operating mode to AUTO.
special attention being paid to the water level and the steam pressure.
Move further into a branch in the menu structure and changes g) Press the right hand soft key SET to select the indicate mode as
digit position towards right the current burner operating mode.
Operation of the Panels
Moves upwards in the menu structure and increases to a h) Press the right hand soft key three times to return the panel
The control system is equipped with both local and power panels from where display to the default showing boiler operating conditions.
higher value.
operation of the boiler plant can be performed. The panels are constructed
and operated identically, the only difference between the panels being the
configuration and set-up. Local panels are configured to control the boiler and Moves downwards in the menu structure and decreases to a
burner operation, and the power panels are configured to control accessories tower value.
such as fuel oil pumps, feed water pumps, etc.
Issue: 3 IMO No. 9297345 Section 2.2.2 - Page 4 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Operating Example No.2 g) Press the right hand soft keys and once to select individual File Menu
alarms for inspection. The file menu offers options for setting the event/log printer, for disc operation
Change of Set Point for Low Steam Pressure Warning and file loading or saving and for printing lists.
h) After viewing the alarms press the right hand soft key four
a) Press the right hand soft key once to select the right hand times to return to the boiler default panel display.
branch of the menu structure to select BOILER. Picture Menu
Operating Example No.4 Mimic diagrams of the boiler plant are available from the picture menu and
b) Press the right hand soft key once to select the right hand most of the mimics can also be opened from the icon bar located to the right
branch of the menu structure to select BOILER PRESSURE. of the picture screen. Operating modes, values, set points, etc. can be changed
Manual Start and Stop of the Burner
from the appropriate mimic by using the trackball pointer and the cursor. Only
c) Press the right hand soft key once to select the right hand fuel oil pumps can be started and stopped from the mimic displays.
a) Press the left hand soft key AUT once to select MANUAL
branch of the menu structure to select alarms.
operation mode.
The following mimics are available:
d) Press the right hand soft key once to select the right hand
b) Press the left hand soft key ON once and the burner will start. • Boiler System
branch of the menu structure to select LOW ALARM.
• Steam System
c) Press the left hand soft key to increase the burner load.
e) Press the right hand soft key SET for a few seconds to select the
• Water System
password screen.
d) Press the left hand soft key to decrease the burner load. • Pump Overview
f) Type in the password code and press the SET button once.
f) Press the left hand soft key OFF once to stop the burner.
Option Menu
g) Press the right hand soft key once to select the alarm screen
with the LOW ALARM condition highlighted. The PC Monitoring System This provides for the setting of the clock and passwords.
h) Press the soft key once in order to increase the low alarm set In the PC based monitoring system, data can be received, handled and Lists Menu
point by one increment (one bar). transmitted to the control unit by means of the network connection. This
There are a number of lists available in the system and these include alarms,
enables control of the boiler plant from the PC located in the machinery
i) Press the soft key three times to return to the boiler default events, measuring points and group displays. A particular list may be selected
console at the cargo and engine control room.
panel display. from the menu or by pressing the appropriate short cut key. The operator may
scroll through a menu and select a particular item from the list and obtain
Active control of the boiler plant may take place from the keyboard or
further information, if available.
the trackball input device. Parameters may be set or reset from here and
Operating Example No.3
downloaded to the control units.
The alarms which might occur during operation can be acknowledged and
Inspection of the Alarm List reset by clicking on the button in the right side of the PC screen using the
The graphic user interface is programmed in the standard windows environment.
trackball.
Windows pull down menus provide access to alarm lists as well as swapping
a) Press the right hand soft key once to select the right hand
facilities between the different pictures designed to present the complete
branch of the menu structure to select BOILER.
system. Pop-up mimic diagrams enable the operator to start and stop the Trend Menu
boilers individually or to select high or low steam pressure set points. A The Trend Menu allows for the setting up and observation of system trend
b) Press the right hand soft key seven times to select SETUP.
password system provides the logged-on user with permissions/restrictions and curves. Before a system value can be used in the trend menu, it must first be
ensures that no parameters can be changed by unauthorised personnel. activated in the specific dialogue box. Different trend activated system values
c) Press the right hand soft key once to select CTRL MODE.
can be mixed and set up as trend curves in a way which is optional for the
d) Press the right hand soft key four times to select Operating of the PC Monitoring System user.
LOGGINGS. After the initialisation of the programme the different functions available can
A trend curve may display up to 10 inputs at the same time. Data covering the
be called up by means of keyboard shortcuts or by clicking on the menu or
e) Press the right hand soft key once to select INSPECT past 14 days may be displayed on a trend curve (5 minute intervals) but for
icon bar. The menu bar is located at the top of the screen and offers drop down
ALARM LOG. higher resolution, the past 12 hours may be covered with data sampled at 10
menus when a heading is selected. Menus available are File, Picture, Option,
second intervals. Trend curves may be customised and printed if required.
Lists, Trend and Help.
f) Press the right hand soft key once to select the first alarm
condition.
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Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
The Alarm System Stopped This step must be selected at the local panel or PC. Timers 10 Steam Purge Position
The boiler alarm system may be operated from the PC screen. Alarms may be set to zero except combustion air fan start. Burner in stop
If the actual oil flow is lower than the oil flow in the steam
acknowledged and lists of alarms may be displayed and printed as required. mode.
purge then the firing rate is ramped up. Air and oil flow rates
The alarm button continuously displays the number of alarms present. If the are set to steam purge and the timers for these started. When
background colour is green there are no alarms in the system. A flashing red/ 0 Ready Oil and air flow are set to standby. If automatic mode has the required air and oil flow rates have been reached, the next
yellow button indicates that there is at least one unacknowledged alarm in the been selected, the combustion air system is set for operation. step is initiated.
system. A steady red colour means that there are alarms in the system but that
they are all acknowledged. Clicking on the screen alarm button or pressing the
1 Starting Send the start request to the PMS system and the start timer 11 Steam Purge 1
keyboard key F5 will cause the alarm summary screen to be displayed.
for the PMS feedback signal. Upon receiving the start signal
Close the oil valves and open the steam purge valve.
from the PMS, start the combustion fan and check that the
Deactivate the flame surveillance and after time interval has
Burner Control Sequence fan is running.
expired activate the next step.
The following text describes the burner firing sequence for steam atomising 2 Purge Open the atomising steam valve, set the air flow to purge
burners. 12 Steam Purge 2
position and start the purge procedure.When satisfactorily
achieved initiate the next step. Close the atomising steam valve and steam purge valve.
The burner firing sequence, that is start, purge and ignition, etc., is handled
by the control system. The sequence is divided into a number of steps, which
3 Ignition 1 Set the air and oil flow to the ignition position and set the 13 Post Purge Set the air and oil flow to the purge position. When feedback
are executed one by one. When a specified step is active, the control system
timers. When feedback signals for the air and oil flow have signal that oil and air flow have been reached as set, and the
activates a number of output signals and timers. In this way the necessary
been received, initiate the next step. timer has expired, change to step 0.
execution and surveillance of these actions can be performed. On the local
panel/computer the actual sequence step will be indicated.
4 Ignition 2 Insert the igniter and start the ignition sequence; when the
The burner firing sequence consists of 13 steps. The steps 0-8 handle the feedback indicates that the igniter is functioning, initiate the
burner start sequence, and the steps 10-13 concern the burner stop sequence. next step.
In the normal operation of the burner, step 8 (mod free) will be active. In this
step the burner operates in modulation free mode, and the load is controlled
5 Safety Time Open the oil valves and start the timer for the safety time.
by the steam pressure regulation output. If the steam pressure rises above the
Activate the flame surveillance.
set point for stop of the burner, the control system initiates the burner stop
sequence. When the stop sequence is completed, the burner will be in step 0
(ready). If the steam pressure falls below the set point for start of the burner, a 6 Flame Stable Stop the ignition burner and check for a stable combustion
new start-up sequence will be initiated. flame during the flame stable time period. If a stable flame is
recognised, initiate the next step.
In addition to these steps, the sequence is provided with a stop step and a
shutdown step. The stop step must be selected on the local panel/computer.
In this step the burner remains stopped regardless of the steam pressure. The 7 Low Firing Set the air and oil flow rates to the minimum firing. After
shut down step is active if one or more safety interlock alarms are present. If preset time, check if the boiler pressure is lower than the
a safety interlock alarm arises in any one of the sequence steps, the burner warm up pressure; if it is lower continue on low firing. When
firing sequence is immediately interrupted. When the safety interlock circuit is the boiler pressure is higher than the warm up pressure,
restored, and the alarm is reset, the sequence returns to step 0 (ready). initiate the next step. In manual mode, it may stay in low
firing as required.
Step No. Action
Sequence The boiler burner must be shut down when the sequence 8 Rising Increase the firing rate to raise steam according to the
commences. The power is then switched on. predetermined ramp up rate. After a time interval for the
rising period, change to modulation free mode. The boiler
burner will now operate in modulated manner. In manual
Shut Down One or more interlocks active. Oil and steam valves closed, mode the firing mode may be selected.
oil flow in standby condition, all timers set to zero and safety
interlocks checked
Issue: 3 IMO No. 9297345 Section 2.2.2 - Page 6 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.3a Economiser Sootblower Control Panel
SOOT BLOWER CONTROL PANEL
TIMER FOR
AUTO OPERATION
No.1 (Upper) Sootblower Motor
SOURCE MANUAL AUTOMATIC No.1 S/B RUN No.2 S/B RUN
Sootblower Steam Supply Valve
MOTOR TRIP STEAM VALVE MAN-AUTO START-STOP LAMP TEST
OPEN
MCCB FOR
MAIN POWER
Sootblower Drive Motor
Sootblower Drive Motor
Sootblower Manual Drain
Control Panel Valve ST014F
Sootblower
Sootblower
Drain Valve Auxiliary Boiler Sootblower
Sootblower Steam
Supply Valve ST012F
Economiser Sootblowers
Issue: 2 IMO No. 9297345 Section 2.2.3 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.2.3 Sootblowers The economiser sootblowing system consists of a main and remote control Procedure for the Operation of the Economiser Sootblowers
panel, two rotary steam sootblowers, a pneumatically operated main steam
valve and a steam trap on the steam supply line. Seal air is provided to keep It is advisable to inform the bridge for operational considerations of the timing
Auxiliary Boiler Sootblowers the sootblower nozzles clear during economiser operation and to provide a seal sequence for the economiser sootblowing, and it the settings are changed.
at the air wall boxes to prevent the escape of exhaust gas into the machinery
The auxiliary boilers are each provided with two sootblower units connected to space. The air is provided from a branch pipe off the main engine scavenge air a) Ensure power is available to the main and remote control
a common steam supply. The sootblowers may be operated in LOCAL mode manifold and is provided by opening valve AR051F on the scavenge manifold cabinets and that control air is available to the main steam
from the CECR engine control console or in REMOTE mode from the control and valve AR054F adjacent to the sootblowers. Both valves are of the non- operating valve.
cabinets located between the two boilers at the boiler tops. When operating the return type and are designed to prevent steam from inadvertently entering the
auxiliary boiler sootblowers the steam pressure must be the normal working air lines. These valves should always be open when the engine is running. b) Ensure that the seal air valves are open.
pressure and the boiler should be on at least 50% load. Sootblowing takes place
according to the timer setting module which is located in the control cabinets The main control panel is shown in illustration 2.2.3a and contains all of the c) Turn the main control panel switch to the ON position.
during continuous boiler operation. A conservative setting is every 8 hours. indicators and controls for the sootblower system which include:
Additionally, the sootblowers will operate 5 minutes after the first firing after
• Power available lamp d) Select AUTOMATIC at the control panel.
a sea passage shut down when the economiser has been generating the steam
capacity. During IG operations the sootblowers are interlocked out. • Manual and automatic indication e) Set the timer in the control panel for operation according to the
• No.1 sootblower running light companies operating policy.
Procedure for the Operation of the Boiler Sootblowers • No.2 sootblower running light f) The sequence will start automatically when the START signal
a) Check that the main electrical isolator for the control cabinet is • Motor trip indication is received from the timer unit.
set to the ON position for the in use boiler. • Steam valve open indication
Each sootblower will operate in turn. The steam supply valve will open and the
b) Check that the boiler steam pressure is normal and that the • Manual - automatic switching sootblowers rotate, directing a jet of steam over sections of the heat transfer
sootblower motorised valves are closed. • Start/stop switch tubes before returning to their parked positions.
c) Open the main steam supply valves to the sootblower headers. • Lamp test button
Sootblower Overload
Note that there is no drain trap on the header drain, nor can the • An adjustable timer for automatic operation
header be warmed through until the master isolating valve is
• A power isolating switch If a fault occurs, an alarm will sound, indicating sequence failure and the main
brought off its seat.
valve will close. In the event of a system failure the sootblower will have to be
A remote panel is also provided which is located in the CECR on the main wound to the stop position using the manual handle.
d) The master isolating valve on the in use boiler will be opened
control console. This has the following functions:
followed by the upper and lower sootblowing inlet valves
according to the pre programmed sequence. • Start/Stop/Automatic operation switch Manual Operation
• Automatic indication lamp
During the sootblowing operation, the ‘Sequence’ lamp on the control cabinet The sootblowers may be operated manually using the handle supplied. The
and the Start/Run Pushbutton/Indicator lamp on the engine control console • Manual indication lamp electrical system to the sootblower drive motor must be isolated before any
will be lit. If necessary the sequence can be halted from the CECR via a stop • Abnormal alarm steps are taken to fit the handle. The handle is fitted to the square end of the
button located below the Start/Run Pushbutton/Indicator lamp on the engine sootblower operating shaft.
control console. • Steam valve open indication
• No.1 sootblower running light WARNING
Economiser Sootblowers • No.2 sootblower running light Isolate the electrical power to the system before operating the sootblower
with the manual handle.
• Lamp test button
Maker: Kangrim Industries
No. of sets: 2 The sootblowers should be operated at least twice a day or more, depending on
Type: Rotary steam experience and companies procedures.
Model: K9B
Steam operating pressure: 7.5kg/cm2
Issue: 3 IMO No. 9297345 Section 2.2.3 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.4a Medium Pressure Steam System ZS
ST102F SD208F To Boiler Steam Dump
Control EPCON Control Valve
ZS
ZS ST101F Panel
ST032F ST031F
ST035F ST034F PI
TI PS PS PI PIAH ST051F ST017F
ST EXHAUST ST 1238
EXHAUST
038F 037F XA XI
IN
Steam Chest Steam Chest 1230 1230
IN
Pressure Pressure Cooling
Vacuum Condenser XA XI
Exhaust Sea Water Cooling 1231 1231
Exhaust (530mm Hg)
Pressure Out Sea
Pressure
Water In Auto
Sealing Sealing CH-VR
Steam Steam LAH
Pressure 1239
Pressure
SD210F No.2 Cargo Oil Pump No.1 Cargo Oil Pump
SD209F
Turbine Turbine
To Bilge Well
To Drain LC
Bilge Well Separator SD203F
ZS
ST103F Key SD201F SD205F
ST036F ST033F Condensate Water No.1
ST Exhaust Steam ST021F Pumps
EXHAUST PS
039F (50m3/h x 2.5kg/cm2)
Steam Chest Saturated Steam No.2
IN ST020F
Pressure
Feed Water PI
Exhaust
Pressure SD202F SD206F
Controlled Air From/To LT
Sealing ST019F WF019F Cooling
Steam Condensate Water System
Pressure To Economiser
Sootblower WF018F SD204F
No.3 Cargo Oil Pump Sea Water PI
SD211F
Turbine To Bilge
To
Bilge Well
From 7kg/cm2 To Burner
To Burner Atomiser
Air for Atomising
Atomiser
ST015F EPCON
Funnel Top
ST0 PT PI
ST016F 05F To Deck
PT Service 6kg/cm2
SD207F To Cascade/
ST102F ST101F ST103F SD To Condensate Filter Tank
084F Water Line
M
ST104F
ST010F
LS
ST008F ST201F ST009F PT PI
SB026F SB025F SB027F SB028F PT ST234F Auto
Turbine
SB022F SB021F SB023F SB024F LS ST-SP
Drain
To Engine ST108F Transfer
Pump To Bilge
Room Service
EPCON To Well
ST007F 7.5kg/cm2
ST006F From Economiser Condensate
ST003F
and Boiler Feed Line Turbine Drain Tank (0.5m3)
Water Pumps EPCON ST001F
Set 8.0 ST Pump Room
PI
ST 004F SD004F
/17.6 PI PI
002F ST684F
kg/cm2
To To From Deck Service
TI SD001F
Bilge Bilge PI ST681F
From SD From Engine
7.5kg/cm2 002F Room Service
SD1 Steam SD1 No.2 Auxiliary Boiler ST Stripping
No.1 Auxiliary Boiler SD0 SD0 SD681F 683F
53F Service 54F (25 Ton/h x 16kg/cm2) SD683F Pump SD684F
(25 Ton/h x 16kg/cm2) 11F 12F To Cascade
To Condensate Atmospheric Dump SD Filter Tank
Condenser 003F
Issue: 3 IMO No. 9297345 Section 2.2.4 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.2.4 Medium pressure Steam System Preparation for Supplying Steam to the Cargo Operations Procedure for Operating the Main Cargo Pump Turbine
Pumping Systems
The procedure described assumes that one auxiliary boiler is operating in Low
Introduction Firing mode in automatic and selected as the master boiler, with one main feed
Note: Prior to operating the cargo oil pump turbines, the level of oil in
the gearbox sumps and the governors must be checked and replenished if pump operating and the other main feed pumps selected for standby.
Saturated steam at 16kg/cm2 (medium pressure) is led from both of the auxiliary
boilers into a common steam main. During normal sea going conditions the necessary.
a) Ensure that two generator engines are running and connected to
steam demand of the vessel is met by the exhaust gas economiser which
the switchboard.
operates at a pressure of 7.5kg/cm2. The saturated steam is branched off the It has been assumed that the boilers are on automatic control and are
main line at various points and is used to supply the following systems: supplying steam directly at a pressure of 16kg/cm2 to the main line. It has
b) Check the COPT sea water circulation pump system valves are
also been assumed that steam is being supplied via reducing valves to the
• Sootblowers for the auxiliary boilers and the exhaust gas fully open then start the pump. Vent the condenser at the inlet
7.5 and 6.0kg/cm2 steam systems.
economiser casing and then note the suction and discharge pressures.
• Steam atomisation for the auxiliary boiler fuel oil burners Set up the valves as shown in the following table:
c) Confirm that the COPT exhaust valves are open to the
• Cargo oil pump turbines and stripping pump condenser. Check all automatic drain trap valves are open.
Position Description Valve
• Feed water filter tank heating system
Closed Steam supply master valve ST020F d) Check the COPT sump oil levels then start the auxiliary LO
• Reducing valves supplying the low pressure service systems at pumps in automatic control.
pressures of 7.5kg/cm2 for the engine room and 6.0kg/cm2 for Closed Steam supply warming through valve ST021F
the services on deck Open Main line drain trap unit SD157F e) Switch on the COPT turbine control panels and accept all
• Steam dump to the cargo oil turbine vacuum condenser during Open Cargo pump drain separator unit SD158F alarms and trips.
inert gas topping up operations in order to maintain the load on
the auxiliary boiler(s) Open Cargo pump line drain trap unit SD159F f) Start one condensate pump and select standby for the other.
• During normal sea conditions dumping excess steam generated Open No.1 cargo pump line drain ST037F
g) Check the steam and condensate valves for both air ejectors
by the exhaust gas economiser to the atmospheric condenser Closed No.1 cargo pump steam valve ST031F and open the steam master valve to the COPT condenser air
Closed No.1 cargo pump turbine warming through valve ST034F ejectors.
The Inert Gas System (IGS) control valve dumps steam to the vacuum
condenser to maintain the boiler on a minimum load of 40% so providing an Closed No.1 cargo pump exhaust valve ST101F
h) Open the COPT steam line and turbine drain valves and then
acceptably low oxygen content in the uptake flue gas. During IG topping up Open No.2 cargo pump line drain ST038F open the warming steam master valve for the COPTs. Open the
operations the auxiliary boiler sootblowers are interlocked out so that they
Closed No.2 cargo pump steam valve ST032F gland steam line drain valves and then open the gland steam
cannot be operated.
valve.
Closed No.2 cargo pump turbine warming through valve ST035F
WARNING i) Confirm that there is a partial vacuum in the condenser.
Closed No.2 cargo pump exhaust valve ST102F
On no account must the IG topping up steam dump be put into operation
until the vacuum condenser is in full working condition, as serious failure Open No.3 cargo pump line drain ST039F j) Isolate the atmospheric condenser dump valve.
of the condenser and its tubes will result. A low vacuum switch is fitted to Closed No.3 cargo pump steam valve ST033F
prevent opening of the dump valve unless the vacuum is correct. k) Set the vacuum condenser dump valve control to 16.5kg/cm2
Closed No.3 cargo pump turbine warming through valve ST036F
and then open the vacuum condenser dump valve.
Closed No.3 cargo pump exhaust valve ST103F
Open No.1 cargo pump turbine drains l) Transfer over feed supply to the boilers from the economiser
feed pumps to the main feed pumps.
Open No.2 cargo pump turbine drains
Open No.3 cargo pump turbine drains m) Check that the COPT control panels for Stop and Governor are
in the MINIMUM speed positions.
n) Open the COPT master steam valve and close the warming
through valve. Open all COPT main steam inlet valves.
Issue: 3 IMO No. 9297345 Section 2.2.4 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.4a Medium Pressure Steam System ZS
ST102F SD208F To Boiler Steam Dump
Control EPCON Control Valve
ZS
ZS ST101F Panel
ST032F ST031F
ST035F ST034F PI
TI PS PS PI PIAH ST051F ST017F
ST EXHAUST ST 1238
EXHAUST
038F 037F XA XI
IN
Steam Chest Steam Chest 1230 1230
IN
Pressure Pressure Cooling
Vacuum Condenser XA XI
Exhaust Sea Water Cooling 1231 1231
Exhaust (530mm Hg)
Pressure Out Sea
Pressure
Water In Auto
Sealing Sealing CH-VR
Steam Steam LAH
Pressure 1239
Pressure
SD210F No.2 Cargo Oil Pump No.1 Cargo Oil Pump
SD209F
Turbine Turbine
To Bilge Well
To Drain LC
Bilge Well Separator SD203F
ZS
ST103F Key SD201F SD205F
ST036F ST033F Condensate Water No.1
ST Exhaust Steam ST021F Pumps
EXHAUST PS
039F (50m3/h x 2.5kg/cm2)
Steam Chest Saturated Steam No.2
IN ST020F
Pressure
Feed Water PI
Exhaust
Pressure SD202F SD206F
Controlled Air From/To LT
Sealing ST019F WF019F Cooling
Steam Condensate Water System
Pressure To Economiser
Sootblower WF018F SD204F
No.3 Cargo Oil Pump Sea Water PI
SD211F
Turbine To Bilge
To
Bilge Well
From 7kg/cm2 To Burner
To Burner Atomiser
Air for Atomising
Atomiser
ST015F EPCON
Funnel Top
ST0 PT PI
ST016F 05F To Deck
PT Service 6kg/cm2
SD207F To Cascade/
ST102F ST101F ST103F SD To Condensate Filter Tank
084F Water Line
M
ST104F
ST010F
LS
ST008F ST201F ST009F PT PI
SB026F SB025F SB027F SB028F PT ST234F Auto
Turbine
SB022F SB021F SB023F SB024F LS ST-SP
Drain
To Engine ST108F Transfer
Pump To Bilge
Room Service
EPCON To Well
ST007F 7.5kg/cm2
ST006F From Economiser Condensate
ST003F
and Boiler Feed Line Turbine Drain Tank (0.5m3)
Water Pumps EPCON ST001F
Set 8.0 ST Pump Room
PI
ST 004F SD004F
/17.6 PI PI
002F ST684F
kg/cm2
To To From Deck Service
TI SD001F
Bilge Bilge PI ST681F
From SD From Engine
7.5kg/cm2 002F Room Service
SD1 Steam SD1 No.2 Auxiliary Boiler ST Stripping
No.1 Auxiliary Boiler SD0 SD0 SD681F 683F
53F Service 54F (25 Ton/h x 16kg/cm2) SD683F Pump SD684F
(25 Ton/h x 16kg/cm2) 11F 12F To Cascade
To Condensate Atmospheric Dump SD Filter Tank
Condenser 003F
Issue: 3 IMO No. 9297345 Section 2.2.4 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
o) Change the boiler mode selector to HIGH FIRING automatic. x) IG mode must be selected 15 minutes before cargo discharge
The other boiler is to be in manual mode but off load. is started. Confirm that the master boiler ramps up to 40% load
and that the O2 content of the gas delivered to the deck main
Note: The boiler is still operating in 7.5kg/cm2 LOW FIRING mode so the reduces below 5%.
pressure will need to be regulated when changing to the 16kg/cm2 HIGH
FIRING mode. y) Confirm with the chief officer that transfer of the COPTs can be
handed to the duty deck officer in the cargo and engine control
p) The master boiler pressure will rise gradually until 16.5kg/cm2 room. Change the cargo pump control switch to REMOTE at
is reached when it will cycle off and recycle on at 14kg/cm2. the local station.
Adjust the gland steam pressure to maintain 0.3 to 0.5kg/cm2.
As the master boiler ramps up to High Firing pressure confirm Cargo pumps are controlled from the cargo console in the cargo and engine
that the COPT condenser vacuum is at the correct value. Blow control room but operation of the turbines must be checked to ensure that
off the manual drains for the COPT steam line and the governor they are operating correctly. Vibration monitoring instrumentation must be
drains. checked, this equipment being in operation before the turbines are started.
q) When the master boiler reaches 16.5kg/cm2 steam dumping will The duty engineer must also check that the boiler(s) are operating correctly and
be initiated. Allow the boiler system to settle in this condition that the turbines are also functioning under remote control without vibration.
for 10 minutes.
When the plant is in service a full IG and cargo plant log must be taken at
r) Open the IGS dump valve ST017F and set the controlled valve regular intervals.
regulator to 16.5kg/cm2. Open the manual inlet valve for the
selected IG fan.
s) Open the measuring line from the selected blower to the O2
analyser and check that the other two lines are isolated. Check
that the four position cock on the analyser control panel is in the
sample position.
t) Confirm that valves on the scrubber sea water supply system
are open then select the uptake valve of the master boiler and
blower to be used on the IG control panel in the CECR.
u) Confirm the sea water supply to the scrubber and start the flue
gas IG system. Set the main IG line operating switch on the IG
panel and confirm that the present O2 content is high and that
flue gas is being automatically vented to atmosphere. Confirm
with the chief officer the correct settings for the IG capacity and
deck pressure.
v) Check the turbines for correct operation and regulate the gland
steam pressure to 0.3 to 0.5kg/cm2 as necessary.
w) Raise the other boiler pressure to 14.0kg/cm2 in manual mode
and then switch this boiler to automatic slave mode.
WARNING
Whilst the second boiler is operating in manual mode the boiler must be
constantly supervised by a competent engineer.
Issue: 3 IMO No. 9297345 Section 2.2.4 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.5a Low Pressure Steam System To Incinerator
Funnel Top EPCON for Steam Atomising Incinerator Incinerator Generator Main Engine
ST
Waste Oil Waste Oil Engine Lubricating
211F
ST1 Tank Tank Lubricating Oil Settling
To Economiser PT PI
00F To Deck Oil Settling Tank
Sootblower
PT Service 6kg/cm2 Tank
ST134F
ST0 ST102F ST101F ST103F SD To Condensate TC ST ST ST
No.1 Auxiliary Boiler No.2 Auxiliary Boiler 05F 084F Water Line 210F 207F 206F
(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) ST104F 2nd Deck Stbd Aft
PT To Cargo ST
Oil Turbine 208F
ST010F Stripping Pump ST153F
ST201F
ST008F ST009F PT PI
SB026F SB025F SB027F SB028F ST TT
Set
EPCON 70°C
234F To Steering Bilge Main Engine
Gear Room
SB022F SB021F SB023F SB024F Holding Tank Scavenge Air
for Emergency
Sea Chest Box Drain
Blowing Calorifier Tank
SD
EPCON To ST ST 4th Deck Aft
ST007F 055F
Condensate 204F 205F
From Economiser ST002F ST ST ST
Line
and Boiler Feed EPCON 203F 214F 215F
ST001F ST157F
Water Pumps
Set 8.0/17.6 ST ST ST213F
004F SD004F 202F Bilge Separated
kg/cm2 ST Primary Tank Bilge
IGG Room 003F From Pump Room Floor Pt
To AC Fr. 29 Oil Tank
To To From Deck Service ST156F
ST151F TI Plant
Bilge Bilge PI SD001F From Engine,Room Service
SD ST234F
002F 3rd Deck
ST ST
Around 216F 217F
SD153F SD154F Pt Aft ST217F
SD011F SD012F Auxiliary
Atmospheric Dump To Cascade ST152F Boiler ST212F Fuel Oil Near High
To Condensate Condenser Filter Tank Burner Overflow / Sea Chest
Steam Pipe Tracing
Drain Tank ST
To Fresh Water Generator
220F
ST132F ST250F 4th Deck
Key Stbd Fwd
ST124F Generator Engine TT
EPCON Main Engine Floor Stbd ST162F ST
Fr. 34
Saturated Steam Lubricating Oil Jacket Fresh ST160F 219F
ST123F
Purifier Heater Water Heater Main Engine Fuel Oil
ST126F Floor Stbd ST224F
Exhaust Steam ST277F ST276F Fr. 29 ST125F Pipe Steam Tracing
ST159F
Main Scavenge Air Box
Feed Water Main Lubricating TT ST252F ST236F Near Low
EPCON Dirty Oil Drain Line
Oil Purifier Sea Chest ST237F
Steam Blow
Condensate Heater No.1 Heavy Fuel Heavy Fuel Heavy Fuel Main Scavenge Air Box
ST274F ST272F Service Tank Settling Tank Settling Tank Main Engine Air ST251F Fire Extinguisher
No.1 No.2 Cooler Chemical ST
3rd Deck TT Cleaning Tank 161F ST122F Steam Pipe Tracing
Main Lubricating EPCON
Stbd Aft Workshop ST133F To Cascade
ST279F ST287F Oil Purifier
Auxiliary Boiler Tank for Heating
Heater No.2
Fuel Oil Heater TC TC TC
4th Deck
No.1 ST275F ST273F ST ST ST 1 ST121F To 4th
ST288F Pt Fwd
255F 259F 263F ST ST221FDeck Port
ST154F 264F No.2 Heavy No.2 ST158F
Auxiliary Boiler ST ST ST
Fuel Oil Heater Fuel Oil Fuel Oil
254F 258F 262F
No.2 ST280F ST278F TT
ST ST Storage Tank Storage
Heavy Fuel EPCON ST 256F ST 260F ST (Starboard) Tank (Port) No.1 Heavy
Oil Purifier No.1 Heavy TC TC
253F 257F 261F Fuel Oil
Heater No.1 Fuel Oil
Storage
ST249F
ST246F ST248F
ST230F ST232F
Main Engine & Storage Tank
ST269F ST267F
ST226F Tank (Port)
ST233F
Generator Engine (Starboard) ST243F
Fuel Oil Heater No.1 Heavy Fuel TT
EPCON
VIC TC ST242F ST227F TC
Oil Purifier
ST204F
ST224F
Main Engine & Heater No.2 Lubricating Heavy Fuel
ST229F
Generator Engine ST270F ST268F Oil Purifier Oil Purifier
ST225F ST223F
ST241F ST239F
ST135F
ST128F
ST130F
ST131F
Fuel Oil Heater No.2 Sludge Tank Sludge Tank
ST245F
4th Deck
Stbd Aft
ST129F
ST127F
ST271F
ST238F
ST244F
ST228F
ST222F
ST247F
ST231F
Auto Filter Steam Pipe Tracing
& By-Pass Filter ST155F ST ST
266F 265F
8 9
Issue: 3 IMO No. 9297345 Section 2.2.5 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.2.5 Low Pressure Steam System • Main engine jacket FW preheater The 6.0kg/cm2 Low Pressure Steam System
• Generator engine jacket FW preheater
The 6.0kg/cm2 low pressure steam system is supplied through reducing valve
General Description • Incinerator waste oil tank ST101F and this system provides steam for slop tank heating, cargo tank
• Incinerator steam atomising heating, the inert gas system deck water seal heating coil, steam blowing for
The low pressure steam systems are branched off the 16kg/cm2 system through
the ballast and cargo system sea chests, four steam branch lines on deck and
reducing valves. The 6.0kg/cm2 system supplies the deck services and the • Sludge tanks the steam heater in the pump room on the 3rd deck level.
7.5kg/cm2 system supplies the engine room services; each system has its own
• Main engine LO settling tank
reducing valve. This low pressure system provides all the necessary heating and
Line drain valves to the bilge should be open when the system is shut down
general purpose steam services throughout the vessel. • Generator engine LO settling tank
and closed when the 6.0kg/cm2 low pressure steam system has been warmed
• Calorifier through.
Note: The No.2 HFO storage tank (port) has been retrospectively converted
• Auxiliary boiler burner unit
into a fuel oil storage tank that can be loaded with either HFO or MGO. This
is to ensure the vessel has the ability to carry sufficient MGO when operating • Main engine scavenge air box fire extinguishing 6.0kg/cm2 Steam System
for extended periods in restricted exhaust gas emission areas. Position Description Valve
• Main sea chest and emergency fire pump sea chest clearing
• Main engine scavenge dirty oil drain blowing Open 6.0kg/cm2 reducing valve inlet valve ST102F
CAUTION
• FO tracing steam Open 6.0kg/cm2 reducing valve outlet valve ST103F
If the No.2 fuel oil storage tank is to be loaded with MGO, the steam
supply and condensate return lines MUST be isolated and blanked. The • Steam radiators (12 sets) located in the engine room, including Closed 6.0kg/cm2 reducing valve bypass valve ST104F
steam supply valves ST232F and ST233F have been fitted with spectacle the inert gas generator room Closed Master valve for tank heating ST651F
blanks to ensure that this can be achieved.
Preparation for the Operation of the 7.5kg/cm2 Steam System Warming through the system will normally take place at the same time as
The 7.5kg/cm2 Low Pressure Steam System putting the 16kg/cm2 steam system into service. If this is not possible due to
All low pressure steam services should be shut down when not required. only a partial shut down of the steam system, warm through the system using
The 7.5kg/cm2 low pressure steam system is supplied through reducing valve the 6.0kg/cm2 reducing valve and the tank system warming through valve
ST201F. The services supplied by the 7.5kg/cm2 low pressure steam system The following preparation of valves should be carried out prior to warming ST652F.
are listed as follows: through the 16kg/cm2 steam system.
Supply steam to all services as required. The drain valve from any steam
• HFO bunker, settling and service tanks
Line drain valves to the bilge should be open when the system is shut down service must be opened before the steam valve is opened. All drains should
• Boiler water drum heating and closed before warming through. normally be left open.
• Steam tracing
CAUTION
• Air conditioning plant 7.5kg/cm2 Steam System Whenever warming through steam lines great care must be taken in
• Main and generator engine HFO heaters Position Description Valve order to avoid damage due to water hammer. It is essential that the
• Auxiliary boiler HFO heaters Open 7.5kg/cm2 reducing valve inlet valve ST008F drain valve is open and the drain trap working so that all condensate is
drained from the system. All lines, even heating lines, must be warmed
• HFO purifier heaters Open 7.5kg/cm2 reducing valve outlet valve ST009F through before the steam inlet valve is opened fully. For lines without
• LO purifier heaters Closed 7.5kg/cm2 reducing valve bypass valve ST010F separate warming through valves the steam inlet valve must be cracked
open initially until the line is thoroughly warmed through.
• FO overflow/drain tank
• Air cooler chemical cleaning tank
• Bilge holding tank
• Bilge primary tank
• Separated bilge oil tank
• Cascade tank
• Fresh water generator
Issue: 3 IMO No. 9297345 Section 2.2.5 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.2.5b 6kg/cm2 Steam System Set 6.6kg/cm2
Funnel Top
EPCON
PT To Economiser ST1 PT PI
Sootblower ST101F
00F
ST0 PT ST102F ST103F To Condensate
05F Water Line
ST102F
To Cargo Oil
Turbine and
ST010F
ST201F To Engine Stripping Pumps
Room Service
ST008F ST009F
PT PI (7.5kg/cm2) Connection for Steam Blowing
Ballast Sea Water Chest
ST671F ST672F
Set 8.3 ST673F
EPCON
ST kg/cm2
002F SD673F
EPCON ST
001F ST
Set 8.0/17.6 SD674F
SD004F ST661F
kg/cm2 ST 004F
003F From Pump Deck Water Seal
Room Steam Air Heater
in Pump Room
TI ST702F
SD001F 3rd Deck
SD661F
ST662F
To To PI ST703F
Bilge Bilge SD002F From Engine
SD662F
SD663F
Room Service
No.1 Auxiliary Boiler No.2 Auxiliary Boiler Atmospheric To Cascade
(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) Condenser Filter Tank ST702F
SD692F
SD671F Connection for Steam Blowing
Cargo Sea Water Chest
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Steam Hose
Connection Point
Steam Hose for Forward
Connection Point SD651F At Deck Mooring Area
Accommodation Store ST705F
Front SD622F-624F SD602F-605F SD582F-585F SD562F-565F SD542F-545F SD522F-525F
SD625F (Drain) SD606F (Drain) SD586F (Drain) SD566F (Drain) SD546F (Drain) SD625F (Drain)
SD SD SD SD SD SD
ST707F Condensate Header 3 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4
621F 601F 581F 561F 541F 521F SD502F-505F
SD652F ST ST ST ST ST ST SD506F (Drain)
Steam Header 3 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 SD
621F 601F 581F 561F 541F 521F Condensate Header 4
ST622F-624F ST602F-605F ST582F-585F ST562F-565F ST542F-545F ST522F-525F 501F
ST Steam Header 4
ST652F 501F ST502F-505F
ST651F ST
653F
ST704F
ST512F-515F
ST Steam Header 4
ST641F
511F
ST630F-631F ST612F-615F ST592F-595F ST572F-575F ST552F-555F SD
ST ST ST ST ST SD641F ST642F Condensate Header 4
Steam Header 2 Steam Header 4 Steam Header 4 Steam Header 4 Steam Header 4 ST532F-535F 511F
629F 611F 591F 571F 551F ST SD512F-5135F
SD SD SD SD SD Steam Header 4 SD526F (Drain)
Condensate Header 2 Condensate Header 4 Condensate Header 4 Condensate Header 4 Condensate Header 4 531F
629F 611F 591F 571F 551F SD
SD630F-631F SD612F-615F SD592F-595F SD572F-575F SD552F-555F Condensate Header 4
SD632F (Drain) SD616F (Drain) SD596F (Drain) SD576F (Drain) SD556F (Drain) 531F
SD532F-535F
ST706F SD536F (Drain)
Key At Deck
Store
Saturated Steam
Exhaust Steam
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Condensate (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Issue: 3 IMO No. 9297345 Section 2.2.5 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.2.6 Economiser when switched to manual the operation can be started by pressing the start- f) Ensure that safety valves fitted to the boiler and ecomomiser are
stop pushbutton. The sootblowers should only be operated when the engine is free and not gagged.
operating at full power. The operating medium for the sootblowers is saturated
Exhaust Gas Economiser
steam which is taken from the main steam range via isolating valve ST012F. g) Open all pressure gauge valves and check to see that all valves
Maker: Kangrim Industries Ltd (See section 2.2.3. for sootblower operation.) on the pressure gauge piping are open.
Type: Mono steam pressure exhaust gas economiser
Model: EM15DD75A2 Sets of water washing nozzles are fitted to the upper casing of the economiser h) Check and close all boiler blowdown valves and drain valves.
to allow water washing of the internals. They are stationary multi-nozzle type
Evaporation: 1,500kg/h
and are positioned to allow water spray to reach the whole of the internal area. i) Set up the valves in accordance with the following table
Feedwater flow: 12m3/h The sprayers are also used in an emergency in the event of an uptake fire. assuming that the No.1 boiler is in use and the No.2 boiler has
Exhaust inlet temperature: 224°C Uptake fires are a phenomenon in which the soot accumulated on the internal been isolated from the system:
Exhaust outlet temperature:196°C surfaces catches fire and spreads to surrounding areas. If left unattended, the
Feed water temperature: 80 - 85°C temperature rise can cause tube failure.
Boiler Water Circulating Pumps
Steam condition: 7.5kg/cm2 saturated steam It is possible to operate the economiser in the dry condition in an emergency Position Description Valve
situation. When doing so, additional care must be taken to prevent the outbreak
Open No.1 boiler water circulating pump suction valve SB029F
of soot fires as the risk increases due to the higher operating temperature on
Introduction Open No.1 boiler water circulating pump discharge valve SB031F
the tube surfaces. Before operation, the economiser must be water washed and
during dry running, the use of the sootblowers should be increased to four times Open No.2 boiler water circulating pump suction valve SB030F
The mono steam pressure exhaust gas economiser is located at deck 2 level
a day. Inlet and outlet temperatures need to be monitored and if the draught
on the starboard side aft to take the waste heat from the main engine exhaust Open No.2 boiler water circulating pump discharge valve SB032F
loss through the economiser increases, increase the level of sootblowing and
gas. It is normally operated in conjunction with the auxiliary boilers. When
reduce the exhaust gas inlet temperature to as low as possible.
the economiser is operating, the on-line auxiliary boiler acts as a water and
steam reservoir. One of the two boiler water circulating pumps takes water Boiler Water Circulating Pump Gland Cooling
In the case of tube failure, the economiser must be shut down and the failed
from the auxiliary boiler and circulates it through the economiser heating bank
tube repaired. In the event of the economiser having to be withdrawn from Position Description Valve
where some of the water is converted into steam. The mixture of steam and
service and left dry, the operation is to be as described above.
water flows to the steam drum of the on-line auxiliary boiler where the steam Open No.1 boiler water circulating pump casing cooling
is separated for use in the steam system. water inlet valve WF053F
Operating Procedures
Open No.1 boiler water circulating pump casing cooling
The economiser is of all welded construction, consisting of vertical registers
water outlet valve WF054F
of steel tubes with continuously welded spirally wound fins to improve heat The exhaust gas economiser does not operate in isolation but is always
transfer. The tube registers are located horizontally in the exhaust gas flow and operating as part of the complete steam system as water is taken from and Open No.2 boiler water circulating pump casing cooling
are supported by columns and beams, which also support the inlet and outlet returned to the online auxiliary boiler. The boiler plant control system is water inlet valve WF055F
headers external to the gas flow. described in section 2.2.2.
Open No.2 boiler water circulating pump casing cooling
water outlet valve WF056F
The economiser generates steam due to the heat energy in the exhaust gas The following steps should be taken before attempting to operate the boiler:
but at reduced engine loads or during periods of high steam demand it may
be necessary to flash up one of the auxiliary boilers to supplement the heat a) All foreign materials have been removed from internal pressure Note: The low temperature fresh water cooling system must be operating to
energy available from the exhaust gas. It is normal practice to have one parts. provide gland cooling water to these pumps.
auxiliary boiler in economiser back up mode whilst the vessel is at sea to
provide automatic firing of the boiler when required. At full main engine load, b) All gas-side heating surfaces are clean.
steam is generated at the maximum rate from the economiser but if this is in No.1 Auxiliary Boiler in Use and No.2 Isolated
excess of the requirements of the ship, the excess is dumped to the atmospheric c) All personnel are clear. Position Description
condenser through control valve ST001F.
d) All manhole covers are securely tightened. Open No.1 boiler water drum suction valve
The economiser is fitted with two motor driven steam type sootblowers, which Closed No.2 boiler water drum suction valve
are operated according to company policy and depending upon the operating e) Open root valves for all instruments and controls connected to
conditions of the main engine. The sootblowers are controlled from the main the boiler. Open No.1 boiler steam drum return valve
or remote operation panel and can be operated in either manual or automatic Closed No.2 boiler steam drum return valve
mode. When in automatic the sequence is controlled by an adjustable timer but
Issue: 3 IMO No. 9297345 Section 2.2.6 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Position Description Operation Water washing nozzles are provided for cleaning the gas side of the economiser
at regular intervals when the main engine has been shut down. The frequency
Open No.1 boiler steam drum outlet valve
The valves between the economiser and the auxiliary boiler steam drum of cleaning depends upon fouling, but under normal conditions should be
Closed No.2 boiler steam drum outlet valve must be fully open before the boiler is put into operation to ensure free flow undertaken every two months. This is carried out using the equipment provided
between the two units. When the economiser is empty, care has to be taken inside the economiser casing and can be operated on fresh water by opening
when connecting it to the auxiliary boiler, as the difference in pressure could valve WG043F or, in an emergency, on sea water by opening valve WS052F
Economiser
result in a sudden drop in the boiler water level. When setting up the valves, the which is fed from the fire and deck wash line. To prevent inadvertant operation
Position Description boiler water circulating pump should be started and the discharge valve opened of the washing system a blank spade has been fitted into the washing line after
gradually, as the last stage in the procedure. When the water is warm, it helps these operating valves.
Open Economiser outlet valve
prevent thermal stress in the economiser tubes.
Open Economiser inlet valve The sootblowers should be operated at least every twelve hours or more
It is important to start a boiler water circulating pump before starting the main frequently if the level of fouling is heavy. If an ECONOMISER GAS
Closed Economiser drain valve
engine to prevent the economiser tubes from overheating. One pump should TEMPERATURE HIGH alarm sounds and it is noted that a sudden increase
Closed Economiser vent valves be running and the other pump set for standby duty in case of failure. If the in exhaust temperature is present, an economiser fire has almost certainly
system is prone to water hammer, it may be necessary to start the pump with occurred. In this event the main engine load must be reduced or preferably
Economiser Feed Water Pumps the discharge valve throttled in, gradually opening the valve as the economiser stopped. If the economiser casing has turned red with the heat, the engine must
warms up. be immediately stopped but the flow of cooling water through the ecomomiser
Position Description Valve tubes continued. When it has been confirmed that a soot fire is present, the
Open Feed filter tank suction valve SB010F One of the economiser feed water pumps needs to be started with the second water spray system will need to be used to extinguish it. Once out and the
pump set to standby. The pumps draw their suction from the feed filter tank casing has been allowed to cool down, the inside of the lower hopper will need
Open No.1 economiser feed pump suction valve SB004F
and together with the boiler level control valve, maintain a constant level of to be cleaned out.
Open No.1 economiser feed pump discharge valve SB012F water inside the boiler. In the event of the control valve being fully closed, a
40mm leak off pipe from each pump housing connects back to the feed filter When arriving alongside, to minimise the risk of soot fires, the boiler water
Open No.2 economiser feed pump suction valve SB005F
tank and ensures there is always a flow of cooling water through the pump. circulating pump must be operated for at least twelve hours after the main
Open No.2 economiser feed pump discharge valve SB013F engine is no longer required. Ideally the economiser should always be
Closed No.1 boiler large level controller inlet valve SB021F Before starting the main engine, vent air from the header of the economiser and connected to the auxiliary boilers as the temperatures in the system remains
check for the flow of water and steam. fairly constant and the risk of corrosion is reduced because of the circulation
Closed No.1 boiler large level controller outlet valve SB022F of treated boiler water.
Closed No.1 boiler large level control valve When the load from the main engine has increased to normal, the economiser
should be able to generate sufficient steam to supply all of the vessel’s If the main engine is operated at reduced power for prolonged periods, the
Open No.1 boiler small level controller inlet valve SB021F engine load should be increased before operating the sootblowers.
services. The auxiliary boiler can be shut down or placed in economiser back
Open No.1 boiler small level controller outlet valve SB022F up mode, when it is certain that the economiser can cope with the steam
Operational No.1 boiler small level control valve demand for the vessel and when steam generation from the economiser has CAUTION
stabilised. The length of time this takes is dependant on the main engine load When restarting the main engine after water washing the economiser, a
Open No.1 boiler shell inlet valves but the economiser should be able to meet the demand for steam about 20 to considerable amount of sparks will be discharged from the funnel. It is
Open No.1 economiser feed pump leak off to feed 30 minutes after the engine has been set to full power. therefore important to ensure no cargo handling operations are on-going
filter tank SB016F either on board or ashore when the engine is started and the bridge is to
During manoeuvring conditions or when operating in cold climates, the be informed of the potential risk.
Open No.2 economiser feed pump leak off to feed economiser is supplemented by firing an auxiliary boiler.
filter tank SB017F
Whenever warming through steam lines great care must be taken to
Closed No.1 economiser feed pump direct boiler fill valve SB014F A draught gauge is fitted across the economiser tube bank to give early avoid damage due to water hammer. It is essential that the drain valve is
indication of soot build up and fouling. The reading should be noted on a daily open and the drain trap working so that all condensate is drained from
Closed No.2 economiser feed pump direct boiler fill valve SB015F
basis. The inlet and outlet exhaust gas temperatures should also be monitored the system. All lines must be fully warmed through before the steam
and checked but with engine load also taken into consideration. These inlet valve is opened fully.
temperatures, along with the draught gauge reading, provide an indication of
the efficiency and cleanliness of the economiser tubes. If these readings show
a deterioration in efficiency, the frequency of sootblowing should be increased
and the economiser water washed at the earliest opportunity. Visual inspection
of the heating surfaces is possible through the manhole and inspection doors.
Issue: 3 IMO No. 9297345 Section 2.2.6 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.1a Condensate System
From
Cargo Pump M
PI SD208F SD SD SD
Turbines To Cargo 209F 210F 211F
Oil Pump
PIAH Turbine LS
TI PS PS PI
1238 Turbine Drain From Cargo Oil Pump
XA XI Tank (0.5m3) Auto Turbine Drains
1230 1230 Turbine
Cooling Sea WS034F ST-SP
Vacuum Condenser XA XI Drain LS
Water 1231 1231
(530mm Hg) Transfer
Pump To Bilge Well
Auto
WS035F CH-VR ST021F
LAH
1239 From 16kg/cm2
ST020F Steam Service
LC
SD203F
ST ST002F Upper Deck
004F
SD201F SD205F
No.1 ST001F
PS
To
SD207F From
Condensate ST003F
Line Pump From 7.5kg/cm2
No.2
From Room Steam Service
PI SD004F
Distilled From
SD202F SD206F Water SD001F Deck
Tank TI
Condensate Water Service
WF018F LT Cooling
Pumps SD014F PI
Water Atmospheric Dump SD From
(50m3/h x 2.5kg/cm2)
WF019F SD204F Condenser 002F Engine
PI Room ST281F
Service
To Bilge WP023F SD003F See
WP024F SIAH Illustration
1236
To Bilge 2.3.2a
LC
ST283F ST282F
To Auxiliary Boilers ST284F
LIAHL
SB018F 1234 SD005F
SD
006F
SB SB0 SB SB SB0 SB SB0 SB SB0 SB SB0
SD007F
013F 15F SB044F Chemical Handling
017F 012F 14F 042F 43F 007F 09F 006F 08F
XA XI
SB SB SB Area on (4th Deck Port)
1248 1248 TI TC
016F 011F 010F
XA XI
1249 1249 Chemical Chemical
XA XI Dosing Unit Dosing Unit ST
PS PS PS PS PS
Auto XA XI 1250 1250 for Boiler for Boiler 285F
CH-VR No.2 No.1 1244 1244 No.3 No.2 No.1 Feed Water Feed Water SD
PI PI PI PI PI
XA XI SB001F 010F Cascade / Feed Filter
1245 1245 Auto Key
Tank (12m3)
PI PI PI PI PI CH-VR
Chemical Saturated Steam
Pump To Primary Bilge Tank
SB019F SB020F
SB005F SB004F SB041F SB003F SB002F (Electric) Condensate
Economiser Feed Water Boiler Feed Water Sea Water
Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2)
LT Cooling
Electrical Signal
Issue: 2 IMO No. 9297345 Section 2.3.1 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
2.3 Condensate and Feed Systems Introduction and SD009F. A siphon tube in the inspection tank outlet to the feed filter tank
reduces the risk of any oil being carried over into the feed system. The filter
2.3.1 condensate System The steam condensate system is part of the steam generating cycle and is the tank has a low level alarm and can also be fully drained to the bilge primary
section concerned with the circulation of boiler feed water from the vacuum tank through valve SD010F.
Vacuum Condenser Condensate Pump and atmospheric condensers back to the auxiliary boilers and the exhaust gas
economiser. Water from the feed filter tank provides the feed water pumps with a positive
Maker: Teikoku Machinery Works Ltd
inlet head at the pump suctions. The condensate outlet temperature from the
No. of sets: 2 Exhaust steam from the cargo pump turbines (COPTs) is condensed under atmospheric condenser should be maintained at 80°C.
Type: V06E-AM vacuum in the sea water cooled vacuum condenser with the cooling water
Model: 200X100VCSE-AM being supplied by the vacuum condenser cooling sea water pump. The vacuum The feed filter tank is fitted with a recirculation pump for degassing the feed
Capacity: 50m3/h at 2.5kg/cm2 and 1,800 rpm in the condenser is maintained by the air ejector. The water level in the water. The pump takes suction from the discharge section of the feed tank and
condenser is maintained by a three-way automatic level control valve which directs the water to the degassing column of the feed tank. This enables air to
discharges condensate to the feed filter tank but also returns condensate back be removed from the water due to a prolonged stay in the feed tank at high
Vacuum Condenser Cooling Sea Water Pump temperature.
to the vacuum condenser to maintain a minimum level and so ensures the
Maker: Teikoku Machinery condensate pump maintains suction.
No. of sets: 1
The collected condensate is transferred by one of the two condensate pumps,
Procedure for Preparing the Main Condensate System for Operation
Type: TVD-A1M
Model: 400TVD-A1M to the feed filter tank. The level in this tank is maintained by adding make-
a) Open all pressure gauge and instrumentation valves.
up water from the distilled water tanks via a flow meter and a level control
Capacity: 1,190m3/h at 9mth and 900 rpm
valve. The condensate condition is continuously monitored by a salinometer,
b) Fill the feed filter tank from the distilled water tanks. The level
situated at the bottom of the vacuum condenser, which activates an alarm if
Turbine Drain Transfer Pump control valve inlet valve WP023F should be open and the level
high salinity is detected.
control valve should be operational. The level control bypass
Maker: Shinko Industries Ltd
valve WP024F should be closed.
No. of sets: 1 A separate 0.5m3 turbine drain tank collects the drains from the three cargo
pump turbines and the condensate in this tank is pumped to the feed filter tank
Model: SB50 c) Check the operation of the level control valve and ensure it is
supply line by means of the turbine drain transfer pump. The pump is selected
functioning correctly.
for automatic operation, starting and stopping by means of tank high and low
Vacuum Condenser level switches. The pump discharge non-return valve SD207F is normally left
Maker: Donghwa Entec d) Check that the low temperature central cooling fresh water
open.
system is operating and that cooling water is flowing through
No. of sets: 1
the atmospheric condenser.
Type: Tubular The discharge head pressure is maintained on the condensate return to the feed
filter tank by a non-return pressure control valve SD014F.
Model: DHCC-028786 e) Set up the valves as in the following table:
Capacity: 20,375,000kcal/h Exhaust steam from the exhaust gas economiser steam dump line and other
steam drains systems is condensed in the atmospheric condenser which is Condensate System
Atmospheric Condenser cooled by water from the low temperature central cooling fresh water system.
Supplementary heating of the feed filter tank comes from a heating nozzle Position Description Valve
Maker: Donghwa Entec
No. of sets: 1 fed into the tank from the 7.5kg/cm2 steam range. Steam heating is applied to Open Atmospheric condenser drain valve to feed tank SD003F
make-up feed by means of a steam line to the degassing chamber into which
Type: Tubular Open Deck and engine room service condensate
the make-up feed is directed.
Model: DHCC-028765 return valve SD001F
Capacity: 2,110,000kcal/h The condensate level in the atmospheric condenser is maintained by means Closed Drain direct bypass valve to feed tank SD002F
of a weir with excess condensate flowing over a weir to the outlet line. This
Open Drain system line valve from pump room SD004F
then flows to the feed filter tank via an inspection tank. Condensate flowing
through the inspection tank is monitored for hydrocarbon contamination by Open Steam dump valve inlet valve ST002F
an oil detection system and if any contamination is detected an alarm sounds Operational Steam dump valve ST001F
allowing the contaminated returns in the inspection tank to be manually
diverted to the bilge primary tank through valve SD005F. The inspection tank Open Steam dump valve outlet valve ST003F
sections can be fully drained to the bilge primary tank through valves SD008F Closed Steam dump valve bypass valve ST004F
Issue: 2 IMO No. 9297345 Section 2.3.1 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.1a Condensate System
From
Cargo Pump M
PI SD208F SD SD SD
Turbines To Cargo 209F 210F 211F
Oil Pump
PIAH Turbine LS
TI PS PS PI
1238 Turbine Drain From Cargo Oil Pump
XA XI Tank (0.5m3) Auto Turbine Drains
1230 1230 Turbine
Cooling Sea WS034F ST-SP
Vacuum Condenser XA XI Drain LS
Water 1231 1231
(530mm Hg) Transfer
Pump To Bilge Well
Auto
WS035F CH-VR ST021F
LAH
1239 From 16kg/cm2
ST020F Steam Service
LC
SD203F
ST ST002F Upper Deck
004F
SD201F SD205F
No.1 ST001F
PS
To
SD207F From
Condensate ST003F
Line Pump From 7.5kg/cm2
No.2
From Room Steam Service
PI SD004F
Distilled From
SD202F SD206F Water SD001F Deck
Tank TI
Condensate Water Service
WF018F LT Cooling
Pumps SD014F PI
Water Atmospheric Dump SD From
(50m3/h x 2.5kg/cm2)
WF019F SD204F Condenser 002F Engine
PI Room ST281F
Service
To Bilge WP023F SD003F See
WP024F SIAH Illustration
1236
To Bilge 2.3.2a
LC
ST283F ST282F
To Auxiliary Boilers ST284F
LIAHL
SB018F 1234 SD005F
SD
006F
SB SB0 SB SB SB0 SB SB0 SB SB0 SB SB0
SD007F
013F 15F SB044F Chemical Handling
017F 012F 14F 042F 43F 007F 09F 006F 08F
XA XI
SB SB SB Area on (4th Deck Port)
1248 1248 TI TC
016F 011F 010F
XA XI
1249 1249 Chemical Chemical
XA XI Dosing Unit Dosing Unit ST
PS PS PS PS PS
Auto XA XI 1250 1250 for Boiler for Boiler 285F
CH-VR No.2 No.1 1244 1244 No.3 No.2 No.1 Feed Water Feed Water SD
PI PI PI PI PI
XA XI SB001F 010F Cascade / Feed Filter
1245 1245 Auto Key
Tank (12m3)
PI PI PI PI PI CH-VR
Chemical Saturated Steam
Pump To Primary Bilge Tank
SB019F SB020F
SB005F SB004F SB041F SB003F SB002F (Electric) Condensate
Economiser Feed Water Boiler Feed Water Sea Water
Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2)
LT Cooling
Electrical Signal
Issue: 2 IMO No. 9297345 Section 2.3.1 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Position Description Valve After repair, flush the drain line of the defective service and clean the drain h) If the COPTs are in use or are being warmed through for use,
trap. Clean the atmospheric condenser, the salinometer, inspection tank and ensure the turbine drain transfer pump has power available and
Open Steam drain line valve system SD156F
the oil content monitor probe and check that the monitoring and alarm systems is switched to automatic. The pump’s discharge valve, SD207F,
Closed Inspection tank scum valve SD005F function correctly. is to be open.
Closed Inspection tank filter tank scum valve SD006F
Closed Inspection tank drain valve to bilge primary tank SD008F Procedure for Preparing the Vacuum Condenser Condensate
Closed Inspection tank drain valve to bilge primary tank SD009F
System for Operation
Closed Feed filter tank drain valve SD010F a) Start the vacuum condenser sea water cooling pumps and
Closed Feed filter tank scum valve SD007F supply SW to the vacuum condenser (see section 2.4.1).
Open Heating steam supply valve ST281F b) Check the quality of any condensate already in the condenser.
Open Heating temperature control valve outlet valve ST282F If necessary, drain the condensate side of the condenser to the
bilge.
Closed Heating temperature control valve bypass valve ST283F
Open Heating steam inlet valve to feed tank ST285F c) Set up the valves as shown in the following table.
Closed Heating steam inlet valve to degassing chamber ST284F
Open Feed water recirculation pump suction valve Vacuum Condenser Condensate System
Position Description Valve
Open Feed water recirculation pump discharge valve
Open No.1 condensate pump discharge valve SD205F
Open Outlet to feed pumps SB001F
Open No.1 condensate pump suction valve SD201F
f) Start the feed water recirculation pump operating if there is a Open No.1 condensate pump balance line valve SD203F
risk of air in the feed water.
Open No.1 condensate pump discharge valve SD206F
g) The boiler water feed pumps, economiser feed pumps and the Open No.2 condensate pump discharge valve SD206F
boilers/economiser can now be put into operation.
Open No.2 condensate pump suction valve SD202F
Open No.2 condensate pump balance line valve SD204F
Oil Contamination
Operational Condenser level regulating three-way valve
If oil contamination occurs in the steam/condensate system an alarm will be Operational Pressure control valve on return to feed filter tank SD014F
generated by the oil monitoring device fitted to the feed filter tank. In the event
of this happening, divert the condensate returns to the bilge primary tank by
opening the inspection tank scum valve SD005F. This valve will allow any d) Raise the vacuum in the condenser with both air ejectors. The
oil floating on the top of the water to be removed from the system. Check the air ejector condensate drain trap and isolating valve must be
drain on the drain traps on all the steam services until the defective service is open to the vacuum condenser.
located and then isolate it for repair. If any oil is noticed in the feed tank it
should be assumed that some oil could also have got through the system and e) Start one of the condensate pumps when a working level in the
entered the boiler. Steps should be taken to skim any possible contamination condenser has been reached.
from the boiler’s steam drum. A water test should be carried out to monitor
any effect the possible contamination of the boiler water feed might have had. f) Put the other condensate pump on automatic standby.
The feed treatment should be adjusted in line with any change in boiler water
condition. When possible, the boiler should be shut down for examination of g) Check the operation of the three-way level recirculating
the steam/water space. valve and ensure a working level of water in the condenser is
maintained.
Issue: 2 IMO No. 9297345 Section 2.3.1 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.2a Drains System
Bilge Holding Main Engine Bilge Primary Separated Fuel Oil No.2 Fuel Oil No.1 Heavy
HFO Transfer Pump SD121F Fuel Oil
Tank Scavenge Air Tank Bilge Oil Tank Overflow / Storage Tank (Port)
From 16kg/cm2 HFO Transfer Pump SD122F Box Drain Tank Drain Tank Storage
Steam Service Tank (Port)
HFO Drains SD123F
HFO Drains SD124F
ST004F ST002F From Engine
Room Pump SD078F SD082F SD079F SD080F SD081F
Upper Deck Room SD SD
ST001F
077F 076F
ST003F
From 4th Deck
SD SD
Pt Aft Main Engine Jacket 4th Deck
Distilled From SD073F 075F 074F
SD004F Floor Fr. 29 Fresh Water Heater
Water Deck From Main Engine
Tank SD001F Service Fuel Oil Pipe Workshop
TI
SD125F Steam Tracing
PI
Atmospheric Dump SD
Condenser 002F 4th Deck
Stbd Fwd
SD SD
WP023F 070F 069F
WP IGG
SIAH Room
024F 1236 SD134F
To Bilge SD056F SD SD
LC 3rd Deck 072F 071F
Pt Aft
From Vacuum SD053F SD055F SD054F Key
Condenser 3rd Deck 2nd Deck
SD051F
Stbd Aft Stbd Aft Saturated Steam
LIAHL
From Boiler SD050F
1234 SD005F
Feed Water Pumps Condensate
Calorifier No.1 Heavy
SD Exhaust Steam Fuel Oil
055F No.2 Heavy Fuel Oil Storage
Generator Engine Main Engine Floor Storage Tank (Starboard) Tank (Starboard)
LT Cooling Fr. 34
Incinerator Incinerator Lubricating Oil Lubricating Oil
SD007F
Waste Oil Tank Waste Oil Tank Settling Tank Settling Tank Electrical Signal Floor
Fr. 29
TI TC Generator Engine
Lubricating Oil
Purifier Heater
From Air SD063F
To Boiler ST
Feed Water 285F Conditioning SD SD SD
From Boiler
Pumps SD Plant Accommodation 068F 066F 067F
Water Drum 4th Deck SD130F 4
010F Cascade / Feed Filter Heating Stbd Aft
Main Lubricating Oil
ST283F Purifier Heater
Feed Water Recirculating Tank (12m3) SD131F 4
From 7.5kg/cm2 From Boiler SD061F No.1
Pump for Degassing
Steam Service Atomising
ST282F ST281F Steam Drain
To Primary Bilge Tank No.2 Heavy No.1 Heavy No.2 Heavy
Fuel Oil Fuel Oil Fuel Oil Main Lubricating Oil
Service Tank Settling Tank Settling Tank Purifier Heater
SD062F No.2
Main Engine & Auxiliary Boiler
Generator Engine Fuel Oil Heater
Fuel Oil Heater No.1 No.1 SD057F
SD064F SD065F Heavy Fuel Oil
SD126F Purifier Heater
Main Engine & Auxiliary Boiler Boiler HFO Service Line SD059F No.1
Generator Engine Fuel Oil Heater
SD127F Gen. HFO Circulation Line
Fuel Oil Heater No.2 No.2 SD058F
SD128F Gen. HFO Supply Line
Heavy Fuel Oil
SD135F Main Engine HFO Supply Line Purifier Heater
SD129F Main Engine HFO Circulation Line Heavy Fuel Lubricating Oil SD060F No.2
Auto Filter Oil Purifier Purifier
& Bypass Filter Sludge Tank Sludge Tank
Issue: 2 IMO No. 9297345 Section 2.3.2 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
2.3.2 Drains System • Main engine and generator engine LO settling tanks Closed Drain direct bypass valve to feed tank SD002F
• Boiler FO heaters Open Steam dump valve inlet valve ST002F
Introduction • Cargo tank heating Operational Steam dump valve ST001F
Condensate from the auxiliary steam services is returned to the feed filter tank, • Incinerator waste oil tank heating Open Steam dump valve outlet valve ST003F
through a fresh water cooled drains cooler called the the atmospheric condenser • FO overflow/drain tank Closed Steam dump valve bypass valve ST004F
and an inspection tank. As there is a possibility of contamination from leaking
• HFO and LO purifier heaters
heating coils inside fuel oil tanks or various system heat exchangers, the
• HFO automatic and bypass filters d) The various services can now be put into operation as required,
condensate drains are segregated and checked in the inspection tank before
by opening the associated drain trap outlet valve.
they are allowed to return to the system in the feed filter tank. • Bilge holding tank
• Bilge primary tank and separated bilge oil tank Excessive temperature at the drains cooler would indicate a defective drain
Steam supplied for heating purposes to a heater element or trace heating line
trap somewhere in the system. Fault finding by identifying a line running
gives up maximum heat when it condenses back to water and the aim of any • Sludge tanks excessively hot or isolating each service in turn until the defective trap has
heating system of this type is to ensure that only condensed steam (condensate)
• Inert gas deck water seal been located should be undertaken.
returns to the atmospheric condenser which, therefore, acts as a drain cooler.
All drains outlets from heating lines are fitted with a drain trap which only • Main engine, generator engine and auxiliary boiler FO heaters
lets water pass and therefore keeps the steam in the heating line until it has
• Jacket cooling water preheater
condensed. The drain traps are normally provided with inlet and outlet valves
and also with a bypass valve to allow the heater to remain in operation even if • Steam line drains
the drain trap becomes defective. A defective drain trap is indicated by steam • Economiser duty dump steam line
returning to the atmospheric condenser and the defective drain trap can be
traced by the fact that its return line will be abnormally hot as it will contain • Engine room steam radiators, including the inert gas generator
steam. If a drain trap has to be bypassed for maintenance purposes, the bypass room
valve should be throttled so as to restrict the passage of steam.
Procedure for Preparing the Drains System for Operation
Note: The No.2 HFO storage tank (port) has been retrospectively converted
into a fuel oil storage tank that can be loaded with either HFO or MGO. This a) Ensure that pressure gauges and instrumentation valves are
is to ensure the vessel has the ability to carry sufficient MGO when operating open and that the instruments are working correctly.
for extended periods in restricted exhaust gas emission areas.
b) Ensure that the low temperature central fresh water cooling
CAUTION system is operating.
If the No.2 fuel oil storage tank is to be loaded with MGO, the steam
supply and condensate return lines MUST be isolated and blanked. The c) Set up the valves as in the following table.
condensate return valves SD076F and SD077F have been fitted with
spectacle blanks to ensure that this can be achieved. Drains System
Position Description Valve
The following services return condensate to the feed filter tank through the
atmospheric drain condenser: Open Cooling fresh water inlet to atmospheric condenser WF040F
• HFO/FO storage tanks Open Cooling fresh water outlet to atmospheric condenser WF041F
• HFO settling tanks Closed Cooling fresh water bypass valve on atmospheric
• HFO service tanks condenser WF042F
• Calorifier Open Atmospheric condenser drain valve to feed tank SD003F
• Accommodation fresh water heater Open Drain system line valve from pump room SD004F
• Steam tracing Open Deck and engine room service condensate
return valve SD001F
• Accommodation services
Issue: 2 IMO No. 9297345 Section 2.3.2 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.3a Boiler Feed Water System Key
Exhaust Steam
Saturated Steam
PI Feed Water
TI Control Air
Condensate
TI PT
Low Temperature Cooling Water
SB038F Electrical Signal
EPCON
Steam Dump
Exhaust Gas Economiser
To Primary PT PT
PI PT PT PI
Bilge Tank C1 C1 C2 C2 C1 C1
PS PS PS PS ST0
C14 C14 02F
Upper Deck
C21C10 C15 C10C21 ST0 ST2
C15
SB026F 1W1 SB025F SB027F 2W1 SB028F 01F 13F
ST0
SB022F 1W2 SB021F SB023F 2W2 SB024F 03F
XA ST0 From Pump
1202 C3 C4 C4 C3
04F Room
XA
PIAHL XA SD004F
From / To Cooling ST022F No.1 Auxiliary Boiler No.2 Auxiliary Boiler 1215 1212
1203
Fresh Water System (25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) From
LIAHL XA
PIAHL
1214 1213 SD001F Deck
1202
Service
LIAHL
Sampling
1202 C24 C24 From
ST023F Engine
Cooler
C25 C25 TI Room
To To
From Fresh SB0 Service
WG0 Bilge C19 C19 Bilge PI
Water Service 39F Atmospheric Dump SD0 See
C7 C8 From C8 C7
Line 36F Condenser Illustration
02F
SD1 7.5kg/cm2 SD1 2.3.2a
SD0 SD0
53F Steam 54F
11F 12F
Service
To Condensate ST2
SIAH 81F
To Scupper 1236
To Bilge
From Vacuum ST2
Condenser 83F
LC
SB036F SB035F XA XA XI XI
ST2
1222 1223 1222 1223 82F
From Distilled
AMS Water Tank
Control WP023F LIAHL
SB0 SB SB0 SB0 XA XI 1234
Circulating Auto 17F 44F 1248 1248
32F 031F OPS SB0 SB0
Boiler Water Pumps CH-VR SB0 SB0 SB0 SB0 16F SB0 SB0 SB0 SB0 11F SB0 SB0 SB0 XA XI WP024F
13F 15F 12F 14F 42F 43F 07F 09F 06F 08F 10F 1249 1249
(12.0m3/h x 3.5kgcm2) Set
PI PI 2.5 XA XI
No.2 No.1 kg/cm2 1250 1250
Chemical Chemical
SD007F
PI PI Chemical Handling
PS PS PS PS PS Dosing Unit Dosing Unit
Auto XA Area on
SB0 1244 for Boiler for Boiler TI TC
SB030F CH-VR No.2 No.1 4th Deck Port
29F WF0 WF0 PI PI PI PI PI Feed Water Feed Water
WF0 WF0 XA
55F 56F 54F 53F 1245
Auto
XI
PI PI 1244 PI PI PI CH-VR
No.2 Chemical
No.1 XI No.3 SB0 Pump SB0 SB001F
SB0 SB0 1245 SB0 SB0 SB0 19F (Electric) 20F Cascade / Feed Filter
05F 04F 41F 03F 02F Tank (12m3)
Economiser Feed Water Boiler Feed Water
To / From Low Temperature Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2)
Fresh Water Cooling System To Primary Bilge Tank
Issue: 2 IMO No. 9297345 Section 2.3.3 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
2.3.3 Boiler Feed water System Three boiler feed pumps take suction from the feed filter tank, each is capable Procedure for Preparing the Boiler Feed System for Operation
of supplying the boilers at a rate of 30m3/h against a pressure of 23.5kg/cm2.
These feed pumps are designed to supply the boilers during cargo operations a) Ensure that the pressure gauge and instrumentation valves are
Boiler Feed Water Pump
or at other times when the oil fired boilers are in use. open and that the instrumentation is reading correctly.
Maker: Teikoku Machinery
No. of sets: 3 The economiser feed pumps are designed to supply the boiler’s needs during b) Set up the valves as in the following table:
Type: Horizontal centrifugal normal sea going conditions when only the exhaust gas economiser is on
line supplying the ‘at sea’ steam demand. Two economiser feed pumps are
Model: 100-2SLM
provided and they take suction from the feed filter tank. Each can supply the Boiler Feed Water System
Capacity: 30m3/h at 23.5kg/cm2 duty auxiliary boiler at a rate of 4m3/h against a pressure of 23.5kg/cm2. The
economiser is supplied with feed water from the main boilers via the boiler Position Description Valve
water circulating pumps which are each rated at 12m3/h. Open Feed pump suction valve from feed filter tank SB001F
Exhaust Gas Economiser Feed Water Pump
Maker: Teikoku Machinery When only the economiser is producing steam, one of the economiser feed Open No.1 boiler feed pump suction valve SB002F
No. of sets: 2 pumps will be operating and the other will be on standby. There is no direct Open No.2 boiler feed pump suction valve SB003F
connection from the economiser feed pumps to the economiser as the feed
Type: Horizontal centrifugal Open No.3 boiler feed pump suction valve SB041F
water is supplied to the auxiliary boilers. One of the two available boiler
Model: 50-4SLM water circulating pumps takes water from the water drum of the duty boiler Open No.1 boiler feed pump recirculating valve SB010F
Capacity: 4.0m3/h at 23.5kg/cm2 and supplies it to the bottom of the economiser. As the water rises through
Open No.2 boiler feed pump recirculating valve SB011F
the economiser and receives energy from the exhaust gases it is converted
into a mixture of saturated steam and water. The combined mix then returns Open No.3 boiler feed pump recirculating valve SB044F
Boiler Water Circulating Pump to the steam drum of the duty boiler where the water is separated out. As the Open No.1 boiler feed pump main discharge valve SB006F
Maker: Allweiler AG economiser is using the same water as is used in the main steam generating
plant, there is no need to supply a separate chemical treatment inlet. Open No.2 boiler feed pump main discharge valve SB007F
No. of sets: 2
Type: Horizontal centrifugal Open No.3 boiler feed pump main discharge valve SB042F
Each main boiler and economiser feed pump returns a small proportion of the
Model: 50BF-AWM discharge back to the feed filter tank through an orifice; this prevents the pump Closed No.1 boiler feed pump auxiliary feed discharge
Capacity: 12m3/h at 3.5kg/cm2 from overheating whenever the feed water regulator is closed due to the boiler valve SB008F
or economiser being on low load. If the steam demand falls for any reason, Closed No.2 boiler feed pump auxiliary feed discharge
such as when a cargo pump is stopped, the feed water regulator automatically valve SB009F
Introduction shuts the feed valve to the boiler, but the feed pump(s) still operate normally.
Closed No.3 boiler feed pump auxiliary feed discharge
Without feed water delivery, overheating of the feed pump(s) could quickly
The boiler feed system is the section of the steam generating plant which valve SB043F
occur.
circulates feed water from the feed filter tank into the steam drum of the boiler Open No.1 economiser feed pump suction valve SB004F
via the boiler feed water pumps and the feed water regulators. Feed water is normally supplied to each boiler through feed water regulators, Open No.2 economiser feed pump suction valve SB005F
one per boiler, but it can also be supplied through a separate auxiliary line
The feed water flow to each boiler is automatically controlled by the feed which can be used in an emergency. The main feed pumps are organised with Open No.1 economiser feed pump recirculating valve SB016F
water regulating valves, in accordance with the variation in water level in one or two units in operation and another acting as standby. The standby pump Open No.2 economiser feed pump recirculating valve SB017F
the steam drum and the boiler steam outlet flow signal. There are high and will cut in on the failure of a running unit(s). Normally only one feed pump is
low demand automatic feed regulator valves for each boiler, the low demand required for the economiser and the other is set for standby operation. In each Open No.1 economiser feed pump main discharge valve SB012F
regulator operates initially when the feed requirement is between 0 and 40%, case the standby feed pump cuts in at a pressure of 22kg/cm2. Open No.2 economiser feed pump main discharge valve SB013F
after this valve the high demand regulator begins to operate in conjunction
with the low demand regulator. In addition to these feed regulating valves, Closed No.1 economiser feed pump auxiliary discharge valve SB014F
Boiler water chemical treatment is administered by injecting chemicals, from
there is an auxiliary feed line to each boiler which has a manually operated the dosing unit, directly into the feed pump suction line using a chemical Closed No.2 economiser feed pump auxiliary discharge valve SB015F
regulator valve. dosing unit. See section 2.3.4 for further details. Open Economiser feed line valve SB018F
Open Feed water treatment feed line inlet valve SB019F
Open Feed water treatment feed line inlet valve SB020F
Issue: 2 IMO No. 9297345 Section 2.3.3 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.3a Boiler Feed Water System Key
Exhaust Steam
Saturated Steam
PI Feed Water
TI Control Air
Condensate
TI PT
Low Temperature Cooling Water
SB038F Electrical Signal
EPCON
Steam Dump
Exhaust Gas Economiser
To Primary PT PT
PI PT PT PI
Bilge Tank C1 C1 C2 C2 C1 C1
PS PS PS PS ST0
C14 C14 02F
Upper Deck
C21C10 C15 C10C21 ST0 ST2
C15
SB026F 1W1 SB025F SB027F 2W1 SB028F 01F 13F
ST0
SB022F 1W2 SB021F SB023F 2W2 SB024F 03F
XA ST0 From Pump
1202 C3 C4 C4 C3
04F Room
XA
PIAHL XA SD004F
From / To Cooling ST022F No.1 Auxiliary Boiler No.2 Auxiliary Boiler 1215 1212
1203
Fresh Water System (25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) From
LIAHL XA
PIAHL
1214 1213 SD001F Deck
1202
Service
LIAHL
Sampling
1202 C24 C24 From
ST023F Engine
Cooler
C25 C25 TI Room
To To
From Fresh SB0 Service
WG0 Bilge C19 C19 Bilge PI
Water Service 39F Atmospheric Dump SD0 See
C7 C8 From C8 C7
Line 36F Condenser Illustration
02F
SD1 7.5kg/cm2 SD1 2.3.2a
SD0 SD0
53F Steam 54F
11F 12F
Service
To Condensate ST2
SIAH 81F
To Scupper 1236
To Bilge
From Vacuum ST2
Condenser 83F
LC
SB036F SB035F XA XA XI XI
ST2
1222 1223 1222 1223 82F
From Distilled
AMS Water Tank
Control WP023F LIAHL
SB0 SB SB0 SB0 XA XI 1234
Circulating Auto 17F 44F 1248 1248
32F 031F OPS SB0 SB0
Boiler Water Pumps CH-VR SB0 SB0 SB0 SB0 16F SB0 SB0 SB0 SB0 11F SB0 SB0 SB0 XA XI WP024F
13F 15F 12F 14F 42F 43F 07F 09F 06F 08F 10F 1249 1249
(12.0m3/h x 3.5kgcm2) Set
PI PI 2.5 XA XI
No.2 No.1 kg/cm2 1250 1250
Chemical Chemical
SD007F
PI PI Chemical Handling
PS PS PS PS PS Dosing Unit Dosing Unit
Auto XA Area on
SB0 1244 for Boiler for Boiler TI TC
SB030F CH-VR No.2 No.1 4th Deck Port
29F WF0 WF0 PI PI PI PI PI Feed Water Feed Water
WF0 WF0 XA
55F 56F 54F 53F 1245
Auto
XI
PI PI 1244 PI PI PI CH-VR
No.2 Chemical
No.1 XI No.3 SB0 Pump SB0 SB001F
SB0 SB0 1245 SB0 SB0 SB0 19F (Electric) 20F Cascade / Feed Filter
05F 04F 41F 03F 02F Tank (12m3)
Economiser Feed Water Boiler Feed Water
To / From Low Temperature Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2)
Fresh Water Cooling System To Primary Bilge Tank
Issue: 2 IMO No. 9297345 Section 2.3.3 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Boiler In Use Procedure for Preparing the Economiser Feed System for Note: Boiler valves are numbered according to the boiler manufacturer’s
No.1 Auxiliary Boiler Operation numbering system and not the ship’s valve numbering system.
Position Description Valve
One of the oil fired boilers will be operating. The description below assumes
Open Main (large) feed regulator inlet valve SB021F The valves set as described above allow the auxiliary boiler to be operated with
that No.1 oil fired boiler is operating and that the economiser will be taking
either of the feed water pumps and the exhaust gas economiser to operate with
Open Main (large) feed regulator outlet valve SB022F water from this boiler and returning the saturated water/steam mixture to No.1
either of the two economiser water circulating pumps.
boiler. The economiser feed pumps are already set for operation as above.
Open Small feed regulator inlet valve SB025F
For the economiser the initial start-up procedure is the same as for the oil fired
Open Small feed regulator outlet valve SB026F The economiser water circulating pumps are cooled by water circulating from
boilers except that the economiser circulating pumps are used and water is
the low temperature central cooling system which must be operating.
Open Main feed check valves drawn from and returned to the auxiliary boiler.
Closed Auxiliary feed check valves C3/C4 a) Ensure that the pressure gauge and instrumentation valves are
Whenever filling the auxiliary boiler or economiser from cold, the vent valve
open and that instrumentation is reading correctly.
on the boiler or economiser must be open and must remain open until steam
No.2 Auxiliary Boiler is generating.
b) Set up the valves as in the following table.
Position Description Valve
When the main engine is operating, steam will be generated in the economiser
Open Main (large) feed regulator inlet valve SB023F Exhaust Gas Economiser and the oil fired boiler may be shut down when sufficient steam to meet the
Open Main (large) feed regulator outlet valve SB024F ship’s requirements is available.
Open Small feed regulator inlet valve SB027F Position Description Valve
Open Small feed regulator outlet valve SB028F Open No.1 economiser circulating pump suction valve SB029F
Pump Discharge SB015F SB014F
Open Main feed check valves Open No.1 economiser circulating pump discharge Line to Boilers
valve to economiser SB031F
Closed Auxiliary feed check valves C3/C4
Open No.1 economiser circulating pump cooling
water inlet valve WF053F
Note: Boiler valves are numbered according to the boiler manufacturer’s Open No.1 economiser circulating pump cooling
numbering system and not the ship’s valve numbering system. water outlet valve WF054F
Open No.2 economiser circulating pump suction valve SB030F
For Initial Start Only Open No.2 economiser circulating pump discharge Pump Suction Line
valve to economiser SB032F
a) Shut the discharge valve of the selected feed pump.
No.1 Pump
Open No.2 economiser circulating pump cooling
b) Start the selected feed pump and slowly open the discharge water inlet valve WF055F
valve until the discharge line reaches working pressure. Open No.2 economiser circulating pump cooling No.2 Pump
water outlet valve WF056F
c) Check the operation of the feed check valves.
Open Economiser circulating water inlet valve
d) Fill the boiler to working level. Open No.1 auxiliary boiler suction valve for economiser
circulating pumps C19 SB013F
e) Switch the remaining pump(s) to standby.
Closed No.2 auxiliary boiler suction valve for economiser
circulating pumps C19 SB020F
The boiler can now be brought into operation. SB019F
Open Economiser water/steam emulsion outlet valve
Open No.1 auxiliary boiler inlet valve from economiser C21
Economiser Feed Water Pumps
Closed No.2 auxiliary boiler inlet valve from economiser C21
Issue: 2 IMO No. 9297345 Section 2.3.3 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.4a Water Sampling and Treatment System
To Cargo Oil Turbine /
Stripping Pump
From / To Cooling
Fresh Water System C2 C2
C14 C14 From 7.5kg/cm2
C15 C15 Steam Service
SB026F 1W1 SB025F SB027F 2W1 SB028F From Main
WF0 WF0
Steam Line
37F 38F
SB038F SB022F 1W2 SB021F SB023F 2W2 SB024F
From Engine
C3 C4 C4 C3 Room Pump
SD004F Room
ST022F
From
Deck
No.1 Auxiliary Boiler No.2 Auxiliary Boiler SD001F Service
Sampling
ST023F (25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2) From
Cooler
TI Engine
SB0 Room
39F PI
Atmospheric Dump
WG036F SD002F
Condenser
Coaming
From Fresh SD003F ST2
Water To Scupper SIAH 81F
Service Line SB037F 1236
To Bilge
From Vacuum ST283F
Condenser
LC
ST2
82F
From Distilled
Water Tank
WP023F LIAHL
SB0 SB0 XA XI 1234
17F 44F 1248 1248
SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 SB0 XA
16F XI WP024F
13F 15F 12F 14F 42F 43F 07F 09F 11F 06F 08F 10F 1249 1249
XA XI
1250 1250
Chemical Chemical
SD007F
Chemical Handling
PS PS PS PS PS Dosing Unit Dosing Unit
Auto XA Area on
Key 1244 for Boiler for Boiler TI TC
CH-VR No.2 No.2 No.1 (4th Deck Port)
PI PI XA PI PI PI Feed Water Feed Water
Exhaust Steam 1245
Auto
XI
Saturated Steam PI PI 1244 PI PI PI CH-VR
No.1 Chemical
XI No.3 Pump
SB019F SB020F SB001F
Feed Water 1245
(Electric) Cascade / Feed Filter
SB005F SB004F SB041F SB003F SB002F
Tank (12m3)
Condensate
Economiser Feed Water Boiler Feed Water
Electrical Signal Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2)
To Primary Bilge Tank
Issue: 2 IMO No. 9297345 Section 2.3.4 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
2.3.4 Water Sampling and Treatment System c) Open the water sampling valve on the boiler, or the feed water Boiler Blowdown
supply line, SB037F, and allow water to flow though the cooler
Chemical analysis and treatment of feed water is undertaken to prevent before collecting the sample in order to ensure that the sample Boiler blowdown, through the valves on the water drum, imposes a considerable
corrosion and scale formation in the boilers and economiser and so avoid taken is actually water from the boiler or the feed line and not load on the unit, and must only be undertaken with the boiler in low load
degradation of the steam quality. Inadequate or incorrect treatment can result water from the sampling line. conditions. If in port, the duty deck officer should be contacted, to ensure the
in severe damage to the steam generation plant and constant monitoring is discharge from the ship’s side will not be dangerous.
necessary to give an early indication of possible contamination of the feed d) After the sample has been collected close the boiler sampling
water. valve then the sample cooler inlet and outlet valves. a) Fill the boiler feed regulator is working correctly so that
the desired level will be maintained in the boiler during the
Chemical treatment and analytical tests must be undertaken in accordance WARNING blowdown period.
with the detailed instructions given by the chemical supplier and the water Boiler water samples are taken from the water drum and are therefore at
characteristics maintained within the ranges specified. Test results are to a high pressure and temperature. Great care should be taken whenever b) Open the ship’s side valve SB036F and line valve SB035F.
be recorded in a form that enables trends, and the effect of treatment, to be these valves to the sample cooler are opened. This must be done slowly.
monitored. c) Slowly open the blowdown valve fully. There are upper and
e) Undertake the boiler water analysis using the test kit according lower water drum blowdown valves and the lower valve C7
The dissolved solids in the boiler water are controlled by use of scum lines to the manufacturer’s instructions. Record the results of the should normally be used.
at the water level in the boiler and/or blow down valves in the at the bottom boiler water analysis and interpret the results to give the
of the boiler, through which these impurities are discharged overboard. These necessary information regarding the chemical treatment to be d) As the blowdown process is continuing, monitor the boiler
systems are an integral part of the boiler water treatment arrangements. used. Record details of the chemical treatment to be added to water level, and ensure this is being maintained and the feed
the boiler water. pump discharge is coping with the extra load. Blow down the
The boilers are each provided with a sampling connection which directs water boiler for a period which will depend upon the level of dissolved
to the sampling cooler, cooled by water circulated from the low temperature solids. Excessive blowdown should not take place in one stage
central cooling FW system. A representative sample of the boiler water is Note: Always ensure that the analysis and treatment relate to the chemicals
to avoid placing too great a load on the system. If a large water
taken, cooled and analysed using the test kit provided. currently being used on the ship.
blowdown is required this should be undertaken over a period
of time in short stages.
A chemical dosing unit is provided. It injects chemicals into the boiler feed Boiler Compound Injection Unit
pump suction line using metering pumps which take suction from the self- e) On completion, close the blowdown valves, then the ship’s side
contained chemical tanks. The tanks are charged with the correct quantity of Chemicals are directly injected into the auxiliary boiler feed water supply valves.
chemicals on a daily basis, the amount used depending on the results of the before the feed pump suction valves. This ensures that the chemicals mix
daily boiler water test and according to the manufacturer’s instructions. thoroughly with the boiler feed water and it allows the natural water circulation f) Removal of surface scum from the steam drum of the boiler
system within the boiler to move the chemicals around the boiler and ensures may be accomplished via the same ship’s side valves and the
Boiler water samples are taken from each boiler and from the feed water an even distribution. scum valves (C5 and C6) on steam drum of the boiler. Primary
supply line to the boilers. scum valve(s) are to be opened first and then the secondary
valve.
Dosing Procedure
Operating Procedures
Sampling a) Open the chemical treatment unit supply valves to the boiler feed
water suction pipe from the feed tank SB019F and SB020F.
a) Check that the cooling water lines from the low temperature b) Place the chemicals in the appropriate tanks of the dosing
central cooling FW system to the analysing unit are open and units.
that water is flowing through the cooler.
c) Set the dosing rate for the dosing pumps and start the dosing
b) Open the sample outlet valve on the cooler SB039F. Open the pump for each chemical tank. Check that each dosing pump is
sample inlet valve from No.1 boiler ST022F, from No.2 boiler working correctly.
ST023F or from the feed water supply line SB038F.
Issue: 2 IMO No. 9297345 Section 2.3.4 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
Illustration 2.3.5a Distilled Water Transfer and Distribution Deck Connections
No.2 Auxiliary Boiler LI LT LT LI
No.1 Auxiliary Boiler 1627 1629 1623 1625
(25 Ton/h x 16kg/cm2) (25 Ton/h x 16kg/cm2)
WP018 WP006
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
Water Tank Water Tank Water Tank Water Tank
(P)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³)
LI LI LI
SB026 SB025 SB027 SB028 WP
LAL LAL LI LS LAL WP LAL
019
1624 1626 1624 007 1626
SB022 SB021 SB023 SB024
To Sampling
SB037F Cooler
Stern Tube WP022
Cooling WP To Bilge
To Bilge 009 Primary Tank
Water Tank Primary Tank
To Local Fire To
Fighting Pump Accommodation
To To Control Unit
Bilge Bilge Panel
WP008 WP005 WP
From FI
FS
015 To Engine
Steriliser Ion Type Room Services
From 7.5kg/cm 2 Pump Room (2.0m³/h)
Steam Service WP
035 WG
Key From 001
Steam Main SD004 From
Deck From 7.5kg/cm2
Saturated Steam Line
TI SD001F Service Steam Service WP
Rehardening Filter (2.0m³/h)
004
Condensate
PI
Fresh Water PI
SD002 Auto
ST281 WP Stop/ PI PS
Electrical Signal 002 Start
SD003
WP023 SIAH No.1
WP024 1236
WP014
To Bilge
SB018 Fresh Water
LC ST283 ST282
WP013 Hydrophore
ST284 Tank (1.0m3)
WP
003
SB017 SB016 SB044 SB011 LIAHL
To Scupper No.2
1234 SD005
SB SB SB SB0 SB SB SB SB SB SB
SD
013 015 012 14 042 043 007 009 006 008 From Fresh Water
SB XA XI 006F Service Line
1248 1248 WP032F
010 To Bilge
XA XI (Locked Close)
1249 1249 Primary Tank To Bilge
From Fresh Water
SD007F
Primary Tank
PS PS PS PS PS XA XI Service Line
Auto XA XI 1250 1250
CH-VR No.1 1244 1244 No.2 No.1 TI TC WG030 SAH XA
PI PI PI PI PI Fresh Water
Generator 1424 1423
XA XI
1245 1245
Auto 35 Ton/Day
ST
PI PI PI PI PI CH-VR 285
No.2 No.3
SD PI
SB001 WP001
SB SB SB SB SB 010 Cascade / Feed Filter WG031
005 004 041 003 002 Tank (12m3)
Economiser Feed Water Boiler Feed Water
Pumps (4m3/h x 23.5kg/cm2) Pumps (30m3/h x 23.5kg/cm2) To Primary Bilge Tank
Chemical
Dosing
To Bilge
Primary Tank
Issue: 2 IMO No. 9297345 Section 2.3.5 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: February 2011
2.3.5 Distilled Water Transfer and Distribution water flows to the storage tank into which the bunkered fresh water is to be Position Description Valve
loaded. The silver ion reserve ensures the correct silver ion level when the fresh
Open Outlet valve from No.2 FW tank
Rehardening Filter water is bunkered. This arrangement is used as the rate at which fresh water is
Maker: Se-Won Industries bunkered is too high for effective treatment by the silver ion steriliser.
All tank drains should be closed.
Type: Dolomite
The fresh water tanks supply water to the domestic fresh water system for
No. of sets: 1 the ship and technical water in the engine room via pumps and a pressurised d) Start up the evaporator.
Model: SWM 2.0 hydrophore tank. Water from the fresh water tanks is also used as feed for the
Capacity: 2,000 litres/h local engine room fire fighting system. The outlet connection from the fresh e) Ensure power is available to the silver ion steriliser control
water tanks goes to the fresh water hydrophore system (see section 2.14.1 panel.
Steriliser Domestic Fresh Water System). The fresh water hydrophore system supplies
hot and cold fresh water to the accommodation spaces and technical water to f) Switch on the on the evaporator salinometer.
Maker: Samkun Century
various engine room systems.
Type: Silver ion g) Open the evaporator discharge valve and start the distillate
No. of sets: 1 pump. Discharge should be back to the evaporator until the
Procedure for Filling the Fresh Water Tanks salinometer automatically shuts the dump solenoid valve when
Model: SS-2000
Capacity: 2,000 litres/h the water quality is at the required standard. When salinity is
Filling the No.1 fresh water tank from the evaporator.
satisfactory, the discharge will change over to fill the tank.
Introduction a) Prepare the evaporator as described in section 2.4.3.
h) Start the silver ion steriliser and check that it is operating
correctly.
The evaporator distillate pump discharges through a salinometer detector head b) Ensure that the rehardening filter and silver ion steriliser are
and a flow meter. Positioned before the flow meter is a solenoid valve, which operational.
Sterilised water, which has passed through the rehardening filter, will be
opens when the salinometer detects too high a salinity level, diverting the directed to the selected fresh water storage tank from where it is taken by the
distillate pump output back to the evaporator for reprocessing. c) Set the valves as in the following table
hydrophore pumps to supply the domestic water system
The discharge from the evaporator flows to the fresh water tanks and the Position Description Valve
distilled water tanks which are situated on the port and starboard sides of Distilled Water Distribution System
Open Forward evaporator discharge valve WP001F
the vessel; distilled water tanks on the port side and fresh water tanks on the
starboard side. In each case No.1 tank has a capacity of 71.5m3 and No.2 tank Closed Hyper dosing valve for bunker water supply WG030F Distilled water is stored in two distilled water tanks and is supplied to the tanks
a capacity of 178.8m3. Water discharged to the fresh water storage tanks flows by the evaporator. When filling the distilled water tanks the inlet valve to the
Open Rehardening filter inlet line valve WP002F
through a rehardening filter which increases the hardness and pH value of the rehardening filter is closed and the silver ion steriliser is turned off. The filling
water, and then through the silver ion steriliser which doses the water with silver Set Rehardening filter inlet and outlet three-way valves valve on the distilled water tank to be replenished is opened and the tank will
ion ensuring that the water remains in a sterilised condition during storage. Open Rehardening filter outlet valve WP003F be filled from the evaporator. Distilled water is used for filling the stern tube
The fresh water storage tanks have level indicating equipment and low level cooling water tank and for boiler feed. One of the distilled water tank outlet
alarms. Closed Rehardening filter bypass valve WP004F valves will be open in order to supply water to the users. For filling the stern
Closed (locked) FW service line inlet valve to rehardening filter WP032F tube cooling water tank the tank inlet valve WP022F must be open.
Water supplied to the distilled water tanks flows directly from the evaporator
Operational Silver ion steriliser inlet valve
and is not processed in the rehardening filter or silver ion steriliser. Distilled The cascade tank level control valve inlet valve WP023F will be open if the
water is used for boiler feed and for filling the stern tube cooling water tank. Open Silver ion steriliser outlet valve WP005F cascade tank level is being automatically regulated. If manual level regulation
In an emergency it may be supplied to the domestic fresh water system by is in use the manual filling valve WP024F will be opened as required.
Throttled Silver ion steriliser bypass valve WP009F
means of a crossover valve and the removal of a line blank. As such water is
not treated, the distilled water would need to be circulated through the fresh Closed Silver ion steriliser bunker water inlet valve WP008F
water system and then through the rehardening filter and silver ion steriliser Technical Water System
Open Filling valve for No.1 FW tank WP006F
before it could be considered suitable for human consumption.
Closed Filling valve for No.2 FW tank WP007F Technical water for use in the machinery spaces is supplied by the domestic
Fresh water bunkers may be taken if required and this water is loaded directly water system via the hydrophore tank. See section 2.14.1 of the machinery
Closed Filling valve for No.1 distilled water tank WP018F
into the fresh water storage tanks. In order to ensure effective sterilisation of operating manual for a fuller description.
Closed Filling valve for No.2 distilled water tank WP019F
the bunkered water in the storage tanks water from the fresh water service line
is passed through the silver ion steriliser for hyper dosing with silver ions. This Closed Outlet valve from No.1 FW tank
Issue: 2 IMO No. 9297345 Section 2.3.5 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.1a Main Sea Water Service System
Bilge, Fire & General Service
Pump (230/180m3/h x 4/10kg/cm2)
From Bilge BG0
System 17F 400 400
BG012F BA001F To Engine Room and Deck From Fresh WS024F WS025F
Fire Hydrant System and Water Generator WS038F 125
FD001F BG015F Deck Wash
PI PI 350
350
From Bilge Well
(Forward Port)
BG014F FD003F 350 350
Self Priming To Inert Gas
Type System Deck WS022F WS023F Hydraulic Power
BG013F BA002F Pack for Shipside
Water Seal PI TI PI TI
For Back For Back 2nd Deck Valves
Sett Central Coolers
200 0.7kg/cm2
PI Flushing
(Each 100%) WS055F Flushing
FD002F BG016F 4th Deck WS054F
PAL PI TI PI TI
PI PI PS
FD0 IGS
To Primary
FD004F 05F PS BilgeTank
PS PS 350 WS020F WS021F 350
To Inert Gas Set
Generator 1.5kg/cm2
FD0 FD0
AUTO WS035F
17F PI PI 18F ST-SP
(Locked
100 To Fresh
Closed) To Inert Gas Fire Line Cut-In Water
WS0 Scrubber Pressurising 7.0kg/cm2 Generator TI
ZS Pump Cut-Out 350
IGS 48F
9.0kg/cm2
200 400 PIAL
1476
350
(Locked 125
Vacuum M.G.P.S
WS049F (Locked
Closed) Condenser Anode
(Locked DPAL 400
Closed) 350
ZS Treatment
Closed) TI 1240 WS026F WS027F
200
WS0
IGS Tank
DPS WS019F
AMS Control
50F Deck Seal Set 1.3kg/cm2 WS0 WS105F
WS0 WS0 Water Pumps For Non WS034F WS018F
AUTO 17F Main Cooler 3rd Deck
46F 44F (3m3/h x 4kg/cm2) Flow Alarm
Topping Up IG Scrubber CH-VR WS0 Sea Water Stb’d Forward
IGG Sea PI PI Sea Water AUTO To Boiler WS033F WS016F Pumps (840m3/h
WS0 XA XA 15F
Water Pump CH-VR WS042F WS037F Control Panel Vacuum x 1.8kg/cm2)
41F PI 0318 0319 PI PI To Bilge
Pump (150m3/h Condenser
PI XI XI WS102F
(35m3/h PI PI x 4.5kg/cm2) PI PI XA XI Cooler Sea 0318 0319 DPS DPS WS0
x 4.0kg/cm2) 1237 1237
Water Pump Emergency Floor
WS0 WS0 28F
PI (1190m3/h PI PI Bilge Suction
45F 43F XA XA PI
Floor PI PI 1474 1475 x 0.9kg/cm2) BG019F
100 250 Fresh Water TI 350
200 WS0 WS0 XI XI TI WS0 WS0
Generator Ejector WS032F 1450
WS014F
39F 40F 1474 1475
13F Tank Top 29F
WS0 Pumps (85m3/h
SA SA
300 1474 1475 36F x 4.8kg/cm2) 550
350
40 40
Steam Blow
Steam Blow WS0
300 40 125 550 40 Connection
Connection 40 ZS ZS 08F
WS0 25
WS0
600
WS001F WS005F 600 600
WS006F WS002F WS010F
WS0 07F
Key WS031F
09F 25 30F
WS107F
WS003F Hydraulic Oil WS004F
High Low
Sea Water Sea Chest
Sea Chest
600 (Starboard)
(Port)
Saturated Steam
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 1 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.4 Sea Water Systems Fresh Water Generator Ejector Pump water inlets. After passing through the fresh water coolers the water from the
SW pumps is discharged overboard through valves WS024F and WS025F.
Maker: Teikoku Machinery Works Ltd
2.4.1 Main and Auxiliary Sea Water Systems No. of sets: 1 When the Cargo Oil Pump Turbine (COPT) pumps are operating, it is
Main Cooling System Sea Water Pumps Model: 100TVS-B1m necessary to operate the COPT vacuum condenser. The cooling water to this is
Maker: Teikoku Machinery Works Ltd Type: Vertical centrifugal supplied by the vacuum condenser sea water cooling pump. There is only one
No. of sets: 2 Capacity: 85m3/h at 4.8kg/cm2 pump fitted but should this fail, cooling water can be supplied by the main SW
cooling pumps. A ‘no flow’ alarm is fitted to the sea water line for the vacuum
Model: 350TVD-A1m Motor: 22kW at 1,800 rpm
condenser. If the pressure in the vacuum condenser rises the cargo oil pump
Type: Self-priming, vertical, centrifugal turbines will be tripped at a back pressure of 0.7kg/cm2, additionally, the steam
Capacity: 840m3/h at 1.8kg/cm2 Introduction dumping will stop if the ‘no flow’ alarm is raised.
Motor: 65kW at 1,800 rpm
Main Sea Water Cooling System All of the pumps described take suction from a common sea water line
Vacuum Condenser Sea Water Pump Sea water is circulated through the central fresh water coolers by one or both connected to the high and low sea chest suctions. Valves WS001F and WS005F
Maker: Teikoku Machinery Works Ltd of the main SW cooling pumps. Under normal seagoing conditions one pump control the high sea chest and valves WS002F and WS006F control the low sea
should provide sufficient cooling water to maintain correct system operating chest. The low suction is normally used at sea or when surface contamination
No. of sets: 1
temperatures, but, under certain circumstances such as high sea water such as weed or slush ice is present. It is also used when the ship is in light
Model; 400TVD-A1m ballast conditions when the ingress of air is possible. The high suction is used
temperature, it may be necessary to start the second pump. With one pump
Type: Vertical centrifugal running and the other pump set to standby it will cut in should the system when the ship is operating in silted or shallow waters to avoid the ingress of
Capacity: 1,190m3/h at 0.9kg/cm2 pressure fall below 1.3kg/cm2. sand or silt into the cooling system. Suction strainers are fitted at both sea
Motor: 45kW at 900 rpm chests and a steam connection is provided for the clearing of ice and weed.
Conversely, with this vessel being classified as an ice class ship which is able Both of the ship’s side suction valves, WS001F and WS002F, are remotely
Deck Seal Sea Water Pumps to operate in freezing water climates, a 350mm recirculation line is fitted on operated from a hydraulic power pack located on the engine room 2nd deck.
Maker: Teikoku Machinery Works Ltd the overboard discharge line from the central coolers and evaporator which Each valve can also be operated from a local hydraulic handwheel unit located
leads back to the low sea suction on the starboard side. In very cold sea water at the floor level.
No. of sets: 2
temperatures, this line allows sea water to be fully or partially recirculated back
Model: 50MSS-JH1m to the starboard low sea chest in order to reduce the thermal gradient across The cooling SW pumps can be started and stopped either locally from the
Type: Horizontal centrifugal the sea water side of the central coolers. This would be manually achieved by starter adjacent to the pumps or remotely from the engine control room. The
Capacity: 3m3/h at 4.0kg/cm2 throttling in on the overboard discharge valve WS025F and opening up on the standby pump is designed to cut in automatically on low system pressure.
Motor: 3.7kW at 3,600 rpm sea water return valve WS107F to the sea chest.
The No.2 SW cooling water pump can also be used in an emergency to pump
Inert Gas Scrubber Circulating Sea Water Pump The recirculation valve WS107F is operated remotely from an independent the engine room bilges. It is a self-priming pump and has a 350mm suction line
hydraulic deck stand valve on the 3rd deck starboard forward. Additionally, branched off to the emergency bilge suction. It is operated by opening valve
Maker: Teikoku Machinery Works Ltd
this valve can also be operated manually via an extended spindle at the floor BG019F which has an extended spindle taking the valve handle to a height of
No. of sets: 1 at least 460mm above the lower floor plate level.
plate level when the manual drive key is inserted into the drive shaft and
Model: 125TVS-B1m the changeover lever on the top of the valve is turned to the correct position
Type: Vertical centrifugal bypassing the operating piston. Fresh Water Generator
Capacity: 150m3/h at 4.5kg/cm2
Due care and attention must be paid to the back pressure both on the central The fresh water (FW) generator is supplied by its own dedicated ejector pump
Motor: 30kW at 1,800 rpm which takes suction from the sea water suction main. Should the FW generator
cooler and the outlet from the evaporator when recirculation is in operation.
Inert Gas Generator Topping Up Sea Water Pump Additionally, attention must be paid to the salinity of the circulating water ejector pump fail, a supply can be maintained from the inert gas generator
when the evaporator is in operation if on full recirculation, as this could have a cooling sea water pump or from the bilge, fire and GS pumps.
Maker: Teikoku Machinery Works Ltd
detrimental effect on the cooler surfaces with increased scale formation on the
No. of sets: 1 heat transfer plates both on the central cooler and in the evaporator.
Model: 100TVS-B1m
Type: Vertical centrifugal The main sea water circulating pumps can also be configured to supply cooling
Capacity: 35m3/h at 4.0kg/cm2 water to the vacuum condenser. This is achieved by opening valve WS019F and
would be used in the event of a failure of the vacuum cooling sea water pump.
Motor: 11kW at 1,800 rpm
Water from the SW pumps is also bled off to supply the Marine Growth
Prevention System (MGPS) which provides protection to the two sea chest
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 2 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.1a Main Sea Water Service System
Bilge, Fire & General Service
Pump (230/180m3/h x 4/10kg/cm2)
From Bilge BG0
System 17F 400 400
BG012F BA001F To Engine Room and Deck From Fresh WS024F WS025F
Fire Hydrant System and Water Generator WS038F 125
FD001F BG015F Deck Wash
PI PI 350
350
From Bilge Well
(Forward Port)
BG014F FD003F 350 350
Self Priming To Inert Gas
Type System Deck WS022F WS023F Hydraulic Power
BG013F BA002F Pack for Shipside
Water Seal PI TI PI TI
For Back For Back 2nd Deck Valves
Sett Central Coolers
200 0.7kg/cm2
PI Flushing
(Each 100%) WS055F Flushing
FD002F BG016F 4th Deck WS054F
PAL PI TI PI TI
PI PI PS
FD0 IGS
To Primary
FD004F 05F PS BilgeTank
PS PS 350 WS020F WS021F 350
To Inert Gas Set
Generator 1.5kg/cm2
FD0 FD0
AUTO WS035F
17F PI PI 18F ST-SP
(Locked
100 To Fresh
Closed) To Inert Gas Fire Line Cut-In Water
WS0 Scrubber Pressurising 7.0kg/cm2 Generator TI
ZS Pump Cut-Out 350
IGS 48F
9.0kg/cm2
200 400 PIAL
1476
350
(Locked 125
Vacuum M.G.P.S
WS049F (Locked
Closed) Condenser Anode
(Locked DPAL 400
Closed) 350
ZS Treatment
Closed) TI 1240 WS026F WS027F
200
WS0
IGS Tank
DPS WS019F
AMS Control
50F Deck Seal Set 1.3kg/cm2 WS0 WS105F
WS0 WS0 Water Pumps For Non WS034F WS018F
AUTO 17F Main Cooler 3rd Deck
46F 44F (3m3/h x 4kg/cm2) Flow Alarm
Topping Up IG Scrubber CH-VR WS0 Sea Water Stb’d Forward
IGG Sea PI PI Sea Water AUTO To Boiler WS033F WS016F Pumps (840m3/h
WS0 XA XA 15F
Water Pump CH-VR WS042F WS037F Control Panel Vacuum x 1.8kg/cm2)
41F PI 0318 0319 PI PI To Bilge
Pump (150m3/h Condenser
PI XI XI WS102F
(35m3/h PI PI x 4.5kg/cm2) PI PI XA XI Cooler Sea 0318 0319 DPS DPS WS0
x 4.0kg/cm2) 1237 1237
Water Pump Emergency Floor
WS0 WS0 28F
PI (1190m3/h PI PI Bilge Suction
45F 43F XA XA PI
Floor PI PI 1474 1475 x 0.9kg/cm2) BG019F
100 250 Fresh Water TI 350
200 WS0 WS0 XI XI TI WS0 WS0
Generator Ejector WS032F 1450
WS014F
39F 40F 1474 1475
13F Tank Top 29F
WS0 Pumps (85m3/h
SA SA
300 1474 1475 36F x 4.8kg/cm2) 550
350
40 40
Steam Blow
Steam Blow WS0
300 40 125 550 40 Connection
Connection 40 ZS ZS 08F
WS0 25
WS0
600
WS001F WS005F 600 600
WS006F WS002F WS010F
WS0 07F
Key WS031F
09F 25 30F
WS107F
WS003F Hydraulic Oil WS004F
High Low
Sea Water Sea Chest
Sea Chest
600 (Starboard)
(Port)
Saturated Steam
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 3 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Operation of the Main Cooling Sea Water System e) Vent the in-use central FW cooler and check that water is Procedure for the Operation of the Fresh Water Generator
circulating through the central cooler and that the flow is Pump
Preparation for the operation of the main cooling sea water system. adequate for the cooling load.
a) Ensure that one of the sea suction connections is open as
a) Ensure that the sea chest suction strainers are clear. Note: The coolers may be backflushed to remove debris from the cooler described in the procedure for the main sea water circulation
surfaces and hence improve the cooling efficiency. This will normally be system.
b) Ensure that all pressure gauge and instrumentation valves are undertaken when the cooler is not under load. The inlet and outlet sea water
open and that instruments are functioning correctly. Also check valves are closed and a sea water hose is connected to the backflushing b) Ensure that all pressure gauge and instrumentation valves are
that the drain valves on the two central coolers are closed. connection. The inlet line filter blank is removed and a drain hose connected; open and that instruments are reading correctly.
the backflushing valve is opened allowing sea water to flow back through the
c) Set up the valves as shown in the tables below. In this case it has cooler dislodging sediment. c) Set up the valves as shown in the tables below.
been assumed that the low sea suction is in use and that only one
of the central coolers is in operation with the other being held as Position Description Valve
a clean standby unit, and that no recirculation is required due to Preparation for the Operation of the Vacuum Condenser Sea
cold sea water temperatures. Water System Open FW generator ejector pump suction valve WS036F
Open FW generator ejector pump discharge valve WS037F
Position Description Valve a) Ensure that one of the sea suction connections is open as
described in the procedure for the main sea water circulation Closed Crossover valve from bilge, fire and GS pump WS049F
Open Low suction ship’s side valve WS002F system. Open Fresh water generator brine outlet valve WS038F
Open Low suction strainer outlet valve WS006F
Open Overboard discharge valve WS025F
b) Ensure that all pressure gauge and instrumentation valves are
Closed Low suction strainer drain valve
open and that instruments are reading correctly.
Closed High suction ship’s side valve WS001F d) Start the FW generator in accordance with procedures described
c) Set up the valves as shown in the tables below. in section 2.4.3 of this manual.
Open High suction strainer outlet valve WS005F
Closed High suction strainer drain valve Position Description Valve Procedure for the Operation of the Marine Growth Prevention
Closed Recirculation valve to low sea cheast WS107F Open Vacuum condenser SW pump suction valve WS032F System Pump
Open No.1 main cooling SW pump suction valve WS013F Open Vacuum condenser SW pump discharge valve WS034F
a) Ensure that one of the main cooling sea water pumps is
Open No.1 main cooling SW pump discharge valve WS017F Closed Cross over valve to vacuum condenser line WS019F operating as described above.
Open No.2 main cooling SW pump suction valve WS014F Open Vacuum condenser overboard discharge valve WS035F
Open No.2 main cooling SW pump discharge valve WS016F b) Ensure that all pressure gauge and instrumentation valves are
open and that instruments are reading correctly.
Closed Crossover valve to vacuum condenser line WS019F Note: The vacuum condenser overboard discharge valve WS035F is operated
from the local hydraulic manual stand, WS103F at floor level or from the c) Set up valves as shown in the tables below.
Closed Emergency bilge suction from No.2 SW pump BG019F remote hydraulic unit on the engine room 2nd deck level.
Open No.1 central FW cooler inlet valve WS020F
d) Start the vacuum condenser sea water pump. It will then be Position Description Valve
Open No.1 central FW cooler outlet valve WS022F
possible to commence raising the vacuum using the air ejector Open MGPS unit sea water supply valve WS026F
Closed No.1 central FW cooler backflush valve WS054F unit which is cooled from the LT fresh water cooling system.
Open MGPS unit sea water inlet valve WS027F
Closed No.2 central FW cooler inlet valve WS021F
e) Check that a vacuum is established in the vacuum condenser. Open/closed MGPS outlet valve to high sea suction chest WS028F
Closed No.2 central FW cooler outlet valve WS023F
Open/closed MGPS inlet valve at the high sea suction chest WS030F
Closed No.2 central FW cooler backflush valves WS055F
Open/closed MGPS outlet valve to low sea suction chest WS029F
Open Central coolers overboard discharge valve WS025F
Open/closed MGPS inlet valve at the low sea suction chest WS031F
d) Start the duty main SW pump(s) and place the standby pump on d) Operate the sea water systems as required.
automatic cut-in.
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 4 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.1a Main Sea Water Service System
Bilge, Fire & General Service
Pump (230/180m3/h x 4/10kg/cm2)
From Bilge BG0
System 17F 400 400
BG012F BA001F To Engine Room and Deck From Fresh WS024F WS025F
Fire Hydrant System and Water Generator WS038F 125
FD001F BG015F Deck Wash
PI PI 350
350
From Bilge Well
(Forward Port)
BG014F FD003F 350 350
Self Priming To Inert Gas
Type System Deck WS022F WS023F Hydraulic Power
BG013F BA002F Pack for Shipside
Water Seal PI TI PI TI
For Back For Back 2nd Deck Valves
Sett Central Coolers
200 0.7kg/cm2
PI Flushing
(Each 100%) WS055F Flushing
FD002F BG016F 4th Deck WS054F
PAL PI TI PI TI
PI PI PS
FD0 IGS
To Primary
FD004F 05F PS BilgeTank
PS PS 350 WS020F WS021F 350
To Inert Gas Set
Generator 1.5kg/cm2
FD0 FD0
AUTO WS035F
17F PI PI 18F ST-SP
(Locked
100 To Fresh
Closed) To Inert Gas Fire Line Cut-In Water
WS0 Scrubber Pressurising 7.0kg/cm2 Generator TI
ZS Pump Cut-Out 350
IGS 48F
9.0kg/cm2
200 400 PIAL
1476
350
(Locked 125
Vacuum M.G.P.S
WS049F (Locked
Closed) Condenser Anode
(Locked DPAL 400
Closed) 350
ZS Treatment
Closed) TI 1240 WS026F WS027F
200
WS0
IGS Tank
DPS WS019F
AMS Control
50F Deck Seal Set 1.3kg/cm2 WS0 WS105F
WS0 WS0 Water Pumps For Non WS034F WS018F
AUTO 17F Main Cooler 3rd Deck
46F 44F (3m3/h x 4kg/cm2) Flow Alarm
Topping Up IG Scrubber CH-VR WS0 Sea Water Stb’d Forward
IGG Sea PI PI Sea Water AUTO To Boiler WS033F WS016F Pumps (840m3/h
WS0 XA XA 15F
Water Pump CH-VR WS042F WS037F Control Panel Vacuum x 1.8kg/cm2)
41F PI 0318 0319 PI PI To Bilge
Pump (150m3/h Condenser
PI XI XI WS102F
(35m3/h PI PI x 4.5kg/cm2) PI PI XA XI Cooler Sea 0318 0319 DPS DPS WS0
x 4.0kg/cm2) 1237 1237
Water Pump Emergency Floor
WS0 WS0 28F
PI (1190m3/h PI PI Bilge Suction
45F 43F XA XA PI
Floor PI PI 1474 1475 x 0.9kg/cm2) BG019F
100 250 Fresh Water TI 350
200 WS0 WS0 XI XI TI WS0 WS0
Generator Ejector WS032F 1450
WS014F
39F 40F 1474 1475
13F Tank Top 29F
WS0 Pumps (85m3/h
SA SA
300 1474 1475 36F x 4.8kg/cm2) 550
350
40 40
Steam Blow
Steam Blow WS0
300 40 125 550 40 Connection
Connection 40 ZS ZS 08F
WS0 25
WS0
600
WS001F WS005F 600 600
WS006F WS002F WS010F
WS0 07F
Key WS031F
09F 25 30F
WS107F
WS003F Hydraulic Oil WS004F
High Low
Sea Water Sea Chest
Sea Chest
600 (Starboard)
(Port)
Saturated Steam
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 5 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Note: The MGPS valves to the sea suction chests will normally be left open Position Description Valve
at all times when the sea suction system is operational. Open Inert gas scrubber drain valves(s)
Open Inert gas scrubber overboard discharge valve WS047F
Procedure for the Operation of the Inert Gas Generator
Cooling Sea Water Pump d) Start the scrubber cooling sea water pump to supply water to the
IG scrubber.
a) Ensure that one of the sea suction connections is open as
described above for the main sea water circulation system.
Procedure for the Operation of the Inert Gas Deck Seal Sea
b) Ensure that all pressure gauge and instrumentation valves are Water Pumps
open and that instruments are reading correctly.
a) Ensure that one of the sea suction connections is open as
c) Set up valves as shown in the tables below. described in the procedure for the main sea water circulation
system.
Position Description Valve
b) Ensure that all pressure gauge and instrumentation valves are
Open Topping up IGG cooling SW pump suction valve WS045F open and that instruments are reading correctly.
Open Topping up IGG cooling SW pump discharge valve WS046F
c) Set up valves as shown in the tables below.
Closed Crossover valve from bilge, fire and GS pump
(locked closed) WS048F Position Description Valve
Open IGG inlet and outlet sea water valves Open No.1 IG deck seal SW pump suction valve WS039F
Open No.1 IG deck seal SW pump suction valve WS041F
d) Start the topping up IGG cooling sea water pump to supply
water to the IGG system. Open No.2 IG deck seal SW pump suction valve WS040F
Open No.2 IG deck seal SW pump suction valve WS042F
Procedure for the Operation of the Scrubber Cooling Sea Open IG deck seal inlet valve
Water Pump Open IG deck seal drain valves(s)
Open IG deck seal overboard discharge valve GI526F
a) Ensure that one of the sea suction connections is open as
described in the procedure for the main sea water circulation
system. d) Start the selected IG seal sea water pump to supply water to the
deck seal and put the other pump on automatic standby.
b) Ensure that all pressure gauge and instrumentation valves are
open and that instruments are reading correctly. A more thorough description of the inert gas system and the requirements of
the pumps has been given in section 2.15 of this manual.
c) Set up valves as shown in the tables below:
Position Description Valve
Open IG scrubber cooling SW pump suction valve WS043F
Open IG scrubber cooling SW pump discharge valve WS044F
Closed Crossover valve from bilge, fire and GS pump
(locked closed) WS050F
Open Inert gas scrubber inlet valve
Issue: 1 IMO No. 9297345 Section 2.4.1 - Page 6 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.2a Sea Water General Service System
Inert Gas Fresh Water To
Scrubber ZS Supply Funnel Top
From Inert Gas Gas
WF508F
Bilge Well Blower Sampling To Inert Gas
(Forward TI PI
100% Point System On
Port) WF509F Deck
From
Bilge GI541F
TI Deck
System TI Water
PI
Seal
Inert Gas
Generator Unit
Inert Gas
Bilge, Fire & General Service
Blower LS
Pump(230/180m3/hx4kg/cm2 Hydraulic Power
100%
/10kg/cm2) Unit for Shipside
BG017F LAL
BG012F BA001F Valves
Fresh Water Generator Chemical 2nd Deck
FD001F BG015F Dosing To Primary
To TI
PI PI Foam Unit BilgeTank
TI
/Fire
BG014F FD003F Deck Maxi-Vap PI
Self Priming Wash Plus
Type Set
BG013F BA002F GI526F
0.7kg Steam Exhaust
(Locked /cm2 PI Ship Side
Closed) Vacuum Steam Supply Pipe
FD002F BG016F PI
WS0 Breaker
ZS PI PI
IGS 48F PAL
PS
IGS PI
FD0 FD0 From Central
PS PS
04F 05F Set PS Coolers
TI PI
2.0kg WS024F WS025F
FD0 FD0 /cm2
AUTO
17F PI PI 18F ST-SP WS038F
To Central
Fire Line To Vacuum
WS104F Coolers PIAL
Pressurising Pump Condenser 1476 M.G.P.S 3rd Deck
(Locked Anode
WS049F 4th Deck
Closed) Treatment
(Locked WS026F WS027F Tank
ZS To Primary WS019F
IGS Closed) Deck Water AMS Control
WS0 WS0 Bilge Tank (Locked
Topping Up Seal Pumps Set 1.3kg/cm2 WS0
50F 37F Closed)
IGG Sea Water (3m3/h x 4kg/cm2) WS034F WS018F
AUTO PI AUTO 17F Main Cooler Floor
Pump (35m3/h WS0 WS0 WS0
CH-VR CH-VR WS0 Sea Water
x 4.0kg/cm2) 46F 44F WS042F WS033F WS016F
41F 15F Pumps (840m3/h To Bilge
IG Scrubber
PI PI PI PI XA XA PI WS047F x 1.8kg/cm2)
Floor Sea Water Pump PI PI PI
1474 1475
(150m3/h Fresh Water Generator Vacuum Condenser
x 4.5kg/cm2) XI XI Ejector Pump XA XI Cooler Sea Water Pump DPS DPS Emergency
PI PI PI PI
1474 1475 1237 1237
Bilge WS028F
(85m3/h x 4.8kg/cm2) (1,190m3/h x 0.9kg/cm2)
SA SA PI PI PI Suction
WS0 WS0 WS0 WS0 1474 1475 WS0
WS036F
45F 43F 39F 40F TI BG019F 29F
1450
TI
WS032F WS013F WS014F Tank Top WS0
WS030F 31F
WS001F WS005F WS006F WS002F WS107F
Key
High Low
Sea Chest Hydraulic Oil Fresh Water Sea Chest
(Port) (Starboard)
WS003F Sea Water Inert Gas WS004F
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.4.2 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.4.2 Sea Water General Service System The pumps are connected through valves WS050F, WS049F and WS048F The bilge, fire and GS pumps can be started from the following locations.
respectively but during normal operations these valves are to be kept locked
• Locally (started and stopped)
The engine room auxiliary sea water services are supplied by the following closed.
pumps: • The engine control console in the CECR
It may be necessary when the ship is trading in cold climates with low sea and • The foam room and fire control station
air temperatures that the fire main on deck will be isolated from the engine
Bilge, Fire and GS Pumps • The bridge
room supply and drained down. Therefore consideration must be given to the
Maker: Teikoku Machinery Works Ltd condition of the fire main on deck, either isolated or not before the pumps are • The main switchboard room (started and stopped)
No. of sets: 2 started for fire fighting or deck wash duties.
Model: 200-2VSR-Am-NV-S In order for the bilge, fire and GS to be started automatically, the fire line
pressurising pump must be switched to REMOTE at the group starter panel
Type: Vertical centrifugal, self-priming Procedure to Set Up the Bilge, Fire and General Service Pumps
on the main switchboard. This pump will now maintain the fire line pressure
Capacity: 230/180m3/h at 4.0/10kg/cm2 for Fire Main Duties between 9 and 7kg/cm2. If the fire line pressure drops to 6.5kg/cm2 due to a
Motor: 90kW at 1,800 rpm high demand on the fire line, then one or both bilge, fire and GS pumps will
It is assumed that the sea water crossover line is in operation on the low sea start according to which isolation breaker is in.
suction and that each fire hydrant valve in the engine room, accommodation
Fire Line Pressurising Pump and on deck, is closed. It is also assumed that the fire main on deck is not The bilge, fire and GS pumps can be started manually at any time as long as
drained down and the isolating valve FD554F in the foam room is open for the the main isolation breaker is in the ON position.
Maker: Teikoku Machinery Works Ltd
supply to deck and the accommodation areas.
No. of sets: 1
Model: SXUM Set up the valves as shown in the following table: Procedure to Set Up a Bilge, Fire and General Service Pump
Type: Vertical centrifugal, self-priming for Bilge Pumping Duties
Capacity: 25m3/h at 9.0kg/cm2 Position Description Valve
Motor: 30kW at 2500rpm It is assumed that the No.1 bilge, fire GS pump is to be set for bilge pumping
Closed No.1 bilge, fire GS pump bilge suction BG012F
duties via the bilge suction main and that No.2 pump has been left lined up on
Closed No.1 bilge, fire GS pump direct bilge suction BG014F the fire main.
Both bilge, fire and GS pumps are permanently set up for the fire main service,
Open No.1 bilge, fire GS pump sea suction FD001F
with the discharge and suction valves being left open. In an emergency it is Set up the valves as shown in the following table:
possible for the pumps to be used to pump bilges directly overboard from Closed No.1 bilge, fire GS pump discharge to overboard
the bilge main which connects to all of the engine room bilge wells. The discharge line BG015F Position Description Valve
No.1 pump also has a direct bilge suction from the port forward engine room
Open No.1 bilge, fire GS pump discharge to fire main FD003F Open No.1 bilge, fire GS pump bilge suction BG012F
bilge well. In normal operations however, the bilge suction valves on each
pump would be closed. Sea suction for the pumps is from the main sea water Closed No.1 bilge, fire GS pump discharge to IG scrubber BA001F Closed No.1 bilge, fire GS pump direct bilge suction BG014F
crossover line that connects to the high and low sea chests. Closed No.2 bilge, fire GS pump bilge suction BG013F Closed No.1 bilge, fire GS pump sea suction FD001F
It is extremely important that at no time should the bilge suction valves be left Open No.2 bilge, fire GS pump sea suction FD002F Open No.1 bilge, fire GS pump discharge to overboard
open when the pump discharge valves are open onto the fire main. This is due Closed No.2 bilge, fire GS pump discharge to overboard discharge line BG015F
to the risk of oil contamination of the water and the possibility that the pump discharge line BG016F Closed No.1 bilge, fire GS pump discharge to fire main FD003F
may lose suction from the bilge well.
Open No.2 bilge, fire GS pump discharge to fire main FD004F Closed No.1 bilge, fire GS pump discharge to IG scrubber BA001F
The fire line pressurising pump is normally set to maintain pressure in the fire Closed No.2 bilge, fire GS pump discharge to IG scrubber BA002F Closed No.2 bilge, fire GS pump bilge suction BG013F
line. The pump is set to automatic operation and will start and stop as necessary
Open Overboard discharge valve BG017F Open No.2 bilge, fire GS pump sea suction FD002F
to maintain the fire line pressure. In the event of more than one fire line hydrant
being opened, one of the bilge, fire and GS pumps will have to be started to Closed No.2 bilge, fire GS pump discharge to overboard
supply sufficient water to the fire main to maintain pressure. Note: The bilge suction valves on the bilge, fire and GS pumps are interlocked
discharge line BG016F
with the fire main discharge valve so that the bilge suction valves may not be
The bilge, fire and GS pumps also have the facility to supply sea water to the opened when the fire main discharge valve is open. Open No.2 bilge, fire GS pump discharge to fire main FD004F
inert gas scrubber system, the fresh water generator ejector and to the inert gas Closed No.2 bilge, fire GS pump discharge to IG scrubber BA002F
topping up cooling system. This facility has been fitted to provide back-up to
those systems in the event of pump failure or down time due to maintenance. Open Overboard discharge valve BG017F
Issue: 1 IMO No. 9297345 Section 2.4.2 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Operation of a bilge, fire and GS pump for pumping out the engine room
bilges should only be considered in the event of serious flooding of the engine
room spaces and not for general bilge pumping duties. Opening of the direct
bilge suction valve from the port forward bilge well allows for ready pumping
of engine room flood water. It is essential that all bilge well strainers are
maintained in a clear condition at all times.
Flooding of the engine room spaces and the pumps that can be utilised is
covered in section 5.1.
Procedure to Set Up the Fire Line Pressurising Pump
The fire line pressurising pump must be always set for operation on the fire
main. The pump takes suction from the main sea water suction crossover
line which must be operational with the high or low sea chest suction valves
open.
The fire line pressuring pump suction valve FD017F and discharge valve
FD018F must be open and the pump set for REMOTE operation at the main
switchboard group starter panel. Additionally, the fire line accumulator should
also be in line with its feed valve FD019F open and the pressure vessel filled
half way with water and an air damper filling the remaining space.
The pump will maintain the fire main at a constant pressure of 9.0kg/cm2
but is of limited capacity. The pump will provide an immediate fire fighting
capability but should more than one hydrant be opened, a bilge, fire and GS
pump must be started.
WARNING
The fire line pressurising pump can start automatically at any time by
an on board fire hydrant valve being opened. The pump must therefore
be switched off before undertaking any maintenance work.
Issue: 1 IMO No. 9297345 Section 2.4.2 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.3a Evaporator
Deck Connections
Key
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
WP WP WS024F WS025F
Water Tank Water Tank
006F
Water Tank Water Tank High Temperature Cooling Water
(S)(178.8m³) (S)(71.5m³) 018F (P)(71.5m³) (P)(178.8m³)
Hydraulic Oil
LAL WP LAL LAL WP LAL
1624 019F 1626 WP0 1624 007 1626 Fresh Water
09F
Sea Water WS022F WS023F
Rehardening
Control Filter (2.0m³/h)
Panel
WP008F PI TI PI TI
FI PI Cooling Water Fresh Water Generator
FS Central Coolers
PI TI PI TI
Condenser (Each 100%)
WP0 WP0
35F 05F
WS0 WS020F WS021F WS055F
54F
WP Steriliser Ion Type
004 (2.0m³/h)
WP0 Vapour
02F
Evaporator To Vacuum
To Scupper
Condenser
WP003F
WP032F
(LockedClose)
From Fresh Water
Service Line To Bilge
Primary Tank
Chemical SAH XA 3rd Deck
1424 1423
Dosing WG AMS Control
WG 030F
031F Salinity Indicator Brine Set 1.3kg/cm2 WS0 WS0
To Expansion PI AUTO 17F 18F Main Cooler
Main Engine Flow Meter Distillate Extraction Sea Water
Tank Pump 2.5m3 x 3kg/cm2 CH-VR WS0 WS0
(7S60MC-C) Water Pumps (840m3/h
XA XA 15F 16F
WF WP001F Feed 0318 0319 x 1.8kg/cm2)
PI PI
317F XI XI
0318 0319 DPS DPS
WF309F Emergency
Water
WaterEjector
Ejector Bilge Suction
PI PI
Main Engine
Jacket Cooling Fresh Heater BG019F
Water Pumps WS014F
140m3 x 3kg/cm2 WS013F
WF312F WF310F
PI PI
WS038F
Tank Top
To/From WF311F
Jacket WF308F WF WF
Pre-Heater 305F 303F
WS037F Circulation Steam Injector From 7.5kg/cm2 Steam Service To Hydraulic
WF PI TI Valve ST286F
PS PI PI PI Power Pack
313F TI TI
Evaporator 1450
WF315F Ejector Pump Floor
WF WF
304F 85m3/h x 4.8kg/cm2
To Hydraulic 302F PI TI
Floor Deaeration PI
Power Pack WG035F
Tank
(0.1m3) WF
314F Main Engine Jacket WS036F
Fresh Water Cooler Drain From FW system
WS107F
WS001F WS005F WS006F WS002F
High
Low
Sea Chest WS003F WS004F
Sea Chest
(Port)
(Starboard)
Issue: 1 IMO No. 9297345 Section 2.4.3 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.4.3 Evaporator To achieve low temperature evaporation and so improve the efficiency of the Evaporator Vessel
unit, the pressure within the evaporator chamber is reduced. This is achieved by The evaporator or separator chamber is cylindrical in shape and is where the
Evaporator Equipment the water eductor that operates as a brine eductor on the evaporator casing. hot water vapour and concentrated brine are separated.
Maker: Sasakura
The feed water is introduced into the evaporator section of the evaporator
No. of sets: 1 Condenser Section
through an orifice and is distributed into the plate heater where it absorbs
Type: Low pressure energy from the hot water and steam. Having reached boiling temperature, As with the heater section, the condenser consists of a plate type heat
Model: EX-4E which is lower than at atmospheric pressure, the feed water undergoes a exchanger fitted to the outside of the unit. The condenser is mounted above
Capacity: 35m3/day partial evaporation and the mixture of generated vapour and brine enters the the heater close to the top of the unit and is where the hot vapour is condensed
Salinometer: Sasakura type M30L37 evaporator chamber. Here the brine is separated from the vapour and extracted into water.
by the combined brine and air ejector that is driven by the dedicated ejector
Salinity: Less than 10ppm
pump.
Cooling sea water: 85m3/h x 32°C Combined Brine/Air Ejector
Jacket cooling water: 90m3/h x 80°C After passing through a demister the hot water vapour enters the condenser The ejector extracts brine and incondensable gases from the separator vessel.
Distillate pump: 2.5m3 x 30mth plate type heat exchanger fitted near the top of the evaporator.
Ejector pump: 85m3 x 48mth Fresh Water Ejector Pump
The sea water supplied by the combined cooling/ejector water pump then cools
the vapour down to form distillate. This distillate is extracted by the distillate The fresh water ejector pump is a single-stage centrifugal pump that supplies
Introduction pump and discharged through a salinometer which monitors the salinity of the condenser with sea water and the brine/air ejector with jet water, as well as
the water. In the event of the salinity rising above a preset value an alarm is feed water for evaporation.
The Sasakura plate type evaporator installed in the engine room utilises the heat sounded and the condensate is recycled back to the evaporator chamber.
available from the main engine jacket cooling water system. The evaporator Distillate Pump
may also be operated using steam from the 7.5kg/cm2 service steam system, A flow meter is fitted at the distillate pump discharge to monitor the amount of
the steam being introduced into a water flow by means of a steam injector. fresh water being produced. At full capacity the unit is capable of producing The distillate pump is a single-stage centrifugal pump that extracts the
There are effectively two heating systems for the evaporator and they operate up to 35 tonnes of fresh water per day. produced fresh water from the condenser and pumps it to the distilled and
independently of each other. Operation using the main engine HT cooling fresh water tanks.
water is normally employed but operation of the evaporator using steam may Distillate from the FW evaporator is discharged to the two distilled water
be adopted should there be insufficient heat available from the main engine HT storage tanks or through a steriliser and rehardening filter to the two fresh Salinometer
cooling fresh water. Illustration 2.4.3a shown above details how the evaporator water storage tanks.
The salinometer continuously checks the quality and salinity of the produced
fits into the sea water and the main engine cooling water circuits.
water. The alarm set point is adjustable.
Fresh Water Quality
The cooling water high temperature water flows from the main engine and into
the evaporator through valve WF310F. The water then exits the evaporator To continuously check the quality of the produced fresh water, a salinometer is Control Panel
and returns to the cooling water circuit through valve WF311F. Not all of the provided together with an electrode unit fitted on the distillate pump delivery
side. A control panel contains motor starters, running lights and contacts for remote
main engine’s cooling water passes through the evaporator as valve WF312F alarm. A salinometer control panel is located at the evaporator side with LCD
ensures that some of the water is bypassed. This valve should never be fully indicators ranging from 0.5-20ppm. The panel also contains a 5ppm test
closed during normal operating conditions. If the salinity of the produced fresh water exceeds the chosen maximum
value, the dump valve and alarm are activated and the water is returned to the function and control buttons to set the alarm point.
For operation using steam the supply and return valves from the HT cooling evaporator chamber.
system (WE310F and WF311F) are closed and the local closed steam/water Chemical Injection Unit
system established. The FW priming valve WG035F is opened in order to Main Components The unit is fitted with a chemical injection unit which connects into the sea
fill the closed circuit and the return circuit line valve is opened (this valve water feed inlet side of the evaporator’s heater. The unit is operated by a
is normally shut). Steam is injected into this closed circuit by means of the The fresh water generator consists of the following components: magnetic pump and is intended to inhibit foaming and control the formation
injector and condensation of the steam heats the water which circulates of scale on the heating surfaces thereby allowing prolonged operation without
through the evaporator due to the action of the steam injector. Condensation the need for a plant shutdown for cleaning. The chemical treatment quantities
of the steam increases the mass of water in the closed system and the pressure Heater Section
must be strictly controlled.
is released by means of a relief valve. When the system is returned to normal The heater or evaporator consists of a plate type heat exchanger that is fitted
main engine HT cooling water operation, the system return circuit line valve is to the outside casing of the unit near the base. It has provision for the fitting of
closed and the closed circulation system is drained. temperature probes at its inlet and outlet.
Issue: 1 IMO No. 9297345 Section 2.4.3 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.4.3a Evaporator
Deck Connections
Key
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
WP WP WS024F WS025F
Water Tank Water Tank
006F
Water Tank Water Tank High Temperature Cooling Water
(S)(178.8m³) (S)(71.5m³) 018F (P)(71.5m³) (P)(178.8m³)
Hydraulic Oil
LAL WP LAL LAL WP LAL
1624 019F 1626 WP0 1624 007 1626 Fresh Water
09F
Sea Water WS022F WS023F
Rehardening
Control Filter (2.0m³/h)
Panel
WP008F PI TI PI TI
FI PI Cooling Water Fresh Water Generator
FS Central Coolers
PI TI PI TI
Condenser (Each 100%)
WP0 WP0
35F 05F
WS0 WS020F WS021F WS055F
54F
WP Steriliser Ion Type
004 (2.0m³/h)
WP0 Vapour
02F
Evaporator To Vacuum
To Scupper
Condenser
WP003F
WP032F
(LockedClose)
From Fresh Water
Service Line To Bilge
Primary Tank
Chemical SAH XA 3rd Deck
1424 1423
Dosing WG AMS Control
WG 030F
031F Salinity Indicator Brine Set 1.3kg/cm2 WS0 WS0
To Expansion PI AUTO 17F 18F Main Cooler
Main Engine Flow Meter Distillate Extraction Sea Water
Tank Pump 2.5m3 x 3kg/cm2 CH-VR WS0 WS0
(7S60MC-C) Water Pumps (840m3/h
XA XA 15F 16F
WF WP001F Feed 0318 0319 x 1.8kg/cm2)
PI PI
317F XI XI
0318 0319 DPS DPS
WF309F Emergency
Water
WaterEjector
Ejector Bilge Suction
PI PI
Main Engine
Jacket Cooling Fresh Heater BG019F
Water Pumps WS014F
140m3 x 3kg/cm2 WS013F
WF312F WF310F
PI PI
WS038F
Tank Top
To/From WF311F
Jacket WF308F WF WF
Pre-Heater 305F 303F
WS037F Circulation Steam Injector From 7.5kg/cm2 Steam Service To Hydraulic
WF PI TI Valve ST286F
PS PI PI PI Power Pack
313F TI TI
Evaporator 1450
WF315F Ejector Pump Floor
WF WF
304F 85m3/h x 4.8kg/cm2
To Hydraulic 302F PI TI
Floor Deaeration PI
Power Pack WG035F
Tank
(0.1m3) WF
314F Main Engine Jacket WS036F
Fresh Water Cooler Drain From FW system
WS107F
WS001F WS005F WS006F WS002F
High
Low
Sea Chest WS003F WS004F
Sea Chest
(Port)
(Starboard)
Issue: 1 IMO No. 9297345 Section 2.4.3 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Evaporator Operating Procedures c) Close the air vent valves on the evaporator and set the inlet and f) Open the air vents on the separator.
outlet valves to allow water to flow through the condenser.
WARNING g) Close the suction and discharge valves on the ejector pump.
d) Ensure the feed water inlet valve allowing water into the heater
Do not operate the plant in restricted waters if the water produced is to
is open. h) Close the inlet valve to the distilled water tank.
be used for human consumption. There are strict regulations governing
the operation of fresh water generators near coasts and estuaries and
e) Start the ejector pump and create a vacuum of at least 90% in
these should be observed. Contact the bridge for information regarding
the evaporator casing. This should be developed in less than 10 The Fresh Water Generator Steam Injection System
these restrictions when the ship is in coastal waters.
minutes.
If there is insufficient heat in the jacket water to allow for operation of the
evaporator the steam heating system may be operated. This system is a closed
Starting and Stopping Procedures f) Ensure the chemical injection tank is topped up with fresh
water with the correct dosage of chemicals. Open the feed water water/steam system where steam is injected into a closed water circuit and
treatment valve and start the dosing pump. condensation of the steam heats the water which circulates through the heat
The arrangement described is for the evaporator working from the HT jacket
transfer unit of the evaporator.
cooling water circuit.
g) Adjust the evaporator jacket water inlet valve WF310F and
a) Ensure that power is available and that the alarm and control the bypass valve WF312F until the desired temperature is Procedure for Operating the Steam Injection System
panels are switched on. reached. The boiling temperature will rise and the vacuum
a) Set the system valves as described previously.
will fall to approximately 80% indicating that evaporation has
b) Set the valves as follows. It has been assumed that the engine commenced. After about 3 minutes the temperature will fall and
b) Fully open the HT fresh water system evaporator bypass valve
room sea water crossover main is already open and that the normal vacuum will be restored.
WF312F and close the evaporator HT fresh water inlet and
system is discharging into the No.1 distilled water tank. outlet valves WF311F and WF310F.
h) Switch on the salinometer and check for operation.
Position Description Valve c) Open the steam heating circuit circulation valve then open the
i) Start the fresh water/distillate pump.
Open Evaporator ejector pump sea water inlet valve WS036F steam heating circuit fresh water priming valve WG035F and
close the steam heating circuit drain valve. Close the priming
Open Evaporator ejector pump sea water outlet valve WS037F The evaporator will operate automatically and discharge distillate to the
valve when the circuit is filled with water.
fresh water tank provided that the quality is above the base level set on the
Closed Crossover valve from bilge fire and GS pump WS049F salinometer. Should the quality fall the salinometer will activate an alarm and
d) Open the steam supply valve to the injector ST286F. There are
Open Evaporator sea water outlet valve WS038F direct the distillate to the brine chamber of the evaporator for re-evaporation.
no drain valves to open as the steam condenses in the heating
When the quality returns to an acceptable level the salinometer will close the
Open Overboard discharge valve WS025F circuit.
recirculation valve and output will flow to the distilled water storage tank.
Open Evaporator jacket water inlet valve WF310F
e) Operate the evaporator as for normal heating with the heat
Open Evaporator jacket water outlet valve WF311F Output of the evaporator can be adjusted by regulating the flow of jacket water
supplied by the main engine HT fresh water cooling system.
to the evaporator by means of the evaporator jacket water bypass valve and the
Throttled Evaporator jacket cooling water bypass valve WF312F jacket water inlet valve.
f) The rate of evaporation will depend upon the steam supply to
Closed Steam injection inlet valve ST286F the system. The pressure relief valve in the steam/water heating
Closed Steam heated system return circuit line valve Stopping the Plant circuit will release excess pressure caused by the condensation
of the steam.
Closed Steam heated system fresh water priming valve WG035F
a) Stop the hot water supply to the unit by closing the evaporator
Open Steam heated system drain valve jacket cooling water inlet and outlet valves and fully opening To stop the evaporator the procedure is as above except that the steam supply
the bypass valve. valve is closed. The steam heating circuit circulation valve is closed and the
Closed Fresh water priming valve WG035F
circuit drain valve is opened to drain water from the circuit if the evaporator
Open Distillate flow meter inlet and outlet valves b) Close the feed water treatment valve (if open). is to be subsequently operated using HT fresh water as a heat source. If the
Open Evaporator distillate outlet valve WP001F evaporator is to be operated subsequently using steam heating the circuit may
c) Stop the distillate water pump. remain primed. If the heating is to come from the HT fresh water system
Closed Hyper silver ion dosing valve WG030F the inlet and outlet valves WF311F and WF310F must be opened and the
Open No.1 distilled water storage tank inlet valve WP018F d) Switch off the salinometer. evaporator bypass valve WF312F must be throttled.
Closed No.2 distilled water storage tank inlet valve WP019F
e) Stop the ejector pump.
Closed Fresh water valve to rehardening filter WP002F
Issue: 1 IMO No. 9297345 Section 2.4.3 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.4.4 Marine Growth Prevention system Procedure for Operating the Marine Growth Protection Illustration 2.4.4a Marine Growth Prevention System Arrangement
System
Marine Growth Prevention System Equipment
a) Ensure that one of the sea water sea suction chests is open and
Maker: Korea Cathelco that one of the main sea water circulating pumps is operating.
PIAL
To Central 1476
Model: 2311 Coolers
WS027F M.G.P.S
Flow rate: 5m3/h b) Adjust the flow meter on the inlet side of the MGPS electrolysis Anode
Treatment
cell to a value above the minimum for the unit. WS026F
Tank
Introduction c) Open the vent on the top of the tank until all entrapped air has To Vacuum
been removed. Condenser
The growth of marine micro-organisms in the ship’s sea water piping is AMS Control WS
prevented by the injection of chlorine at a controlled rate. The chlorine is d) Ensure power is available to the MGPS control panel. AUTO 017F
WS018F To Bilge
injected into the sea suction chests and is circulated throughout the sea water CH-VR WS
WS016F
system by the operating pumps. e) Switch on the mains power to the unit using the switch in the XA XA 015F
bottom left hand corner of the panel. A green neon light will 0318 0319 PI PI
XI XI
Chlorine is manufactured in the Marine Growth Prevention System (MGPS) illuminate. 0318 0319 DPS DPS
by the electrolysis of the salt (sodium chlorine) in the sea water. A number of Sett 1.3kg/cm2
PI PI
different chlorine compounds are formed during the electrolysis but they all f) Set the anode currents to the levels specified in the operator’s Recirculation
Line
have the effect of preventing the growth of marine micro-organisms. A supply manual by turning the control knobs. A read out will be shown Main Cooler WS028F
Sea Water Pumps
of sea water to the MGPS unit is provided through a flow meter off the the in the digital ammeter display (840m3/h x 1.8kg/cm2)
WS029F
main cooling salt water pump line. Illustration 2.4.4a shows the arrangement
and how it is connected into the sea water cooling system. Water from the MGPS is pumped to the operating sea chest. There should be
Emergency
a flow to the sea chest which is not operating to prevent marine growth within Bilge Suction
Sea water is supplied to the treatment tank at a controlled rate. The electrolysis the sea chest. The water flow to each sea chest may be adjusted by means of BG019F
cell consists of two copper anodes, two aluminium anodes and one stainless the flow valves WS028F and WS029F. WS013F WS014F 3rd Deck
steel cathode. An electric current is applied to the electrodes from the control
unit. The input to the KCAF3040 controller is from the ship’s 220V single The MGPS unit is designed for automatic control for two different water flow
To/From
phase system. conditions, one when the vessel is in a normal sea going condition and one TI TI Hydraulic
1450
when the vessel is discharging cargo. Tank Top
Power Unit
The sea water flow rate to the treatment tank is monitored by a flow meter Treated Water
which is connected to the control unit; should the flow fail an alarm is To High Sea Floor
Chest
activated.
Steam
Blow
During operation it is important to vent the top of the treatment tank regularly To High Sea Connection
WS008F
to prevent the build up of air pockets inside. It is also a requirement to drain Chest
WS006F WS002F
the tank once per month to remove sediment and the build up of any hydroxide WS031F
WS010F
compounds. WS004F
WS107F
Key
Care must be taken not to undertaake any burning or welding to the outside
of the treatment tank as it has a 3mm internal rubber lining that may be Hydraulic Oil
Low
damaged. Sea Chest
Sea Water
(Starboard)
From the MGPS the sea water containing the chlorine is distributed to the two Saturated Steam
sea suction chests and hence to the ship’s sea water system. Treated Water
Issue: 1 IMO No. 9297345 Section 2.4.4 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
Illustration 2.5.1a Main Engine Jacket Cooling Water System
To Low Temperature Fresh Water
Expansion Tank WG033F
Key
LAH
High Temperature Cooling Water From Fresh 0302 High Temperature
Water Service Cooling Fresh Water Tank
Low Temperature Cooling Water (1.0m3)
LAL
Fresh Water 0302
Saturated Steam
WF464F 2nd Deck Fresh Water Generator
Electrical Signal
Condenser
Compressed Air
WF
To Bilge 301F Alarm Device FAH
for Air Detection 311 Vapour
Evaporator
TT Sett 82 C
Main Engine TI
(7S60MC-C)
WF317F WF309F Brine
WF310F
WF312F
(Not To Be Fully
Closed During Main
Engine Operation) Heater
TI
TIAH
0303
Sett 3.0kg/cm2 WF311F
Main Engine Jacket
Water Preheater AMS Control
PI TI AUTO XA XA
CH-VR 0320 0321 ST286F
XI XI Circulation
To Bilge 0320 0321 Valve
From 7.5kg/cm2
TIAHL PIAL PI PI Steam Service
0301 0310 TI TI
Deaeration
WF325F WF305F WF303F Tank
Topping Up line WF316F (0.1m3)
Drain
WG035F
WF307F WF306F PS PI PI Valve From Fresh
Injection
Point Water Service
WF324F
Drain line WF308F WF304F WF302F
Filter Regulating Main Engine Jacket
From Compressed Unit Sampling Main Engine Jacket Fresh Water Cooler
Air Supply Point Cooling Fresh Water Pumps
AR026F (140m3/h x 3.0kg/cm2)
WF323F
WF313F PI TI PI TI WF014F To Low Temperature
To Bilge PI PI Chemical Pump Cooling System
(Electric)
WF318F Chemical WF315F
WF321F Dosing Unit PI TI
WF319F WF320F for High PI TI
From Low Temperature
Temperature Cooling System
Cooling WF314F WF015F
Fresh Water
Maintenance Tank
(4.0m3)
Issue: 2 IMO No. 9297345 Section 2.5.1 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
2.5 Fresh Water Cooling Systems Branches from the engine cooling water manifold supply cooling water to each Position Description Valve
of the main engine cylinders. Isolating valves are fitted to the inlet and outlet
Open Preheater outlet valve WF307F
2.5.1 Main Engine Jacket Cooling Fresh Water for each cylinder to allow units to be individually isolated for maintenance
purposes. Throttled Preheater bypass valve WF308F
System
Open Main engine outlet valve WF309F
Main Engine Jacket Cooling Fresh Water Pump The HT cooling system can be drained to a maintenance tank. An air operated
jacket water transfer pump is provided to transfer the water in the tank back Open Main engine outlet manifold vent valve WF317F
Maker: Teikoku Machinery Works Ltd
into the main engine or to the bilge. Open Cooling fresh water expansion tank outlet valve WF301F
No. of sets: 2
Model: 150TVS-A1m Open Fuel oil tracing by jacket water return valve WF316F
A chemical dosing unit is provided for adding corrosion inhibitor chemicals to
Capacity: 140m3/h at 3.0kg/m2 the jacket cooling water system. The dosing unit pump connects to the jacket Operational Main engine jacket temperature control three-way
Motor: 22kW at 1,800 rpm water pump suction manifold. valve WF315F
Open Jacket cooler fresh water inlet valve WF313F
Introduction Preparation for the Operation of the Jacket Cooling Water Open Jacket cooler fresh water outlet valve WF314F
System
Open Fresh water generator bypass valve WF312F
The system has two fresh water cooling pumps rated at 140m3/h with a
discharge pressure of 3.0kg/m2. The pumps supply cooling water to the main a) Ensure that the cooling fresh water expansion tank is charged to
engine jackets, cylinder heads and exhaust valves and circulate hot water the correct level and that the main engine jacket cooling water
through the fresh water (FW) generator. The main engine jacket cooling water system is vented and charged.
system is classed as the High Temperature (HT) cooling fresh water system Preheater
and operates on a closed circuit principle. The pumps discharge through the b) Ensure that all pressure gauge and instrumentation valves are
WF307F
jacket cooling water preheater. The preheater maintains the main engine jacket open and that the instruments are reading correctly.
cooling water temperature when the main engine is at idle or operating on low
WF305F
load. It is also used when the engine is being warmed through after a prolonged c) Ensure the FW evaporator is bypassed by opening valve
period at rest prior to starting. WF312F.
The FW evaporator can be bypassed when the main engine is on low load, or d) Ensure that all main engine individual cylinder inlet and
when the production of fresh water is not required. A separate steam heater outlet valves are open and that the drain valve WF324F to the WF304F
system allows fresh water to be made when the main engine is not available. maintenance tank is closed. The topping up line valve WF325F
Section 2.4.3 of the machinery operating manual provides greater detail on the from the maintenance tank pump should also be closed. No.1 Pump No.2 Pump
operation of this evaporator.
e) Ensure that all main engine individual cylinder vent and drain
The FW evaporator extracts heat from the HT cooling water so reducing the valves are closed.
load on the cooler. After passing through the FW evaporator, the jacket water
returns to the jacket cooling water pump suction via a deaerating tank. A three- f) Set the valves as shown in the tables below.
way temperature control valve actuated by the automatic temperature controller
with a set point of 82°C at the engine outlet, directs the flow of water back to Note: The fresh water generator hot water valve settings are described in
the pump suction or to the main engine jacket water cooler. The jacket cooler is section 2.4.4 (Evaporator) and will be set accordingly when the fresh water
cooled by water circulating in the low temperature central fresh water cooling generator is operating.
system. Operation of the evaporator provides for cooling of the HT water.
Position Description Valve WF302F
A cooling fresh water expansion tank provides a positive head on the engine to
maintain pressure and to allow for thermal expansion of the water. This tank is Open No.1 jacket cooling water pump suction valve WF302F
WF303F
supplied with water from the fresh water hydrophore system via manual valve Open No.1 jacket cooling water pump discharge valve WF304F
WG033F. The deaeration tank, located before the jacket cooling water pump
suction, vents to the cooling fresh water expansion tank via an air detector Open No.2 jacket cooling water pump suction valve WF303F
alarm. Open No.2 jacket cooling water pump discharge valve WF305F
Open Preheater inlet valve WF306F High Temperature FW Cooling Pumps and Preheater
Issue: 2 IMO No. 9297345 Section 2.5.1 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
Jacket Cooling Water System Operation
a) Start one main engine jacket cooling fresh water pump.
b) Check that the system automatic vent valve is operating
correctly.
c) Open the condensate outlet valve from the steam preheater
SD013F and then open the steam inlet valve ST235F.
d) Slowly bring the jacket temperature up to operating temperature.
Observe the engine builder’s instructions regarding the rate of
temperature rise. Check the system for leaks as the temperature
rises.
e) Ensure that sea water is being supplied to the low temperature
central coolers and that the low temperature central cooling
system is operating. Refer to section 2.5.2 for further details.
f) Test the system for chemical concentration and add chemicals as
required using the chemical dosing unit. The high temperature
system is independant of the low temperature system and so has
a dedicated chemical treatment unit.
g) Switch the other jacket cooling water pump to standby duty for
automatic cut-in.
h) When the engine is operating and at full power, check the
WF314F
automatic operation of the cooling system and, when satisfied,
the steam supply to the jacket water preheater can be isolated
and the evaporator brought into operation if required (see
section 2.4.4).
The temperature drop in the jacket cooling water across the fresh water WF313F
generator depends upon the amount by which the evaporator bypass valve is
open. The evaporator may be operated utilising the heat energy from the main
engine when the engine is under sufficient load to provide the heat required.
If the engine is running on reduced load, the water making capability can
be maintained by using the steam heater fed off the 7.5kg/cm2 engine room High Temperature FW Cooler
system.
Issue: 2 IMO No. 9297345 Section 2.5.1 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
Illustration 2.5.2a Central Fresh Water Cooling System Provisions Refrigeration Plants (Each 100%) A Deck Upper Deck
Upper Deck
For Dry Dock From Fresh
TI Galley Unit Water Service WG034
Operation
Main Engine Air Cooler Cooler Line
No.1 (Starboard Only)
36
4F TI TI Low Temperature
(Locked Open) XA XI Cooling Fresh water LAL
35 TIAH
TI PIAL 1463 1462 TI PI 1622
0314 0312 PS Expansion Tank
1F
(1.0m3)
Set 80 C TT No.2
030F 029F B Deck
XA XI TI 052F
TIAH 01
1465 1464 PI
TI PS
0313 6F
To Low
To Bilge
Temperature Sampling
037F Upper Deck
Cooling Fresh 363F Cooler Air Conditioning Plants (Each 100%)
Water Steering Gear Room To Bilge
Expansion 357F 360F From Generator
TI
Tank Electric Preheater Engine Cooling
Sampling 038F
354F Hydraulic Deck
for Dry Docking Connection No.1 Fresh Water
370F Machine Cooler
(Manual) Sink System
039F XA XI PS PI
Jacket 1467 1466 TI
367F Workshop
Cooling 036F
Fresh Unit Cooler
TI 478F
PIAL Water Main Air No.2 02
0921 Pump 475F Compressors 8F
XA XI PS PI
047F TI 035F 1469 1468
Air No.1 TI
PI TI
Cooler Main
VA053F TIAH Lubricating Oil PIAL Switchboard
TI No.3
0922 Cooler 0923 No.3 Unit Cooler TI 033F
045F
Generator TI XA XI
TI PI TI PS PI
No.1 1471 1470 (Locked
Jacket Closed)
048F XA TI 031F
No.2 1472 Central Coolers
Main Atmospheric Drain/Dump Condensor (Each 100%)
Switchboard 027F
362F Unit Cooler 034F 040F TI TI 041F
046F
TI
356F 359F No.2 001F TI PI
To/From Boiler
Electric Preheater
353F Water Circulating Pump XA TI 032F
for Dry Docking 369F 1473 042F No.1
(Manual)
Jacket TI PI
Cooling 366F
TI Fresh
477F PI TI 02 003F
PIAL Water Key
6F
0821 Pump 474F
015F TI 020F Low Temperature Cooling Water
Air PI TI Main Engine 023F
Cooler High Temperature Cooling Water
Jacket Fresh 002F TI PI
VA052F TIAH
TI Lubricating Oil PIAL
0822 0823 Water Cooler No.1 COPT TI 023F
Cooler No.2 Fresh Water
Generator PI TI LO Cooler 020F No.2
TI PI TI
Electrical Signal
Jacket 014F TI 021F 005F TI PI
All Valve Numbers to be Prefixed with WF
024F
PI TI 004F
No.2 COPT TI 024F
361F
013F LO Cooler 021F
Set 3.0kg/cm2 XA
355F 358F
Main Lubricating Boiler MGO AMS Control Auto 0316
Electric Preheater Oil Cooler G469 Cooler
352F CH-VR XI XI
for Dry Docking 368F G468 G470 0316 0317
(Manual) Low
PI TI TI 022F Temperature Injection
PI PI
Jacket Point
365F Cooling Fresh
Cooling 025F
012F Water Pumps
TI Fresh
476F (760m3/h x 010F 008F 006F 049F
PIAL Water No.3 COPT TI 025F
473F 2.5kg/cm2)
0721 Pump PI TI LO Cooler Chemical Pump
022F (Electric)
Air PI TI PI PI Chemical
Cooler 044F PS Dosing Unit
TI 019F 01 Chemical Handling
VA051F TIAH Lubricating Oil PIAL Stern Tube for Low
TI 7F Temperature Area onDeck 4 Port
0722 Cooler 0723 No.1 Lubricating Oil
Cooler 011F 009F 007F Cooling
Generator 05 Fresh Water
TI PI TI TIAH Set
Air Ejector TI 018F 0315
TT 0F Sampling Point
Jacket PI TI 36 C
Condenser
043F
Issue: 2 IMO No. 9297345 Section 2.5.2 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
2.5.2 Central Fresh Water Cooling Systems Central Fresh Water Cooling System Position Description Valve
Open No.1 central cooling water pump suction valve WF006F
Central Cooling Fresh Water Pump The central fresh water low temperature cooling system pumps are used to
Maker: Teikoku Machinery Works Ltd supply the following engine room equipment and services: Open No.1 central cooling water pump discharge valve WF010F
No. of sets: 2 • Main engine jacket fresh water cooler Open No.2 central cooling water pump suction valve WF007F
Model: 300TVD-A1M • Main engine charge air cooler Open No.2 central cooling water pump discharge valve WF011F
Capacity: 760m3/h at 2.5kg/cm2 Closed Chemical treatment unit supply valve WF050F
• Main engine LO cooler
Motor: 75kW at 1,800 rpm
• Generator engine jacket water coolers Closed Chemical treatment tank outlet valve WF049F
• Generator engine charge air coolers Operational Central cooler three-way bypass valve WF005F
Introduction
• Generator alternator air coolers Open No.1 central cooler inlet valve WF001F
The low temperature central fresh water cooling system works on the closed • Main switchboard air conditioning units Open No.1 central cooler outlet valve WF003F
circuit principle and has the following features: Closed No.2 central cooler inlet valve WF002F
• Workshop air conditioning unit
• Two main circulating pumps which can each supply cooling Closed No.2 central cooler outlet valve WF004F
water for the services at a rate of 760m3/h at 2.5kg/cm2. • Main starting air compressors
Normally one pump will be operating and the other on standby. • Accommodation air conditioning plants Open Outlet valve from expansion tank WF052F
A pressure switch on the pump discharge line set at 3.0kg/cm2 Closed Drydock operation valves
• Provision room refrigeration plants
starts the standby pump on low system pressure.
• Cargo oil and tank cleaning pump turbine LO coolers
• Two central coolers which in turn are cooled by sea water are
System Valves
each rated for 100% of the cooling requirement. • Air ejector condenser
• An expansion tank which provides a positive head to the system • Atmospheric condenser Position Description Valve
as well as allowing for thermal expansion of the circulating • Stern tube LO cooler Open Main engine LO cooler inlet valve WF012F
water. This tank can be topped up from the domestic fresh water
• Galley unit cooler Open Main engine LO cooler outlet valve WF013F
system directly via the manual valve WG034F.
• Water sample cooler Open Main engine jacket FW cooler inlet valve WF014F
The two low temperature cooling fresh water pumps take suction from the Open Main engine jacket FW cooler outlet valve WF015F
system suction main. Connected to this are the return lines from the cooling • Hydraulic deck machinery cooler
systems and the cooling fresh water expansion tank. The pumps discharge • Boiler fuel oil (MGO) cooler Open Main engine air cooler inlet valve
to an outlet line which supplies water to the various items of engine room Open Main engine air cooler outlet valve
equipment. The outlet line from the central coolers is fitted with a three-way
temperature controlled valve which regulates the flow of water through the Preparation for the Operation of the Low Temperature Open Main engine air cooler line outlet valve WF016F
cooler(s) to 36°C at the pump outlets. Cooling Water System Open Stern tube LO cooler inlet valve WF043F
a) Replenish the system from the expansion tank, which is filled Open Stern tube LO cooler outlet valve WF044F
A sub-system of the low temperature cooling system is also used to supply
the three generator engines. Fitted to these are lubricating oil coolers, charge from the fresh water system via valve WG034F. Open Deck machinery power pack cooling inlet valve
air coolers and alternator air coolers. To ensure adequate pressures and flows Open Deck machinery power pack cooling outlet valve
are maintained through the engines, each is fitted with its own engine driven b) Ensure that all pressure gauge and instrumentation valves are
booster pump. The generator cooling water system also incorporates three open and that the instruments are reading correctly. Open No.1 main air compressor inlet valve WF045F
electric water preheating units, one for each engine, which are used when the Open No.1 main air compressor outlet valve WF047F
vessel has been drydocked or before operating an engine which has been shut c) Set up valves as shown in the tables that follow. It has been
down for maintenance. It is important to maintain a standby generator at its assumed that the No.1 central cooler is in operation and that Open No.2 main air compressor inlet valve WF046F
correct operating temperature to allow for immediate starting. No.2 is isolated. Open No.2 main air compressor outlet valve WF048F
Open No.1 boiler water circulating pump inlet valve WF053F
The generators’ cooling systems are permanently vented from the highest point
on the engine to the cooling water expansion tank through valves VA051F, Open No.1 boiler water circulating pump outlet valve WF054F
VA052F and VA053F for engines No.1 to 3 respectively.
Issue: 2 IMO No. 9297345 Section 2.5.2 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
Illustration 2.5.2a Central Fresh Water Cooling System Provisions Refrigeration Plants (Each 100%) A Deck Upper Deck
Upper Deck
For Dry Dock From Fresh
TI Galley Unit Water Service WG034
Operation
Main Engine Air Cooler Cooler Line
No.1 (Starboard Only)
36
4F TI TI Low Temperature
(Locked Open) XA XI Cooling Fresh water LAL
35 TIAH
TI PIAL 1463 1462 TI PI 1622
0314 0312 PS Expansion Tank
1F
(1.0m3)
Set 80 C TT No.2
030F 029F B Deck
XA XI TI 052F
TIAH 01
1465 1464 PI
TI PS
0313 6F
To Low
To Bilge
Temperature Sampling
037F Upper Deck
Cooling Fresh 363F Cooler Air Conditioning Plants (Each 100%)
Water Steering Gear Room To Bilge
Expansion 357F 360F From Generator
TI
Tank Electric Preheater Engine Cooling
Sampling 038F
354F Hydraulic Deck
for Dry Docking Connection No.1 Fresh Water
370F Machine Cooler
(Manual) Sink System
039F XA XI PS PI
Jacket 1467 1466 TI
367F Workshop
Cooling 036F
Fresh Unit Cooler
TI 478F
PIAL Water Main Air No.2 02
0921 Pump 475F Compressors 8F
XA XI PS PI
047F TI 035F 1469 1468
Air No.1 TI
PI TI
Cooler Main
VA053F TIAH Lubricating Oil PIAL Switchboard
TI No.3
0922 Cooler 0923 No.3 Unit Cooler TI 033F
045F
Generator TI XA XI
TI PI TI PS PI
No.1 1471 1470 (Locked
Jacket Closed)
048F XA TI 031F
No.2 1472 Central Coolers
Main Atmospheric Drain/Dump Condensor (Each 100%)
Switchboard 027F
362F Unit Cooler 034F 040F TI TI 041F
046F
TI
356F 359F No.2 001F TI PI
To/From Boiler
Electric Preheater
353F Water Circulating Pump XA TI 032F
for Dry Docking 369F 1473 042F No.1
(Manual)
Jacket TI PI
Cooling 366F
TI Fresh
477F PI TI 02 003F
PIAL Water Key
6F
0821 Pump 474F
015F TI 020F Low Temperature Cooling Water
Air PI TI Main Engine 023F
Cooler High Temperature Cooling Water
Jacket Fresh 002F TI PI
VA052F TIAH
TI Lubricating Oil PIAL
0822 0823 Water Cooler No.1 COPT TI 023F
Cooler No.2 Fresh Water
Generator PI TI LO Cooler 020F No.2
TI PI TI
Electrical Signal
Jacket 014F TI 021F 005F TI PI
All Valve Numbers to be Prefixed with WF
024F
PI TI 004F
No.2 COPT TI 024F
361F
013F LO Cooler 021F
Set 3.0kg/cm2 XA
355F 358F
Main Lubricating Boiler MGO AMS Control Auto 0316
Electric Preheater Oil Cooler G469 Cooler
352F CH-VR XI XI
for Dry Docking 368F G468 G470 0316 0317
(Manual) Low
PI TI TI 022F Temperature Injection
PI PI
Jacket Point
365F Cooling Fresh
Cooling 025F
012F Water Pumps
TI Fresh
476F (760m3/h x 010F 008F 006F 049F
PIAL Water No.3 COPT TI 025F
473F 2.5kg/cm2)
0721 Pump PI TI LO Cooler Chemical Pump
022F (Electric)
Air PI TI PI PI Chemical
Cooler 044F PS Dosing Unit
TI 019F 01 Chemical Handling
VA051F TIAH Lubricating Oil PIAL Stern Tube for Low
TI 7F Temperature Area onDeck 4 Port
0722 Cooler 0723 No.1 Lubricating Oil
Cooler 011F 009F 007F Cooling
Generator 05 Fresh Water
TI PI TI TIAH Set
Air Ejector TI 018F 0315
TT 0F Sampling Point
Jacket PI TI 36 C
Condenser
043F
Issue: 2 IMO No. 9297345 Section 2.5.2 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
Position Description Valve Refrigeration and Air Conditioning Units Cargo Oil Pump Turbine Lubricating Oil Cooler Branch
Open No.2 boiler water circulating pump inlet valve WF055F Position Description Valve Position Description Valve
Open No.2 boiler water circulating pump outlet valve WF056F Open Branch system supply valve WF027F Open Branch supply valve WF017F
Open No.1 air conditioning plant inlet valve Open Branch outlet valve WF026F
Generator Engine System Open No.1 COPT LO cooler inlet valve WF020F
Open No.1 air conditioning plant outlet valve
Operational System temperature controlled three-way valve WF351F Open No.1 COPT LO cooler outlet valve WF023F
Open No.2 air conditioning plant inlet valve
Open(locked) Link valve between HT and LT systems WF364F Open No.2 COPT LO cooler inlet valve WF021F
Open No.2 air conditioning plant outlet valve
Open No.3 air conditioning plant inlet valve Open No.2 COPT LO cooler outlet valve WF024F
No.1 Generator Engine
Open No.3 air conditioning plant outlet valve Open No.3 COPT LO cooler inlet valve WF022F
Open Alternator cooling inlet valve WF365F
Open System vent valve to expansion tank Open No.3 COPT LO cooler outlet valve WF025F
Open Alternator cooling outlet valve WF368F
Closed No.1 air conditioning plant bypass valve (locked) WF028F Open Air ejector condenser inlet valve WF018F
Open Air and LO cooler inlet valve WF358
Open No.1 refrigeration plant inlet valve Open Air ejector condenser outlet valve WF019F
Open Air and LO cooler outlet valve WF361F
Open No.1 refrigeration plant outlet valve Open Boiler MGO cooler inlet valve G468
Open Jacket system inlet valve WF352F
Open No.2 refrigeration plant inlet valve Open Boiler MGO cooler outlet valve G469
Open Jacket system outlet valve WF355F
Open High temperature system vent valve VA051F Open No.2 refrigeration plant outlet valve
Open System vent valve to expansion tank Boiler MGO Fuel Oil Cooler Branch
No.2 Generator Engine Open Sample cooler inlet valve WF037F Position Description Valve
Open Alternator cooling inlet valve WF366F Open Sample cooler outlet valve WF038F Open Boiler MGO cooler inlet valve G468
Open Alternator cooling outlet valve WF369F Closed Sampling connection valve WF039F Open Boiler MGO cooler outlet valve G469
Open Air and LO cooler inlet valve WF359F Open Workshop unit cooler inlet valve WF035F
Open Air and LO cooler outlet valve WF362F d) Start one central cooling water pump
Open Workshop unit cooler outlet valve WF036F
Open Jacket system inlet valve WF353F Open No.1 main switchboard unit cooler inlet valve WF031F e) Operate the generator engine preheater as required.
Open Jacket system outlet valve WF356F Open No.1 main switchboard unit cooler outlet valve WF033F
f) Slowly bring the generator engine jacket temperature up to
Open High temperature system vent valve VA052F Open No.2 main switchboard unit cooler inlet valve WF032F operating temperature. Observe the engine builder’s instructions
Open No.2 main switchboard unit cooler outlet valve WF034F regarding the rate of temperature rise. Check the system for
No.3 Generator Engine leaks as the temperature rises.
Open Atmospheric condenser inlet valve WF040F
Open Alternator cooling inlet valve WF367F
Open Atmospheric condenser outlet valve WF041F g) Supply sea water to the duty central fresh water cooler, see
Open Alternator cooling outlet valve WF370F section 2.4.1 of this manual.
Closed Atmospheric condenser bypass valve WF042F
Open Air and LO cooler inlet valve WF360F
Open Galley unit cooler inlet valve WF029F h) Check the expansion tank level and replenish as necessary.
Open Air and LO cooler outlet valve WF363F
Open Galley unit cooler outlet valve WF030F
Open Jacket system inlet valve WF354F i) Test the system for chemical concentration and add chemicals
as required using the chemical treatment tank.
Open Jacket system outlet valve WF357F
Open High temperature system vent valve VA053F j) Circulate the LT central fresh water cooling system and
check that all users are being supplied with CFW at the
required temperature. Services may be supplied and isolated as
necessary.
Issue: 2 IMO No. 9297345 Section 2.5.2 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 2
Document Section 2: British Cygnet Date: June 2010
k) Set the standby pump to automatic cut-in.
Note: The No.2 starting air compressor is supplied with power from the
emergency switchboard and is provided with its own water circulating pump.
In the event of a blackout, the No.2 starting air compressor can be operated
without the central cooling system being operational as its own pump will
circulate cooling water around the compressor.
Issue: 2 IMO No. 9297345 Section 2.5.2 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6 Fuel Oil and Diesel Oil Service Systems Annex VI contains provisions allowing for special Sulphur Emission Control The non-EU members of EUROMED are in the process of preparing the
Areas (SECAs) to be established with more stringent controls on the emission information required for a request to the IMO for the declaration of the
of oxides of sulphur (SOx). In these areas, the sulphur content of fuel oil used Mediteranean Sea and adjacent waters as an ECA. This will probably come
Notes on Low Sulphur Fuels on board must not exceed 1.5%. into affect in 2014 with the same 1.0% sulphur limit as that which will be in
Emission Gases from Ships force in the North Sea / Baltic control areas.
At present this limit is due to reduce to 1.0% on the 1st. July 2010 and then
• Oxides of Nitrogen (NOx) – create Ozone further to 0.1% from the 1st. January 2015. From the 1st. July 2010 The Note: Within the EU, marine gas oil (MGO) must have less than 0.2%
designation Sulphur Emission Control Area (SECA) will be replaced by the sulphur with this level being reduced to 0.1% from 1st January 2010. With
• Sulphur Oxides (SOx) – create acidification marine diesel oil (MDO) a sulphur content up to 1.5% is permitted.
designation Emission Control Area (ECA) and will incorporate reduction in
• Carbon Dioxide (CO2) – is a ‘green house’ gas the levels of Particulate Matter (PM) and Oxides of Nitrogen (NOx) permitted
• Carbon Monoxide (CO) to be discharged into the atmosphere within the designated area. For passenger vessels on a regular service in the territorial sea, extended
Sulphur Limits (resume`) economic zone (EEZ) or Pollution Control Zone of any European Community
• Hydrocarbons (HC) – gas, soot and some particulates Member State there is a requirement to use low sulphur fuel (less than 1.5%)
Date SECA Global as if that ship is in a ECA.
Regulations for the Prevention of Air Pollution from Ships were adopted in 2000 1.5% 4.5%
the 1997 Protocol to MARPOL 73/78 and are included in Annex VI of the Note: From the 1st. January 2010 all vessels berthed in any European Union
01/07/2010 1.0% -
Convention. The Protocol adopted in 1997 included the new Annex VI of (EU) port may only consume fuel with a sulphur content below 0.1%.
MARPOL 73/78, which entered into force on 19th May 2005. 01/01/2012 - 3.5%
01/01/2015 0.1% -
MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions 01/01/2020 - 0.5% Oxides of Nitrogen (NOx)
from ship exhausts and prohibits deliberate emissions of ozone depleting
substances. The annex includes a global cap of 4.5% on the sulphur content of The present IMO designated areas and commencement dates are as follows: This term encompasses the various combinations of nitrogen and oxygen
fuel oil. This maximum level is due to reduce to 3.5% from January 1st. 2012 produced as a by-product of the combustion of fuel in air. The gases produced
and will further reduce to 0.5% in January 2020. (The introduction of the 0.5% • The Baltic Sea May 2006 are predominately nitric oxide (NO) and nitrogen dioxide (NO2) with traces
level of sulphur may be delayed until the 1st. January 2025 after being reviewed • The North Sea November 2007 of other more complex chemicals including nitrous oxide (N2O). The amount
by IMO in 2018.) South of 62oN and East of 4oE produced is directly related to the combustion temperature, the greater the peak
temperature, the higher the levels generated. Although these gases also occur in
When receiving bunkers it is essential that the ‘Bunker Delivery Note’ (BDN) • The English Channel November 2007
boiler flue gas the lower flame temperature results in lower percentages being
specifies the sulphur content of each grade delivered and must be signed by East of 5oE
produced. The high temperatures and pressures that occur in diesel engine
both the supplier and the receiver. If more than one bunker barge is used then cylinders combine to produce relatively high levels of these toxic gases.
a separate BDN for each barge will be required. The BDN should also record Under a European Union (EU) Directive, all EU states were required to enforce
the seal number of the MARPOL fuel sample container which should also the North Sea / English Channel SECA from 11th August 2007.
All of these gases combine with water and oxygen in the atmosphere to
have been signed by the suppliers representative. The sample should be at least produce nitrous and nitric acids which are highly corrosive. Nitrogen dioxide
Note: In the USA, from the 1stJuly 2009 all vessels within 24 miles of the
400ml in volume. These samples should be retained onboard for Port State is a reddish brown highly toxic gas which causes lung damage. At sea level
California coast and entering port are to use fuel with a sulphur content less
Control (PSC) inspections and not used for routine analysis. The BDN must these gases react with organic compounds to produce low level ozone (O3) a
than 1.5%. This reduces to a maximum of 0.1% from 1st January 2010.
be retained on board for at least three years after delivery of the fuel and the significant pollutant and creator of smog. In the upper atmosphere these same
MARPOL fuel sample until the fuel has been consumed or for a period of at gases, especially NO2, react to remove ozone. As these gases readily travel
least one year, whichever is the greater. Further areas such as the Mediterranean Sea, the North American Economic great distances from the actual source of production, the impact of the resulting
Zone (200 miles offshore from Canada and USA), and a similar area of the pollution (smog, acid rain etc.) can be many miles away from the source.
If when a bunkering operation has been completed the BDN does not include western coasts of the European Union (EU) have been proposed and may
all the required information, or the samples received are not signed/labelled, a become designated. Additionally, Port State Authorities may also require that Due to this The International Maritime Organisation (IMO) is introducing con-
letter of protest must be issued to the bunker supplier. The vessels Flag State ships berthed or transiting designated areas consume low sulphur fuel oil. trols on the amount of NOx that can be produced by any marine engine with a
authority and the local Port Authority must also be informed immediately. power exceeding 130kW (175 horsepower).
Copies of all relevant documents and correspondence must be attached to the The North American Economic Zone is to become a designated ECA from
BDN and retained onboard for the required period. the 1st. July 2012. This covers the western seaboard from the Mexican border From July 1st. 2010, the European Emission Control Areas of the Baltic Sea,
to the south coast of Alaska excluding the Aleutian islands but including the North Sea and English Channel will have limits for the amount of oxides
Hawaiian islands. On the east coast it runs from the Mexican border to the of Nitrogen that can be discharged to the atmosphere. The North American
arctic circle in Canada. It is expected that both the Alaskan and Canadian arctic Emission Control Area will include both NOx and SOx in the discharge
areas will also be included at a later date. Extension of the zone southwards to
limitations.
include Mexico is also a strong possibility.
Issue: 3 IMO No. 9297345 Section 2.6 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
The emission levels of oxides of nitrogen are at present complied with by Volatile Organic Compounds (VOCs) Carbon Dioxide (CO2)
modifications which have been made to the design of the engine. Regulation
13 of MARPOL Annex 6 divides marine diesel engines into groups based upon VOCs are contained in the lighter fractions released from petrochemical and Carbon dioxide in the atmosphere is a major greenhouse gas and internationally
the date of manufacture, stating the maximum emissions that are permitted. oil products, including crude oil, during cargo operations and tank cleaning. At great effort is being made to reduce the amount released. It is the major product
However if the engine is modified, the rebuilt engine must comply with the sea level these compounds react with oxides of nitrogen to produce low level of combustion and is more than 5% of the exhaust gas from a diesel engine and
level applicable at the date of modification. To allow verification of compliance ozone (O3) a significant pollutant and creator of smog. Ozone is a deep lung 13% from a water-tube boiler.
with this requirement, all marine engines must have individual records of the irritant. VOCs also play a major role in forming other photochemical oxidants
parameters as built. This includes component details and settings of all items which are responsible for numerous chemical and physical atmospheric In shipping, the reductions are being achieved by gradual improvements in fuel
which may influence the production of NOx. reactions. consumption involving modifications to the propulsion system (engines and
propellers), smoother hull coatings and design changes to the hull form.
The groups are:- Where possible these should be discharged to shore through the vapour return
• Constructed before 1st. January 2000, must meet Tier I level by line. A small un-recoverable amount will be released from the vessels fuel oil At present there is no general legislative control for the amount of CO2
1st. January 2016 system especially when heating the oil. released however in the United States, southern California has introduced a
speed restriction of 12 knots for vessels within 20 miles of the coast. This is
• Constructed between 1st. January 2000 and 1st. January 2011, for the explicit purpose of reducing total CO2 emissions from shipping. It is
Tier I will reduce to Tier II level by on 1st. January 2016 Particulate Matter and Polycyclic Aromatic Hydrocarbons probable that other areas will bring similar restrictions into force.
• Constructed between 1st. January 2011 and 1st. January 2016, Particulate matter (PM) is usually divided into two classes based on particle
Tier II At the time of writing there is no approved method for the removal of CO2 from
size and comprising soot, ash and unburnt fuel together with secondary sulphate exhaust gases although there is one type of exhaust gas scrubber that uses the
• Constructed after 1st. January 2016, Tier III and nitrate particles. The polycyclic aromatic hydrocarbons (PAH) present in electrolysis of sea water to increase the alkalinity of the water before spraying
residual fuel oils are highly carcinogenic and unburnt particles are represented the gases. This process is claimed to reduce the CO2 content by >70%, it also
The emission levels are based on the engine speed, with the amount reducing in the soot produced together with heavy metals and organic material. reduces NOx by >80% and SOx by >90%. The effluent is then treated before
from low speed crosshead engines to high speed trunk piston engines are stated discharging non-acidic water back to the sea. Any solids collected from the
as grams of nitrous oxide per kilowatt hour. All of these may be carcinogenic and the smaller particles <PM2.5 can be washing process are retained onboard for future disposal ashore.
drawn deeper into the bronchial passages and are known to induce asthma,
• Tier I = 17.0 to 9.8 g/kWh
bronchitis and heart failure.
• Tier II = 14.4 to 7.7 g/kWh
• Tier III = 3.4 to 1.96 g/kWh The larger particles >PM10 are normally deposited relatively close to the point
of origin, however the lighter and smaller particles may stay airborne for
At present, Tier III legislation is only planned for environmental control considerable distances.
areas (ECA) and will require the use of additional equipment and further
modifications to the engine. The methods presently available for achieving the Running the engines on distillate fuel (marine diesel or gas oil) reduces the
desired reduction in emissions may include one or more of the following: total amount of particles but does not eliminate them. As a result, further
reductions will require modifications to the engine or exhaust system which
• Fuel-water emulsions (FWE) may include one or more of the following:
• Direct injection of water into the cylinders (DWI) • Fuel-water emulsions (FWE)
• Injection of water into the charge air (CWI) also known as • Direct injection of water into the cylinders (DWI)
Scavenge Air Moisturisation (SAM)
• Injection of water into the charge air (CWI) also known as
• Humid air motor (HAM) Scavenge Air Moisturisation (SAM)
• Exhaust gas recirculating valves (EGR) • Humid air motor (HAM)
• Selective catalytic reduction (SCR) • Sea Water Scrubber.
• Alkaline sea water scrubbers in the exhaust uptakes. • Cyclone - centrifugal filter
Continuous monitoring of the exhaust gases together with records of the • Electro static filter
resulting measurements will also be required. • Mesh filter
Issue: 3 IMO No. 9297345 Section 2.6 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.1a 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
el
Oi
l
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
M
ar
ine
Di
es
el
20 Oi 20 20
l
15 15 Diesel Injection Viscosity 15
usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Temperature (°C)
Issue: 3 IMO No. 9297345 Section 2.6 - Page 1 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6.1 Main Engine Fuel Oil Service System Heated and filtered HFO is supplied to the main engine from the HFO service FO is supplied to the generator engine fuel systems via a flow meter and the
tank. The fuel is supplied to the main engine by one of two HFO supply pumps. return fuel from the generator engine system also passes through a flow meter,
The second pump will be on automatic standby and will start in the event of a allowing the generator engine fuel consumption to be determined. The main
Fuel Oil Supply Pumps
discharge pressure drop to 2.5kg/cm2 or a voltage failure of the running pump. engine fuel consumption is the total fuel consumption, as read from the supply
Maker: IMO The HFO supply pumps discharge through a HFO flow meter to the suction pump flow meter, minus the generator engine consumption. A quick-closing
Model: ACE 038K3 side of the FO circulating pumps. A pressure control valve with its sensing valve is fitted at each generator engine fuel inlet.
No. of sets: 2 point on the supply pump discharge, maintains the supply pump’s discharge
pressure at 4.0kg/cm2 by recirculating oil from the pump discharge back to the
Capacity: 5.0m3/h at 4.0kg/cm2
pump suction. Preparation for the Operation of the Main Engine Fuel Oil
Service System
Fuel Oil Circulating Pumps The return HFO from the main engine and generator engines flows back to
the HFO return pipe. This pipe is lagged and steam heated. It is fitted with an a) Put the HFO purifier in use, filling the service tank from the
Maker: IMO automatic vent valve which vents to the FO overflow drain tank. settling tanks.
Model: ACE45K6
No. of sets: 2 HFO is drawn from the return pipe and the supply pump discharge by one b) Ensure the filters are clean.
Capacity: 10m3/h at 6.0kg/cm2 of two main engine HFO circulating pumps. The second pump will be on
automatic standby and will start in the event of a discharge pressure drop c) Ensure that all the instrumentation valves are open.
to 5.0kg/cm2 or a voltage failure of the running pump. The HFO circulating
Introduction pumps discharge through one of a pair of main engine FO heaters, where the The following procedure illustrates starting the main engine from cold with
oil is heated to a temperature corresponding to a viscosity of 12cSt using steam the system charged with diesel oil from a shut down condition. It has been
Heavy fuel oil (HFO) is stored on board the vessel in four HFO storage tanks. at 7.5kg/cm2. assumed that No.1 HFO heater will be used and No.2 isolated.
The fuel oil is transferred to settling tanks by the HFO transfer pumps where
any water or sediment can be drained by the use of self-closing test cocks. The heated FO then passes through a viscorator and an automatic backflush Set up the valves as in the following table
filter, which has a 50 micron bypass filter for use during maintenance on the
From the HFO settling tanks the fuel can be supplied directly to the boiler fuel main filter. The filter is an automatic self-cleaning unit, with an electrically Position Description Valve
oil system but before use in the main and generator engines, the fuel must be operated cleaning mechanism that runs at all times.
Open HFO service tank suction quick-closing valve OF201F
centrifuged in one of two purifiers. Having been processed in this way, the fuel
is directed to the HFO service tank. Fuel oil from this tank is then supplied to Both the main engine and generator engines have pneumatically operated Closed HFO line suction valve OF202F
the main engine and generator engines through a common fuel supply system. quick-closing valves on the fuel oil supply line immediately before the Open MGO service tank suction quick-closing valve OD101F
The HFO service tank can also be lined up to supply the boilers. The main respective engines, these valves are operated from the control board outside the
engine and three generator engines are designed to run on HFO at all times but main switchboard room on the 3rd deck level and adjacent to the CO2 release Open MGO line suction valve OD102F
have the facility to switch to marine diesel oil if the need should arise. One of station. Set Three-way HFO/MGO suction valve (set for MGO) OF208F
the HFO purifiers will be running at all times, with the throughput balanced to
Open No.1 FO supply pump suction valve
match the fuel consumption of the main engine and generator diesel engine. The heated FO flows to the main engine fuel rail on the suction side of the
main engine high pressure FO injection pumps. Open No.1 FO supply pump discharge valve
For burning HFO in the boilers, main engine or generator engines, the fuel will Open No.2 FO supply pump suction valve
need to be heated to the correct viscosity for pumping and fuel injection. The Individual fuel injection pumps on the main engine take suction from the
viscorator achieves this by regulating the temperature of the fuel in the fuel oil engine fuel rail with any excess fuel being returned to the FO return pipe. Open No.2 FO supply pump discharge valve
heaters by controlling the 7.5kg/cm2 steam supply to those heaters. All of the A return line on the mixing unit connects with the overflow line to the HFO Open Pressure control valve inlet valve
fuel pipes are also trace heated to maintain fuel temperature. service tank and this arrangement allows the fuel system to be flushed back
to the HFO service tank. This facility is used when changing the engine over Operational Pressure control valve
Outlet valves from the service and settling tanks are remote quick-closing to diesel when it is expected that the engine will be stopped for a prolonged Open Pressure control valve outlet valve
with a collapsible bridge which can be pneumatically operated from the fire period of time.
Closed Pressure control valve bypass valve
control station. After being tripped the valves must be reset locally. Each
tank is also fitted with a self-closing test cock to test for and drain any water The high pressure FO lines on the main engine are sheathed, any leakage into Open Flow meter inlet valve
present. Tundishes under the self-closing test cocks drain any test liquid to the the annular spaces formed by the sheathing is led to a FO leakage tank. The
Open Flow meter outlet valve
bilge primary tank. All tanks and heaters are supplied with saturated steam at tank is fitted with a high level alarm which gives advance warning of a leaking
7.5kg/cm2 from the ship’s steam supply, with the condensate returning to the fuel injection pipe. The leakage tank overflows to the FO overflow tank. Closed Flow meter bypass valve
cascade/feed filter tank, which is fitted with an oil detection unit. Open No.1 FO circulating pump suction valve
Issue: 3 IMO No. 9297345 Section 2.6.1 - Page 2 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.1b Main Engine Fuel Oil Service System
To Auxiliary From Heavy Fuel Oil To Auxiliary Boiler
Heavy Fuel Oil
Boiler Settling Tank Outlet Service
ZS Service
BL03 Tank
OD102F OF202F OF201F
From Incinerator Diesel Auto Vent Valve
Oil Service Tank Overflow Main Engine and Generator Engine Fuel Oil
Supply Pumps (5m3/h x 4kg/cm2)
Set 4kg/cm2
AMS Control Auto Set
MGO OF205F
Service CH-VR 2.5kg/cm2
XI PIAL
Tank To Generator Engine DPAH 0211 0215
0217 No.1 LAL
Diesel Oil Pump PI PS 0206
OD101F
From Diesel
XI
Oil CJC Filter 0212 No.2
Set 15kg/cm2
M TI
AMS Control Auto Set
CH-VR 6.5kg/cm2 OF206F
PIAL XI
0216 0209
Return From
Generator TI PI PS PI
Engines Sett 15kg/cm2
VIAHL
0205 No.1
Electric TI
PI No.2
Viscorator
XI
0210
OPIAH
PI 0203
XA
Main Engine and Generator Engine Fuel 0218
Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Oil
Oil Auto Filter With Bypass Filter (50µ) Oil Heaters (Each 100%) (Tubular Type) Circulating Pumps (10m3/h x 6kg/cm2)
Set (Emergency Open)
To Fuel Oil 9kg/cm2
Drain Tank
To Fuel Oil
Overflow Line OF207F
(Pressurised Line
Only) Main Engine (B & W 7S60MC-C)
TI FI
1007 Cylinder No.1 Cylinder No.6
Return From
Fuel Valve
Generator Engines
OF113F OF115F
OF116F OF117F LAH FAH Fuel Pump
To Bilge 0204
Primary Tank
OF204F PIAL TIAHL
0201 0202
FI
1003 TI
TI PI PX TX Key
Back Pressure
Supply To Valve Setting
Generator Engines Heavy Fuel Oil
OF103F OF101F OF203F OF134F Pressure
(8kg/cm2)
Diesel Oil
OF104F OF118F
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.6.1 - Page 3 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Position Description Valve c) Open the main HFO suction line valve OF202F. Change the Fuel Changeover
three-way HFO/MGO suction valve OF208F so that suction is
Open No.1 FO circulating pump discharge valve
taken from the HFO service tank. The main engine is designed to run on HFO at all times. However, changeover
Open No.2 FO circulating pump suction valve to DO can become necessary if, for instance, the vessel is expected to have a
Open No.2 FO circulating pump discharge valve d) Supply trace heating to the FO service system pipelines. prolonged inactive period with a cold engine due to:
Open No.1 FO heater inlet valve • A major repair of the fuel oil system etc.
CAUTION
Open No.1 FO heater outlet valve • A docking
Trace heating should not be applied to sections of pipeline isolated by
Closed No.2 FO heater inlet valve closed valves on the FO side as damage could occur due to the expansion • More than five days stoppage
of the contents.
Closed No.2 FO heater outlet valve • A failure of the HFO heating steam supply
Closed Heater bypass valve e) Manually start supplying steam to the on-line FO heater. Changeover can be performed at any time, during engine running or during
Open Backflush filter inlet three-way cock engine standstill. In order to prevent fuel pump and injector sticking/scuffing,
f) Start one FO supply pump and one FO circulating pump. poor combustion or fouling of the gas ways, it is very important to carefully
Open Backflush filter outlet three-way cock
follow the changeover procedures.
Closed Bypass filter inlet three-way cock g) Raise the temperature to about 75°C.
Closed Bypass filter outlet three-way cock h) Start the viscosity controller. Changeover Procedure from Diesel Oil to Heavy Fuel Oil
Open Viscosity controller inlet valve During Running
i) Open the HFO service tank return valve OF206F and close the
Open Viscosity controller outlet valve return pipe inlet valve OF205F. To protect the injection equipment against rapid temperature changes, which
Closed Viscosity controller bypass valve may cause sticking/scuffing of the fuel valves, of the fuel pump plungers and
j) DO will now be expelled to the HFO service tank, at the same suction valves, the changeover is carried out as follows (manually):
Operational Fuel line pressure control valve (set at 9.0kg/cm2)
time drawing in HFO from the service tank.
Open Main engine fuel manifold inlet valve OF203F a) First, ensure that the HFO in the service tank is at normal
Open Main engine fuel manifold inlet quick-closing valve OF134F k) Continue to raise the temperature manually. temperature level.
Set Back pressure relief valve (set at 8.0kg/cm2) l) When the set point is reached on the viscosity controller, change b) Reduce the engine load to 75% of normal. Then, by means of
Open Main engine fuel oil return valve OF204F its setting to AUTOMATIC. the thermostatic valve in the steam system, or by manual control
of the viscosity regulator, the MGO is heated to a maximum 60-
Open Return pipe inlet valve OF205F m) Open the return pipe inlet valve OF205F and close the HFO 80°C, in order to maintain the lubrication ability of the MGO
Closed FO return valve to HFO service tank OF206F service tank return valve OF206F. and in this way minimise the risk of plunger scuffing and the
consequent risk of sticking. This preheating should be regulated
Open FO return pipe vent valve inlet valve
n) Change the operation of the FO heater steam control valve to to give a temperature rise of approximately 2°C per minute.
AUTOMATIC. Open the steam inlet valve fully.
The engine would operate on MGO with no steam being supplied to the c) Due to the above mentioned risk of sticking/scuffing of the fuel
heaters. HFO is now circulating through the system. injection equipment, the temperature of the HFO in the service
tank must not be more than 25°C higher than the heated diesel
o) Switch the other FO supply pump to standby. oil in the system (60-80°C) at the time of changeover.
Procedure to Start Up the Main Engine Fuel Oil Service
System and Change Over to Heavy Fuel Oil p) Switch the other FO circulating pump to standby. Note: The diesel oil viscosity should not drop below 2cSt, as this might
cause fuel pump and fuel valve scuffing, with the risk of sticking.
The system is shut down with DO in the pipelines, a condition similar to The system is now ready for operation of the main engine on HFO. The
starting up after refit. System valves are set as above. relatively small amount of MGO pumped to the HFO service tank will d) For some light diesel oils (gas oil), this will limit the upper
not change the properties of the HFO in the tank provided that the tank is temperature to somewhat below 80°C. When 60-80°C has been
a) Supply steam heating to the HFO service tank. reasonably full. reached, the change to HFO is performed by opening the HFO
line valve OF202F and the three-way suction valve OF208F is
b) Open all the individual fuel inlet valves on the main engine fuel changed over to take suction from the HFO service tank and
inlet main. closing the MGO supply line valve, OD102F.
Issue: 3 IMO No. 9297345 Section 2.6.1 - Page 4 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.1b Main Engine Fuel Oil Service System
To Auxiliary From Heavy Fuel Oil To Auxiliary Boiler
Heavy Fuel Oil
Boiler Settling Tank Outlet Service
ZS Service
BL03 Tank
OD102F OF202F OF201F
From Incinerator Diesel Auto Vent Valve
Oil Service Tank Overflow Main Engine and Generator Engine Fuel Oil
Supply Pumps (5m3/h x 4kg/cm2)
Set 4kg/cm2
AMS Control Auto Set
MGO OF205F
Service CH-VR 2.5kg/cm2
XI PIAL
Tank To Generator Engine DPAH 0211 0215
0217 No.1 LAL
Diesel Oil Pump PI PS 0206
OD101F
From Diesel
XI
Oil CJC Filter 0212 No.2
Set 15kg/cm2
M TI
AMS Control Auto Set
CH-VR 6.5kg/cm2 OF206F
PIAL XI
0216 0209
Return From
Generator TI PI PS PI
Engines Sett 15kg/cm2
VIAHL
0205 No.1
Electric TI
PI No.2
Viscorator
XI
0210
OPIAH
PI 0203
XA
Main Engine and Generator Engine Fuel 0218
Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Oil
Oil Auto Filter With Bypass Filter (50µ) Oil Heaters (Each 100%) (Tubular Type) Circulating Pumps (10m3/h x 6kg/cm2)
Set (Emergency Open)
To Fuel Oil 9kg/cm2
Drain Tank
To Fuel Oil
Overflow Line OF207F
(Pressurised Line
Only) Main Engine (B & W 7S60MC-C)
TI FI
1007 Cylinder No.1 Cylinder No.6
Return From
Fuel Valve
Generator Engines
OF113F OF115F
OF116F OF117F LAH FAH Fuel Pump
To Bilge 0204
Primary Tank
OF204F PIAL TIAHL
0201 0202
FI
1003 TI
TI PI PX TX Key
Back Pressure
Supply To Valve Setting
Generator Engines Heavy Fuel Oil
OF103F OF101F OF203F OF134F Pressure
(8kg/cm2)
Diesel Oil
OF104F OF118F
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.6.1 - Page 5 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
The temperature rise is then continued at a rate of about 2°C per minute, until d) Close the HFO supply valve OF202F.
reaching the required viscosity.
e) Open the HFO service tank return valve OF206F and close the
FO return pipe inlet valve OF205F so that the HFO is pumped
Changeover from Heavy Fuel Oil to Diesel Oil During to the HFO service tank. Ensure that there is sufficient ullage in
Running the HFO service tank.
To protect the FO injection equipment against rapid temperature changes, f) Start a HFO supply pump and a HFO circulating pump. When
which may cause scuffing with the risk of sticking of the fuel valves and of the HFO is replaced by MGO stop the pumps and close the HFO
the fuel pump plungers and suction valves, the changeover to DO is performed service tank return valve OF206F and open the FO return pipe
as follows (manually): inlet valve OF205F.
a) Ideally the diesel oil in the MGO service tank is at 50°C, if g) Stop the viscosity controller.
possible.
h) Stop the FO service and circulating pumps.
b) Shut off the steam supply to the FO preheater and steam
tracing.
c) Reduce the engine load to 75% of MCR load.
d) Change to MGO when the temperature of the HFO in the
preheater has dropped to about 25°C above the temperature in
the DO service tank, however, not below 75°C.
Heater
e) Open the MGO supply line valve OD102F and change the Supply Flow Meter
three-way suction valve OF208F so that suction is taken from Return Pipe
the MGO service tank. Close the HFO supply valve OF202F.
MGO is now led to the supply pumps. FO Circulating Pumps
FO Supply Pumps Viscorator
Note: If, after the changeover, the temperature at the preheater suddenly
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains MGO. Overheating must be OD102F
Automatic Filter
avoided to prevent the MGO gassing in the pipework. OF202F
Three-Way HFO/MGO
Changeover Valve
Changeover from Heavy Fuel Oil to Diesel Oil during
Standstill
a) Stop the preheating. Fuel System Trace
Heating Valves
b) Stop the trace heating.
With reference to temperature levels before changeover, see ‘Changeover from Fuel Oil Module for the Main Engine and Generator Engines
Heavy Fuel Oil to Diesel Oil during Running’.
c) Open the MGO supply valve OD102F and change the three-
way suction valve OF208F so that suction is taken from the
MGO service tank.
Issue: 3 IMO No. 9297345 Section 2.6.1 - Page 6 of 6
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.2a Generator Engine Fuel Oil Service System To Auxiliary From From Heavy Fuel Oil To Auxiliary Boiler
From Incinerator Diesel MGO Boiler Compressed Air Settling Tank Outlet Service Heavy Fuel Oil
Oil Service Tank Overflow Service OF208F Service
ZS
Tank Tank
(15A) From Diesel Oil
BL03
Set CJC Filter
TI 4kg/cm2
To Incinerator Diesel OD101F OD102F OF202F OF201F OF206F
Oil Service Tank Auto Vent Valve
OD Generator Engine Diesel Oil Pump Main Engine and Generator Engine Fuel Oil
OF106F OD
112F (1.5m3/h x 7kg/cm2) Supply Pumps (5m3/h x 4kg/cm2)
No.1 Generator Engine 105F Set 4kg/cm2
(6L23/30h) (910kW x 900rpm) (15A) XA PI PI AMS Control
Set 1005 Auto Set OF2
OD109F CH-VR 2.5kg/cm2
6kg/cm2 05F
XI PIAL
Fuel Injection DPAH 0211 0215
PI 0217 No.1 LAL
Pump LAH OF110F XA PI PI PS 0206
0720 1006
(Blackout)
PI XI
0212 No.2
TI Generator Engine
Emergency Set 15kg/cm2
PI Diesel Oil Pump
OF107F
(1m3/h x 5.5kg/cm2) M TI
OF131F AMS Control Auto Set
CH-VR 6.5kg/cm2
OD106F XI
Electric PIAL
0216 0209
To Heavy Fuel Oil Viscorator
Overflow/Drain Tank (Local Control) TI PI PS PI
No.2 Generator Engine Set 15kg/cm2
VIAHL
(6L23/30h) (910kW x 900rpm) 0205 No.1
TI
OD110F PI No.2
XI
Fuel Injection 0210
Pump OF111F
LAH OPIAH
0820 PI 0203
XA
0218
Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Oil
TI Oil Auto Filter With Bypass Filter (50µ) Oil Heaters (Each 100%) (Tubular Type) Circulating Pumps (10m3/h x 6kg/cm2)
PI
OF108F
OF132F
Set (Emergency Open)
To Fuel Oil 9kg/cm2
OD107F Drain Tank
To Fuel Oil
To Heavy Fuel Oil Overflow Line
Overflow/Drain Tank OF207F
(Pressurised Line
No.3 Generator Engine Only) Main Engine (B & W 7S60MC-C)
(6L23/30h) (910kW x 900rpm) TI FI
1007 Cylinder No.1 Cylinder No.6
OD111F
Fuel Valve
OF113F OF115F
Fuel Injection
Pump LAH OF112F
0920 OF116F OF117F LAH FAH Fuel Pump
To Bilge 0204
OD103F (Locked Open)
Primary Tank
TI OD104F (Locked Open)
OF204F PIAL TIAHL
PI PI FI
0201 0202 Key
OF109F 1003 TI
OF105F TI PI PX TX
Back Pressure Heavy Fuel Oil
OF133F
Valve Setting
OD108F OF103F OF101F OF203F OF134F Pressure Diesel Oil
To Heavy Fuel Oil (8kg/cm2)
Compressed Air
Overflow/Drain Tank OF104F OF118F
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.6.2 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6.2 generator Engine Fuel Oil Service System The above system can be used with either HFO or MGO, but will normally be No.1 Generator Engine
used for HFO, only changing over to MGO during maintenance or if the vessel
Open Fuel inlet quick-closing valve OF131F
is entering a restricted exhaust gas emission area.
Fuel Oil Supply Pumps Open HFO inlet valve OF107F
Maker: IMO A seperate generator engine diesel oil pump is provided and this is used to Open HFO outlet valve OF110F
Model: ACE 038K3 pressurise the generator engine diesel oil supply line. This enables one or more
generator engines to be operated on diesel fuel independent of the main engine Closed MGO inlet valve OD106F
No. of sets: 2
and the other generator engines. Closed MGO outlet valve OD109F
Capacity: 5.0m3/h at 4.0kg/cm2
Open Fuel outlet valve
An air driven generator engine emergency diesel oil pump is supplied for
Fuel Oil Circulating Pumps emergencies. The air supply to the air operated pump is always open allowing
the pump to supply MGO to the operating generator engines immediately in No.2 Generator Engine
Maker: IMO the event of a blackout. The pump is started immediately a blackout occurs. A
Model: ACE45K6 manual air supply valve enables the pump to be operated manually. Position Description Valve
No. of sets: 2 Open Fuel inlet quick-closing valve OF132F
Capacity: 10m3/h at 6.0kg/cm2 Operation of the Generator Engine Fuel Oil Service System Open HFO inlet valve OF108F
Generator Engine Diesel Oil Pump On Heavy Fuel Oil Open HFO outlet valve OF111F
Maker: IMO Closed MGO inlet valve OD107F
a) Operate the main fuel supply system as described in section
Model: ACE 025N 2.6.1 of this manual. Closed MGO outlet valve OD110F
No. of sets: 1
Open Fuel outlet valve
Capacity: 1.5m3/h at 7.0kg/cm2 b) Ensure that all instrumentation valves are open.
Generator Engine Emergency Diesel Oil Pump (Air Driven) c) With the main fuel supply system operating, set the valves as No.3 Generator Engine
Maker: Crane in the following table for the generator engines to operate on
HFO. Open Fuel inlet quick-closing valve OF133F
Model: DL25-CA-NNN
No. of sets: 1 Open HFO inlet valve OF109F
Position Description Valve
Capacity: 1.0m3/h at 5.5kg/cm2 Open HFO outlet valve OF112F
Open Generator engine supply flow meter inlet valve OF101F
Closed MGO inlet valve OD108F
Open Generator engine supply flow meter outlet valve OF103F
Introduction Closed MGO outlet valve OD111F
Open Generator engine supply flow meter bypass
Open Fuel outlet valve
The three generator engines are designed to run on HFO at all times and the relief valve OF118F
main engine fuel oil supply system is also used for supplying fuel oil to the Open Generator engine fuel line flow valve
generator engines. Position Description Valve
(set at 1.93m3/h) OF105F
Open MGO return line pressure regulating valve
A fuel oil branch is taken from the main engine fuel supply line just before the Open HFO return line pressure regulating valve
(set to 4.0kg/cm2) OD112F
inlet valve to the main engine fuel oil manifold and this supplies the generator (set at 6.0kg/cm2) OF106F
Open MGO supply line pressure regulating valve
engines via a flow meter. Each generator engine is supplied with fuel oil Open Generator engine return flow meter inlet valve OF113F
(set to 6.0kg/cm2) OD105F
from the supply manifold with excess fuel returning to the main fuel return
Open Generator engine return flow meter outlet valve OF115F
system via a flow meter. There is a quick-closing valve at the fuel inlet to each Open MGO service tank quick-closing outlet valve OD101F
generator engine, these valves are operated from a control board on the purifier Open Generator engine return flow meter bypass
Open Generator engine DO pump suction valve
room bulkhead. relief valve OF117F
Open Generator engine DO pump discharge valve to generator
The high pressure FO lines on the generators are sheathed, any leakage into engines
the annular spaces formed by the sheathing is led to a FO leakage tank, which Position Description Valve
is fitted with a high level alarm to give advance warning of a leaking fuel Open(locked) Diesel oil supply non-return valve OD103F
injection pipe.
Open(locked) Diesel oil supply non-return valve OD104F
Issue: 3 IMO No. 9297345 Section 2.6.2 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.2a Generator Engine Fuel Oil Service System To Auxiliary From From Heavy Fuel Oil To Auxiliary Boiler
From Incinerator Diesel MGO Boiler Compressed Air Settling Tank Outlet Service Heavy Fuel Oil
Oil Service Tank Overflow Service OF208F Service
ZS
Tank Tank
(15A) From Diesel Oil
BL03
Set CJC Filter
TI 4kg/cm2
To Incinerator Diesel OD101F OD102F OF202F OF201F OF206F
Oil Service Tank Auto Vent Valve
OD Generator Engine Diesel Oil Pump Main Engine and Generator Engine Fuel Oil
OF106F OD
112F (1.5m3/h x 7kg/cm2) Supply Pumps (5m3/h x 4kg/cm2)
No.1 Generator Engine 105F Set 4kg/cm2
(6L23/30h) (910kW x 900rpm) (15A) XA PI PI AMS Control
Set 1005 Auto Set OF2
OD109F CH-VR 2.5kg/cm2
6kg/cm2 05F
XI PIAL
Fuel Injection DPAH 0211 0215
PI 0217 No.1 LAL
Pump LAH OF110F XA PI PI PS 0206
0720 1006
(Blackout)
PI XI
0212 No.2
TI Generator Engine
Emergency Set 15kg/cm2
PI Diesel Oil Pump
OF107F
(1m3/h x 5.5kg/cm2) M TI
OF131F AMS Control Auto Set
CH-VR 6.5kg/cm2
OD106F XI
Electric PIAL
0216 0209
To Heavy Fuel Oil Viscorator
Overflow/Drain Tank (Local Control) TI PI PS PI
No.2 Generator Engine Set 15kg/cm2
VIAHL
(6L23/30h) (910kW x 900rpm) 0205 No.1
TI
OD110F PI No.2
XI
Fuel Injection 0210
Pump OF111F
LAH OPIAH
0820 PI 0203
XA
0218
Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Main Engine and Generator Engine Fuel Oil
TI Oil Auto Filter With Bypass Filter (50µ) Oil Heaters (Each 100%) (Tubular Type) Circulating Pumps (10m3/h x 6kg/cm2)
PI
OF108F
OF132F
Set (Emergency Open)
To Fuel Oil 9kg/cm2
OD107F Drain Tank
To Fuel Oil
To Heavy Fuel Oil Overflow Line
Overflow/Drain Tank OF207F
(Pressurised Line
No.3 Generator Engine Only) Main Engine (B & W 7S60MC-C)
(6L23/30h) (910kW x 900rpm) TI FI
1007 Cylinder No.1 Cylinder No.6
OD111F
Fuel Valve
OF113F OF115F
Fuel Injection
Pump LAH OF112F
0920 OF116F OF117F LAH FAH Fuel Pump
To Bilge 0204
OD103F (Locked Open)
Primary Tank
TI OD104F (Locked Open)
OF204F PIAL TIAHL
PI PI FI
0201 0202 Key
OF109F 1003 TI
OF105F TI PI PX TX
Back Pressure Heavy Fuel Oil
OF133F
Valve Setting
OD108F OF103F OF101F OF203F OF134F Pressure Diesel Oil
To Heavy Fuel Oil (8kg/cm2)
Compressed Air
Overflow/Drain Tank OF104F OF118F
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.6.2 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Position Description Valve Procedure to Change the Generator Engine Fuel Oil Service b) Set the No.3 generator engine fuel inlet and return valves as in
System from Operation on Marine Gas Oil to Heavy Fuel Oil the table below.
Closed Generator engine DO pump discharge valve to incinerator
DO service tank
After maintenance or after leaving a restricted exhaust gas emission area, it will Position Description Valve
Open Generator engine emergency DO pump suction valve be necessary to change the generators over from MGO to HFO operation. Open Fuel inlet quick-closing valve OF133F
Open Generator engine emergency DO pump suction valve
The procedure is the same as for changing the main engine from MGO to HFO Closed HFO inlet valve OF109F
Open Generator engine emergency DO pump air supply valve
operation as covered in section 2.6.1 of this manual. To avoid electrical supply Open HFO outlet valve OF112F
instability it might be preferable to retain one generator engine operating on
MGO whilst the main fuel system along with the other two generator engines, Open MGO inlet valve OD108F
Under normal circumstances the system will be primed and operating on HFO.
A change to MGO is only made for maintenance purposes or if the vessel is is changed to HFO. The generator engines whose fuel systems have been Closed MGO outlet valve OD111F
entering a restricted exhaust gas emission area. changed to HFO may then be started and allowed to take the electrical load.
The engine operating on MGO can then be unloaded and changed to HFO
No.1 and No.2 generator engines will operate as normal on HFO.
For drydocking purposes or entering a restricted exhaust gas emission area, operation in the same manner.
the entire generator engine fuel system must be changed to MGO and when
circumstances allow, the entire system changed back to HFO. It is simpler to c) Start the generator engine diesel oil pump.
change the entire system to a different fuel type at one time rather than to try
Procedure for Changing Over Fuel on One Generator Engine
and change over individual engines as the fuel system is designed to ensure Only MGO will be pumped by the generator engine DO pump to the No.3 generator
that even engines which are not running are circulated with fuel. To avoid engine. Because the HFO outlet valve is open, the excess HFO in No.3 engine
electrical supply problems when changing over supplies, only one generator It is possible to purge the fuel system of one engine and replace the HFO system will be displaced by the MGO and will flow to the generator engine
engine should be running and the load on that should be reduced to as low as with MGO to assist in maintenance while the other generator engines remain FO return pipe.
possible. operating on HFO.
d) When No.3 generator engine fuel system is completely charged
If only one engine is to be changed to MGO operation, that engine should be This procedure requires operation of the generator engine diesel oil supply with MGO, stop the generator engine DO pump and close all
running off load to avoid possible electrical supply problems. pump. The individual engine HFO and MGO outlet valves must be set so that fuel valves to and from the No.3 generator engine.
the excess fuel from the engine returns to the correct place, the return pipe for
HFO operation or the MGO service tank for MGO operation.
Procedure to Change the Generator Engine Fuel Oil System Note: The procedure for flushing through the engine fuel system with MGO
whilst the engine is still running is the same as above except for the following.
from Operation on Heavy Fuel Oil to Marine Gas Oil The example given assumes that generator engines No.1 and No.2 are to
remain operating on HFO and No.3 generator engine fuel system is to be The MGO outlet valve from the engine, OD111F in this case, must be opened
operated on MGO. Ideally the engine to be operated on MGO should either when the fuel system is charged with MGO and the outlet valve to the HFO
The procedure to change the fuel supply is the same as for changing the system, OF112F in this case, must be closed. The generator engine DO pump
be stopped or operating off load. The description below has assumed that the
main engine fuel system from HFO to MGO as the generator engines will be must remain running whilst a generator engine is operating on MGO.
engine is stopped and is being flushed through with MGO.
operating on HFO from the main system. This procedure has been detailed in
section 2.6.1 of this manual.
a) Set the additional valves in accordance with the following table. Emergency Operation Fuel System
Valves for the normal operation of the generator engines on
The electrical load on the operating generator engines should be as low as
HFO remain unchanged. In an emergency such as a blackout, no electrical power is available to operate
possible when undertaking this changeover. As the entire fuel system is to be
changed to MGO, all three generator engines should be running to ensure that the FO supply and booster pumps, therefore an air operated pump has been
the entire fuel system is included. Position Description Valve provided to supply MGO to the generator engines. This will allow at least one
Open MGO service tank quick-closing outlet valve OD101F engine to be started and put on the switchboard so restoring ship’s power.
The operating engine(s) may be shut down when required. The fuel system for
Open Generator engine DO pump suction valve The pump inlet and outlet valves are left open at all times together with the
the generator engines is primed with MGO.
Open Generator engine DO pump discharge valve to generator MGO service tank quick-closing outlet valve OD101F. The generator engine
engines fuel system supply non-return valves OD103F and OD104F are locked open at
all times. The air supply line to the air motor is also always left open.
Closed Generator engine DO pump discharge valve to incinerator
MGO service tank In the event of a blackout the air driven pump starts automatically and supplies
MGO to the generator engine fuel system. One of the generator engines can
be started and when electrical power is available the electrically driven pumps
may be operated and the air driven pump stopped.
Issue: 3 IMO No. 9297345 Section 2.6.2 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
To Fuel Oil
PI
Overflow Tank From Heavy
No.1 Boiler Burner No.2 Boiler Burner Fuel Oil Purifiers
Unit DPT TS Unit DPT TS 2G77 1G77
Combustion Air from Fan Combustion Air from Fan
2G76 1G76
PI PI
F19 F18 F17 F19 F18 F17 OF072F
XS F152 XS F152
Burner Burner
Unit Unit No.1 Mixing LS LS
PI F153 PI F153 No.2 Tube No.1 No.2 Heavy Fuel
XA XA
1229 1228 MGO Heavy Fuel Oil Heavy Fuel Oil Oil Service
Service Settling Tank Settling Tank Tank
2G69 1G69
Tank
F41 XS F64 F73 F41 XS F64 F73 G474
Diesel Oil
OD101F OF051F OF052F OF201F
Ignition Pumps
PT PI PT PI (0.3m3/h x 7kg/cm2)
G008 G009 OF053F LC
PI Service PI Service
Air Air
F42 F42 G001 OF054F OF301F
To Main Engine and
F41 F41 G436 Generator Engine
F67 F67 Marine Gas Oil Fuel Oil Server
Supply Pumps
XS XS (6.19m3/h G002
x 25kg/cm2) OF302F
XS XS To Heavy Fuel Oil
P P
G435 Purifier Feed Pumps
I I
F75 F75 G470
F94 F94 Control From Heavy OD
PI PI XA XA MGO Air
G433 G468 Fuel Oil 301F
No.2 Fuel LT Cooling
F93 F100 F93 F100 No.1 Storage Tank
Oil Water ZS ZS
PI PI Cooler BL10
PI TI PI TI G434 OD318F
G469
PI PI DPAH
OF 1227
312F
F99 F99
G448
Instrument Air Instrument Air TT TI Fuel Oil TI
PI Mixing Overflow/
XS PI XS XS PI XS Tube Drain OF
Tank (40m3) 304F
Auxiliary Boiler
F253 F250 F253 F250 G003 Fuel Oil Heaters FI OF
1226 307F
No.1 OF317F OF
306F
F257 Test F256 F257 Test F256 PI TI
SI XI XA Auto
F258 F258 TI 1224 1224 1224
G454 CH-VR
OF321F G005 OF319F G004 OF322F G007 OF320F G006 OF OF SI XI XA
(18kg/cm2) 315F 312F G101 G102 1225 1225 1225
PT G451 G452 G453
PT PC G100
OF OF
G97 308F 309F
OF314F PI
TI
OF OF
316F 313F No.1 No.2
TI Auxiliary Boiler
Key Fuel Booster PI PI
M F91 M F91 PI TI Pumps (5.8m3/h x
Instrument Air Marine Gas Oil Condensate
Instrument 26kg/cm2) OF OF
Air Condensate Condensate Fuel Oil Air 310F 311F
Steam Electrical Signal No.2
Atomising Atomising
Service Air Service Air LT Water
Steam F92 F108 F87 Steam F92 F108 F87
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 1 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6.3 Auxiliary Boiler Fuel Oil System During normal operations, when the vessel is operating in unrestricted water, A pressure control valve, with its sensing point at the boiler inlet, maintains
the boilers will be operated on HFO. This is stored in four HFO storage tanks, the pump discharge pressure by recirculating oil from the pump back to the FO
and transferred to the settling tanks by a transfer pump. Here any water or mixing tube. The oil in the FO return pipe flows back to the pump suction after
Auxiliary Boiler Fuel Oil Booster Pump
sediment is drained off using a self-closing test cock. The fuel is then purified the flow meter. The vent from the mixing tube vents to the HFO overflow/drain
Maker: Teikoku Machinery Works Ltd and discharged to the HFO service tank. tank but this will normally only carry air/gas and will not affect the flow meter
Model: MSE-7.5XA reading.
No. of sets: 2 The fuel oil is normally supplied to the boilers from the service tank but it
can also be supplied directly from the settling tanks although this should The boiler FO booster pumps discharge through one of a pair of FO heaters
Capacity: 5.8 m3/h at 26kg/cm2
only be considered in an emergency or when changing over to operate on the where the oil is heated to the required temperature. The oil is then fed to
independent MGO system. each boiler via a flow control valve, regulated by the boiler control system.
Auxiliary Boiler Diesel Oil Ignition Pump When the boilers are in a standby condition, a solenoid controlled three-way
For starting from cold, marine gas oil (MGO) is supplied to the boilers from valve automatically operates to circulate the fuel back to the mixing tube via
Maker: Danfoss the MGO service tank. Changing the operation from MGO to HFO during the remote operated line valve OF312F. This keeps the FO at the correct working
Model: Gear type RSA warming through procedure takes place by altering the position of the three temperature immediately before the burner. The system also has the facility to
No. of sets: 2 way valve OD318F. divert the returned oil back to the settling tanks through OF312F.
Capacity: 0.3m3/h at 26kg/cm2
When the burner is in standby mode and operating on HFO (or MGO for cold The steam supply to the FO supply heaters is controlled by a temperature
starting), some fuel is returned from the burners via the oil return line to the controller fitted on the steam side. This is normally set to regulate the fuel to
Auxiliary Boiler MGO Supply Pumps three-way valve OF312F. From here the fuel is (normally) led to the pump 125°C.
Maker: Aalborg suction via the mixing tube for degassing. The pressure down stream of the
pumps is then regulated by a pressure control valve that returns any excess fuel All of the HFO pipework is trace heated by small bore steam lines laid adjacent
No. of sets: 2
to the mixing tube. to the HFO pipe and encased in the same insulation.
Capacity: 6192 litres/h at 25kg/cm2
Motor: 9.0kW, 440V, 3 phase, 60Hz If it is necessary to operate the burners on MGO while in restricted areas, the
Ignition Oil System
boilers will need to be changed over to operate on the secondary (but much
higher capacity independent MGO system) using the 6192 litres/h MGO The ignition oil system ensures reliable ignition occurs and operates on MGO
Auxiliary Boiler MGO Fuel Oil Cooler supply pumps. The changing over of the ring main system takes place from the irrespective of whether the main burner is operating on HFO or MGO. The
Maker: Vesta boiler control panel in the CECR which controls the three way valves F250 and system has two pumps which are packaged units in which two screw pumps
Model: MX 10 T16 L800 F253 and the recirculating oil line isolating valve F256 on the boiler. with motors have been provided. Each pump is fitted with a pressure relief
valve, suction filter and non return valves. The pumps are only operated in
Type: Shell and tube ignition mode and should be set to operate at between 8 and 10 bar.
Note: When the new MGO system was introduced, the operational software of
No. of sets: 1
the boiler was altered so that the pumps cannot be operated in a duty/standby
Fuel oil capacity: 6,000 kg/h configuration. If the operating pump fails while in service, the second pump Both pumps take their suction from the MGO service tank via quick closing
Fuel oil inlet: 60 °C (maximum) must be lined up and manually started through the boiler control system by valve OD101F but if one pump fails, the other can be selected to supply gas oil
the operator. This applies to all of the pumps in the fuel oil system. for the ignition of both burners. The pumps can be supplied directly from the
Fuel oil outlet: 56.5 °C
service tank (after the quick closing valve) via valve G009 or by isolating valve
G008 that is fitted after the MGO fuel oil cooler. Illustration 2.6.3a refers.
HFO System
Introduction
Fuel oil from the HFO service tank, is supplied to the boiler FO booster pumps Independent MGO System
The auxiliary boiler fuel oil system consists of two separate ring mains that can via a filter and flow meter.
Note: From the 1st. January 2010 all vessels berthed in any European Union
be seen in illustration 2.6.3a. One system is common for both marine gas oil
(EU) port may only consume fuel with a sulphur content below 0.1%. To
and heavy fuel oil while the other is exclusive for marine gas oil use. The system has two pumps which are packaged units in which two screw
ensure the boilers on this vessel are able to comply with this regulation, a
pumps with motors have been provided. Each pump is fitted with a pressure
secondary (independent) MGO system has been fitted.
The first system is the original one fitted during the vessel’s construction while relief valve and non return valves. The capacities of the pumps have been
the second has been fitted retrospectively to allow the boilers to comply with calculated so that there will be sufficient flow to the burner(s) even in a full
the exhaust gas emission standards to meet port authority regulations. Please load condition. The boiler control system receives a signal from a pressure Fuel oil from the MGO service tank, is supplied to the No.1 and No.2 MGO
refer to the exhaust gas emission standards detailed at the beginning of section transmitter fitted in the HFO ring main. If the pressure drops below a preset supply pumps via a cooler and suction filter. No independent flow meter has
2.6 for further details on these requirements. value, the system will issue an alarm but if it continues to drop, the system will been fitted so it will be necessary to use the one on the boiler to determine the
shut down the boiler on low oil pressure and stop the burner(s). fuel consumption when this system is in use.
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 2 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
To Fuel Oil
PI
Overflow Tank From Heavy
No.1 Boiler Burner No.2 Boiler Burner Fuel Oil Purifiers
Unit DPT TS Unit DPT TS 2G77 1G77
Combustion Air from Fan Combustion Air from Fan
2G76 1G76
PI PI
F19 F18 F17 F19 F18 F17 OF072F
XS F152 XS F152
Burner Burner
Unit Unit No.1 Mixing LS LS
PI F153 PI F153 No.2 Tube No.1 No.2 Heavy Fuel
XA XA
1229 1228 MGO Heavy Fuel Oil Heavy Fuel Oil Oil Service
Service Settling Tank Settling Tank Tank
2G69 1G69
Tank
F41 XS F64 F73 F41 XS F64 F73 G474
Diesel Oil
OD101F OF051F OF052F OF201F
Ignition Pumps
PT PI PT PI (0.3m3/h x 7kg/cm2)
G008 G009 OF053F LC
PI Service PI Service
Air Air
F42 F42 G001 OF054F OF301F
To Main Engine and
F41 F41 G436 Generator Engine
F67 F67 Marine Gas Oil Fuel Oil Server
Supply Pumps
XS XS (6.19m3/h G002
x 25kg/cm2) OF302F
XS XS To Heavy Fuel Oil
P P
G435 Purifier Feed Pumps
I I
F75 F75 G470
F94 F94 Control From Heavy OD
PI PI XA XA MGO Air
G433 G468 Fuel Oil 301F
No.2 Fuel LT Cooling
F93 F100 F93 F100 No.1 Storage Tank
Oil Water ZS ZS
PI PI Cooler BL10
PI TI PI TI G434 OD318F
G469
PI PI DPAH
OF 1227
312F
F99 F99
G448
Instrument Air Instrument Air TT TI Fuel Oil TI
PI Mixing Overflow/
XS PI XS XS PI XS Tube Drain OF
Tank (40m3) 304F
Auxiliary Boiler
F253 F250 F253 F250 G003 Fuel Oil Heaters FI OF
1226 307F
No.1 OF317F OF
306F
F257 Test F256 F257 Test F256 PI TI
SI XI XA Auto
F258 F258 TI 1224 1224 1224
G454 CH-VR
OF321F G005 OF319F G004 OF322F G007 OF320F G006 OF OF SI XI XA
(18kg/cm2) 315F 312F G101 G102 1225 1225 1225
PT G451 G452 G453
PT PC G100
OF OF
G97 308F 309F
OF314F PI
TI
OF OF
316F 313F No.1 No.2
TI Auxiliary Boiler
Key Fuel Booster PI PI
M F91 M F91 PI TI Pumps (5.8m3/h x
Instrument Air Marine Gas Oil Condensate
Instrument 26kg/cm2) OF OF
Air Condensate Condensate Fuel Oil Air 310F 311F
Steam Electrical Signal No.2
Atomising Atomising
Service Air Service Air LT Water
Steam F92 F108 F87 Steam F92 F108 F87
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 3 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
The two pumps are packaged units in which two screw pumps with motors Note: When the burner is off, the fuel oil will still be circulated through the d) Open the duty fuel oil pump suction and discharge valves.
have been provided. Each pump is fitted with a pressure relief valve set at flow meter to maintain a certain standby flow. The fuel oil summarizer is
28.5kg/cm2 and non return valves. The capacities of the pumps have been only activated however when the main fuel oil valves open, so the totalizer e) Open the pressure regulating valve inlet and outlet valves G97
calculated so that there will be sufficient flow to the burner(s) in a full load will only operate when the burner is on. This prevents the system giving a and G101, and close the bypass valve G102.
condition even when the cargo pumps are in operation. false flow meter reading.
f) Bypass the fuel oil heaters by opening OF314F and closing the
The boiler control system receives a signal from a pressure transmitter fitted in Both the fuel oil and the atomising medium are supplied from the stop valves fuel oil inlet and outlet valves OF312F, OF313F, OF315F and
the MGO ring main. If the pressure drops below a preset value, the system will through flexible hoses to the burner lance which contains the Y-jet atomiser OF316F. Shut off the steam supply to both heaters.
issue an alarm but if it continues to drop, the system will shut down the boiler where steam and fuel are mixed and ejected. This oil mist is then mixed with
on low oil pressure and stop the burner(s). combustion air and the combustion is completed. g) Open the inlet and outlet valves to the ignition oil pumps 1G69,
2G69, 1G77 and 2G77.
A pressure regulating valve set to operate at 18kg/cm2 maintains the pumps The burner load is regulated by the control system which receives a continuous
discharge pressure by recirculating oil from the pump back to the FO mixing signal from a steam pressure transmitter. This signal is compared to different h) Open the fuel oil inlet stop valves on the boiler OF319F and
tube. The oil in the mixing tube then flows back to the pump suction. The set points, feed back signals, and parameters in the control system. The output OF320F and the burner isolating valves F93 and F64. Also open
connection from the top of the mixing tube vents to the fuel oil overflow tank from the control system is used to regulate the oil supply valve F94, which the boiler fuel oil outlet valves OF321F and OF322F.
but this will normally only carry air/gas and will not affect any flow meter is pneumatically operated by an I/P positioner. The signal from the pressure
readings. transmitter together with feed back signals from the oil flow meter and the i) Check the position of the three-way valve F99 on the boiler.
differential pressure transmitter for combustion air are handled in the control The position must be set for oil flow through the burner unit.
The MGO supply pumps have a capacity of 6192 litres/h at 25kg/cm2 and system to obtain good combustion with regard to air/fuel ratio and atomising
discharge to three way valve F250 mounted on the boiler. steam pressure. When the burner is in either the ignition, minimum or maximum j) Open the ignition oil pump line isolating valve G009 then open
positions, the air/fuel ratio is fixed by settings in the control system. the isolating stop valve F17 and service air isolating valve F73
on the boiler. Check that the service air throttle valve F152 is
Burner Operation on HFO/MGO
The control system has also been designed to prevent the production of black not in the closed position.
When the boiler is operating on HFO, the oil from the preheater flows through
smoke during start-up, stopping and variable load conditions. The oil pressure
three way valve F250 and is either sent to the burner or returned to the mixing k) Open the steam line stop valve F92 for atomising steam supply
is of little importance and so the atomisation quality does not vary over the
tube/HFO tank via F253. When operating on the independent MGO system, to the boiler and line valve F41. Open the valves for the steam
burner turn down range.
the oil also flows through F250 to the burner or is returned to the mixing tube trap on the condensate return line.
by altering the position of F253. This is done by the boiler control system.
The temperature of the MGO circulating in the boiler’s system is regulated by
passing it through a fresh water cooled heat exchanger. This is supplied with l) Select gas oil on the manually operated three-way valve OD318F
Whenever the boiler has been switched to the independent MGO operation, the and select the HFO/MGO ring line on the boiler control panel in
water from the central fresh water cooling system and keeps the MGO at a
bypass valve F256 allows HFO to be continually circulated back to the mixing the CECR.
low enough temperature to prevent gassing up of the system. The supply of
tube so maintaining it in a hot condition.
MGO to the cooler is controlled by a three-way inlet bypass valve and an outlet
isolating valve, both of which are manually operated. The valves are normally m) Switch the pumps to automatic operation. If the burner is in
Note: When the boiler is operating on the independent MGO system, the set to maintain the MGO temperature at the inlet to the feed pumps at 40°C. automatic mode, the oil pumps will not be operational before
HFO system will remain operational with the duty pump circulating HFO to the start up of the burner is initiated.
and from the settling tank at 65°C. During this time the fuel oil heater will
be deactivated. See later in this section for further details. Preparation for the Operation of the Auxiliary Boiler Heavy Fuel Oil Mode (HFO/Original MGO System)
Gas Oil Mode (Original System)
From the three-way valve F250, the HFO or MGO, (depending on which has To prepare the burner and oil system for operation on heavy fuel oil, proceed
been selected), flows through the three way valve F99, the flow meter F100, To prepare the ignition burner system and diesel oil system for operation, as follows. It has been assumed that steam is available for heating and
and the oil flow regulation valve F94 to the pneumatic three-way shut-off valve proceed as follows: atomising.
F75. From this point, the fuel oil either returns to the fuel oil supply system
(burner stopped) via stop valve F93 or to the burner lance (burner in operation) a) Ensure that the system fuel oil filters are clean and that all of the a) Ensure that the system fuel oil filters are clean and that all of the
via the pneumatic shut-off valve F67 and the stop valve F64. instrumentation valves are open. instrumentation valves are open.
b) Check that oil is present in the MGO tank and open the quick b) Check that oil is present in the HFO service tank and open the
closing outlet valve OD101F. quick closing outlet valve OF201F.
c) Open the mixing tube outlet valve OF317F.
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 4 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
To Fuel Oil
PI
Overflow Tank From Heavy
No.1 Boiler Burner No.2 Boiler Burner Fuel Oil Purifiers
Unit DPT TS Unit DPT TS 2G77 1G77
Combustion Air from Fan Combustion Air from Fan
2G76 1G76
PI PI
F19 F18 F17 F19 F18 F17 OF072F
XS F152 XS F152
Burner Burner
Unit Unit No.1 Mixing LS LS
PI F153 PI F153 No.2 Tube No.1 No.2 Heavy Fuel
XA XA
1229 1228 MGO Heavy Fuel Oil Heavy Fuel Oil Oil Service
Service Settling Tank Settling Tank Tank
2G69 1G69
Tank
F41 XS F64 F73 F41 XS F64 F73 G474
Diesel Oil
OD101F OF051F OF052F OF201F
Ignition Pumps
PT PI PT PI (0.3m3/h x 7kg/cm2)
G008 G009 OF053F LC
PI Service PI Service
Air Air
F42 F42 G001 OF054F OF301F
To Main Engine and
F41 F41 G436 Generator Engine
F67 F67 Marine Gas Oil Fuel Oil Server
Supply Pumps
XS XS (6.19m3/h G002
x 25kg/cm2) OF302F
XS XS To Heavy Fuel Oil
P P
G435 Purifier Feed Pumps
I I
F75 F75 G470
F94 F94 Control From Heavy OD
PI PI XA XA MGO Air
G433 G468 Fuel Oil 301F
No.2 Fuel LT Cooling
F93 F100 F93 F100 No.1 Storage Tank
Oil Water ZS ZS
PI PI Cooler BL10
PI TI PI TI G434 OD318F
G469
PI PI DPAH
OF 1227
312F
F99 F99
G448
Instrument Air Instrument Air TT TI Fuel Oil TI
PI Mixing Overflow/
XS PI XS XS PI XS Tube Drain OF
Tank (40m3) 304F
Auxiliary Boiler
F253 F250 F253 F250 G003 Fuel Oil Heaters FI OF
1226 307F
No.1 OF317F OF
306F
F257 Test F256 F257 Test F256 PI TI
SI XI XA Auto
F258 F258 TI 1224 1224 1224
G454 CH-VR
OF321F G005 OF319F G004 OF322F G007 OF320F G006 OF OF SI XI XA
(18kg/cm2) 315F 312F G101 G102 1225 1225 1225
PT G451 G452 G453
PT PC G100
OF OF
G97 308F 309F
OF314F PI
TI
OF OF
316F 313F No.1 No.2
TI Auxiliary Boiler
Key Fuel Booster PI PI
M F91 M F91 PI TI Pumps (5.8m3/h x
Instrument Air Marine Gas Oil Condensate
Instrument 26kg/cm2) OF OF
Air Condensate Condensate Fuel Oil Air 310F 311F
Steam Electrical Signal No.2
Atomising Atomising
Service Air Service Air LT Water
Steam F92 F108 F87 Steam F92 F108 F87
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 5 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
c) Open the stop valve OF317F for the mixing tube outlet. Check Illustration 2.6.3b Boiler MGO Pump Local Control Panel
that the stop valves OD302F and OF054F from the HFO settling
tank are closed, and that the stop valve OD301F from the HFO
service tank is open.
d) Open the duty fuel oil pump suction and discharge valves.
e) Confirm that MGO is available in the MGO service tank (for
igniter operation).
Gas Oil Pump 1
f) Open the pressure regulating valve inlet and outlet valves G97 Stop / Start
and G101, and close the bypass valve G102.
g) Open the fuel oil inlet stop valves on the boiler OF319F and
OF320F and the burner isolating valves F93 and F64. Also open
the boiler fuel oil outlet valves OF321F and OF322F. Check
Gas Oil Pump 2
that the HFO burner bypass isolating valve F257 is open. Stop / Start
h) Check the position of the three-way valve F99 on the boiler.
The position must be set for oil flow through the burner unit.
E R GE N C
i) Open the fuel oil heater inlet and outlet valves OF312F, OF313F,
OF315F and OF316F and close the bypass valve OF314F. Control Voltage On M Auto / Manual
Y
E
j) Check that steam is available to the heaters and that the valves
in the drain lines from the heaters are closed and that the valves
from the heaters to the steam trap are open.
k) Open the steam inlet valve for the operational heater and close
STOP
the inlet valve for the standby heater.
l) Start one of the boiler fuel oil booster pumps.
m) Check that the tracing systems for the oil system and the burner
unit are operational.
n) Open the ignition oil pump line isolating valve G009 and stop Power Supply 1 Power Supply 2
valves 1G69, 2G69, 1G77 and 2G77 then open the isolating
stop valve F17 and service air isolating valve F73 on the boiler.
Check that the service air throttle valve F152 is not in the closed
position.
o) Open the steam line stop valve F92 for atomising steam supply
to the boiler and line valve F41. Open the valves for the steam
trap on the condensate return line.
p) Select heavy fuel oil on the manually operated three-way valve
OD318F and select the HFO/MGO ring line at the boiler control
panel in the CECR.
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 6 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Independent Gas Oil Mode (For Operating in Restricted Areas) Note: Before switching over to operate on the independent MGO system, i) Check the HFO temperature. The viscosity of the oil at the
To prepare the burner and oil system for operation on the MGO system, the HFO supply to the boiler must be changed over from the service tank to atomiser should be between 15 and 20cSt.
proceed as follows. the settling tank. To do this, open the HFO settling tank line isolating valve
OF302F and close the service tank supply valve OF301F. This must be done Change From Heavy Fuel Oil to Original Gas Oil System
a) Ensure that the system fuel oil filters are clean and that all of the to prevent the transfer of HFO from the service tank to the settling tank.
Operation
instrumentation valves are open.
Change From Original Gas Oil System to Heavy Fuel Oil When the fuel supply is changed from HFO to MGO operation, the following
b) Check that oil is present in the MGO tank and open the quick steps should be followed.
closing outlet valve OD101F and line isolating valve G001. Operation
When the fuel supply is to be changed from MGO to HFO, the following steps a) Check that oil is present in the MGO tank and open the quick
c) Open the MGO supply pump inlet and outlet valves G002 and closing outlet valve OD101F.
G003. Turn the manually operated three-way valve for oil flow should be followed.
through both pumps. b) Stop the burner then select GAS OIL on the manually operated
a) Confirm that the system is lined up to operate on fuel supplied
from the HFO service tank then check that sufficient oil is three way valve OD318F. If the burner is still running, the
d) Turn the manually operated three-way valve G436 for oil flow burner will be stopped but the fuel oil pump will remain
through the cooler and open the stop valve G448 at the cooler present and open the quick closing outlet valve OF201F. To
avoid cavitation in the pumps, the contents of the tank should operational for a preset period to flush out the heater. The heater
outlet. will be deactivated and the position of the fuel oil return valve
be heated so the viscosity does not exceed 380cSt.
OF312F changed to return oil back to tank. The oil throttle
e) Open the pressure regulating valve inlet and outlet valves G453 valve will also be increased to its maximum flow position. The
and G451, and close the bypass valve G454. b) Stop the burner then select HFO on the manually operated three
way valve OD318F. If the burner is still running, the burner fuel oil booster pump will then stop when the preset time has
and the fuel oil pump will stop. The return valve OF312F will elapsed. If the burner was stopped when the changeover was
f) Open line isolating valve G008 or G009 to supply MGO to the undertaken, the fuel oil booster pump will be activated for a
diesel oil ignition pumps then open the inlet and outlet valves be energised and its position changed to return oil back to the
settling tank. The oil throttle valve will also be increased to its preset period to flush through the system with gas oil.
to the ignition oil pumps 1G69, 2G69, 1G77 and 2G77.
maximum flow position.
c) Open the heater bypass valve OF314F then close the fuel oil
g) Open the fuel oil inlet isolating stop valves on the boiler G004 inlet and outlet valves on both heaters. Isolate the steam supply
and G006 and the burner isolating valves F93 and F64. Check c) Open the inlet and outlet valves for the duty fuel oil heater and
close the bypass valve OF314F. to both heaters.
that the HFO burner bypass isolating valve F257 is open.
d) Check that steam is available to the duty heater and that the d) When the preset time has expired, the fuel oil booster pump
h) Open the fuel oil outlet isolating valves on the boiler G005 and will be stopped but the fuel oil return valve OF312F will remain
G007. steam return lines are operational.
connected to the HFO settling tank. The fuel oil throttle valve
e) The fuel oil pump will run for a preset period to ensure that HFO will change to automatic operation and the burner plant will
i) Check the position of the three-way valve F99 on the boiler. change to the READY position. The fuel oil booster pump will
The position must be set for oil flow through the burner unit. is present in the heater before applying steam. After this time
has elapsed, the heater can be switched to automatic mode. then be started and stopped along with the burner.
j) Open the ignition burner isolating stop valve F17 and the service
air isolating valve F73 on the boiler. Check that the service air f) A preset period for the flushing sequence then starts with the Note: The original boiler software switched OF312F back to the mixing tube
throttle valve F152 is not in the closed position. gas oil being returned to the HFO tank. When this has elapsed, position after 300 seconds of flushing but this facility has been removed.
the return three way valve OF312F will operate to send the oil With OF312F remaining connected to the HFO settling tank, excessive
k) Open the steam line stop valve F92 for atomising steam supply to the mixing tube. running in this mode will cause dilution and possible gassing in the tank.
to the boiler and line valve F41. Open the valves for the steam
trap on the condensate return line. g) Check that the steam tracing for the oil system and the burner e) Check that the Steam tracing of the piping system is off when
unit are operational. the burner is operating on gas oil.
l) Stop the boiler then select the duty MGO pump at the local
control panel and switch the MGO pumps to AUTOMATIC via h) The HFO will now circulate in the common ring line and when
the AUTO/MANUAL key switch. Select the independent MGO the temperature has increased above a preset figure, the burner
system via the screen mimic in the CECR. If the burner is in will change to the READY position.
automatic mode, the oil pumps will not be operational before
the start up of the burner is initiated.
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 7 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Change From Heavy Fuel Oil to the Independent MGO System Note: When the boiler is operating on the independent MGO system, the Note: When operating on the independent MGO system, the HFO system
When Entering Restricted Exhaust Gas Emission Areas HFO system will remain operational with the duty pump circulating from will have been circulating from tank to tank at 65°C. Care should therefore
tank to tank and the heater deactivated. The settling tank temperature is be taken to monitor the system’s condition when switching over to the
If the fuel supply has to be changed from HFO to gas oil when the vessel is normally maintained at 65°C which is significantly lower than the working service tank which is normally maintained at 90°C.
entering a restricted exhaust gas emission area, the following steps should be temperature of the boiler’s HFO system. Care should therefore be taken to
followed. ensure this temperature does not drop below this value and cause problems in c) Stop the boiler at the control panel in the CECR then select
the system. To avoid cavitation in the pumps, the viscosity should not exceed HFO/DO operation. The steam valves to the duty heater will
a) Check there is sufficient MGO available in the service tank then 380cSt. Trace heating of the HFO lines must also be maintained. open, so activating the heater, and the temperature of the HFO
open the quick closing valve OD101F. circulating in the system will start to rise. The three-way valves
Change From the Independent MGO System to HFO When F250 and F253 at the burner inlet and outlet will be turned to
b) Change over the HFO supply to the boiler from the service tank align with the common ring main system. The burner bypass
to the settling tank. To do this, open the HFO settling tank line Leaving A Restricted Exhaust Gas Emission Area valve F256 will then close and the fuel oil throttle valve
isolating valve OF302F and close the service tank supply valve increased to its maximum flow position. The set point for the
OF301F. If the boiler fuel supply needs changing from MGO to HFO when the vessel
pressure control valve will also be increased to normal HFO
is leaving a restricted exhaust gas emission area, the following steps should be
operation.
Note: The HFO supply must be changed over to the settling tank as there is followed.
no spill return from the boiler to the HFO service tank. If this changeover is d) The common ring line system will be flushed for a preset period
not undertaken there will be a transfer of HFO from the service tank to the a) Confirm that the HFO system is ready for operation with fuel
and when this has elapsed, the fuel oil return valve OF312F will
settling tank when the boiler is operating on the independent MGO system. oil circulating around the system.
be changed to divert fuel to the mixing tube position.
c) Stop the boiler via the control panel in the CECR and select b) Check that sufficient oil is available in the HFO service tank
e) When the temperature has increased to above a preset value, the
(independent) MGO operation. If the burner is still running, then change over the HFO supply to the boiler from the settling
burner plant will change to indicate ‘ready’ and the boiler will
the burner will be stopped but the duty fuel oil booster pump tank to the service tank. To do this, open the HFO service tank
fire in accordance with the steam demand.
will remain operational to cool the burner by keeping the HFO line isolating valve OF301F and close the settling tank supply
circulating. The steam valves to the duty heater will close and valve OF302F.
the heater deactivated. The temperature of the HFO circulating No.2 Heater No.1 Heater
OF311F OF310F OF315F
in the system will start to fall. The fuel oil return valve OF312F
will also energise to return the HFO to the settling tank. The Steam Inlet Valve
fuel oil throttle valve will be increased to its maximum flow ST279F
position and the set point for the pressure control valve reduced
to its minimum acceptable pressure.
d) The flushing sequence of the burner using MGO will now
commence and the boiler screen mimic will show FLUSHING.
After the temperature of the HFO in the system has dropped to OF312F
OF316F
100°C, the three way valve F250 at the burner inlet will change Steam Inlet Valve
to the gas oil position and the burner fuel oil line will be flushed ST280F
with MGO through to the HFO settling tank for approximately
OF308F
2.5 minutes. When completed, the duty MGO supply pump
must be started again manually to fire the boiler.
e) When the flushing is complete, the three way valve F253 at
the burner outlet will operate to return the MGO to the gas oil No.2 Pump OF313F
No.1 Pump
mixing tube. At the same time the burner bypass valve F256
will be opened to keep the HFO circulating in the common ring
main system.
f) The burner plant will now change to indicate READY. Boiler Fuel Oil Module
Issue: 3 IMO No. 9297345 Section 2.6.3 - Page 8 of 8
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.4a Incinerator Fuel Oil Service System Key
B Deck B Deck Diesel Oil
Heavy Fuel Oil
Incinerator Diesel Oil LAH
OF357F Bilge
1419
Service Tank LS
TIAHL
(0.6m3) 1421 Compressed Air
LI
Saturated Steam
OD353F
Electrical Signal
TIAHL TI
1420
Exhaust Gas LAL Incinerator Waste Oil
(Locked 1419 Service Tank (1.4m3)
500,000 kcal/h Closed) OF360F
OD351F OF426F
OD408F
LS TC
PI OF425F
OF351F
OD355F OD352F
Incinerator
To Bilge
OF356F Primary Tank
OF PI PI
354F
PI Waste Oil Circulation Pump
(15m3/h x 1.5kg/cm2)
OF355F OF353F OF352F
To / From Emergency
From 7.5kg/cm2 Generator Diesel Oil
Steam Service Tank
ST024F To / From Topping
Up Inert Gas
Auto Generator Diesel Oil To Auxiliary From
From General Service To Bilge
CH-VR Service Tank Boiler Compressed Air
Air (7kg/cm2) Primary Tank MGO
AR027F Slop Tank (Port)
From Generator Service
PI PI Engine Tank To Main Engine
IMO International
BG (39.2m3) and Generator
Sludge Pump Bilge Shore From Diesel Oil
307F Engine Fuel Oil
(10m3/h x 4.0kg/cm2) Connection with CJC Filter OD101F OD102F
Blind Flange Supply Pumps
BG BG306F (Upper Deck)
304F Generator Engine Diesel Oil Pump
(1.5m3/h x 7kg/cm2)
BG305F XA PI PI
1005
From Stuffing Box
Lubricating Oil Drain Tank LI
BG302F BG Generator Engine Emergency
From Lubricating Oil 301F PI
Diesel Oil Pump
Drain Tank XA PI
1006 (1m3/h x 5.5kg/cm2)
From Main Engine Scavenge (Blackout)
Air Box Drain Tank PI
Separated Bilge
From Fuel Oil Overflow / Oil Tank (25m3)
Drain Tank From Oily
From Fuel Oil Purifier Water Separator Generator Engine Emergency Diesel Oil Pump
Sludge Tank LAH (1.5m3/h x 7kg/cm2)
1507
To Main Engine
Issue: 3 IMO No. 9297345 Section 2.6.4 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6.4 Incinerator Fuel Oil System When the desired quantity has been transferred, stop the pump, All oil transfers made in this way must be recorded in the Oil Record Book.
close the line valve to the incinerator MGO service tank and
open the line valve to the generator engines. Record the details
Introduction of the transfer in the Oil Record Book. Procedure for Preparing the Incinerator Waste Oil and Diesel
Oil Systems
The incinerator burner is supplied with gas oil from its own incinerator MGO
service tank which is replenished from the MGO service tank by the generator Procedure for Transferring Waste Oil to the Incinerator a) Drain water from the incinerator MGO service tank by opening
engine DO pump. MGO is used in the incinerator to burn garbage and to assist Waste Oil Settling Tank the self-closing test valve OD408F until no water is observed.
in the burning of waste oil by raising the furnace temperature to a high level.
The description assumes that waste oil is being taken from the separated bilge b) Open the incinerator MGO service tank quick closing outlet
The incinerator waste oil tank is supplied with waste oil from the separated oil tank and pumped to the waste oil tank using the sludge pump. valve OD351F.
bilge oil tank, the main engine scavenge air drain tank, the LO drain tank, the
stuffing box LO drain tank, the FO overflow drain tank and the FO purifier a) Check the quantity of waste oil in the incinerator waste oil c) Open the diesel oil inlet valve to the incinerator OD355F.
sludge tank, by means of the sludge pump. The sludge pump has an automatic service tank and determine the quantity of waste oil to be
stop facility via the high level switch on the incinerator waste oil service transferred. The incinerator MGO system is now ready for operation.
tank.
b) Set the valves as in the following table. d) Apply steam heating to the incinerator waste oil tank and allow
The waste oil is supplied to the incinerator by means of the waste oil the contents of the tank to settle for at least six hours.
circulating pump which also circulates waste oil back to the tank to ensure Position Description Valve
correct temperature distribution and mixing. Water may be drained from the e) Drain any water from the waste oil service tank by opening the
waste oil service tank by means of a self closing test cock, OF426F. Open Sludge pump suction valve from separated bilge drain valve OF425F and the self-closing drain valve OF426F.
oil tank BG301F
Closed Sludge pump suction valve from other tanks BG302F f) Open the incinerator waste oil service tank quick-closing outlet
Procedure for Filling the Incinerator Marine Gas Oil Service
valve OF351F. Open the waste oil circulation pump suction
Tank Closed Sludge pump recirculation valve BG304F
valve OF352F and outlet valve OF353F. Open the waste oil
Closed Stuffing box LO drain tank suction valve OL405F recirculation valve OF354F.
a) Check the quantity of diesel oil in the incinerator MGO tank and
calculate how much diesel oil needs to be transferred. Closed LO drain tank suction valve OL406F
g) Supply trace heating to the waste oil pipework system.
Closed Scavenge drain tank suction valve OL434F
b) Open the quick-closing suction valve OD101F. The MGO h) Start the waste oil circulation pump. Waste oil will be taken
Closed FO overflow/drain tank suction valve OF419F
service tank valve is normally kept open. from the waste oil service tank and returned to the same
Closed FO purifier sludge tank suction valve OF421F tank. When the incinerator waste oil tank achieves the correct
c) Open the suction and discharge valves on the generator engine temperature, the waste oil is ready to burn in the incinerator.
Closed Sludge pump discharge valve to separated oil tank BG305F
DO pump. These valves are normally left open.
Closed Shore discharge valves
i) Start the incinerator operating (see section 2.14.6 Incinerator
d) Close the generator engine MGO pump discharge line valve Open Sludge pump discharge line valve BG306F and Garbage Disposal).
to the generator engines and open the discharge valve to the
incinerator DO service tank line. Open Incinerator waste oil tank inlet valve OF357F
j) When the incinerator is warmed through on diesel oil, open the
incinerator waste oil return valve OF356F and supply valve
e) Open the incinerator MGO service tank inlet valve OD353F c) Start the sludge pump from the local position on AUTO
OF355F. Close the waste oil recirculation valve OF354F.
and ensure that the filling valve OD357F to the emergency by pressing the START pushbutton. The pump will stop
generator MGO tank is closed and that the topping up generator automatically when the level in the waste oil service tank
The incinerator is now able to burn waste oil.
DO tank filling valve is closed. reaches the stop level switch. The incinerator waste oil tank
overflows to the separated bilge oil tank in the event of the
f) Start the generator engine MGO pump either locally or remotely pump not stopping.
from the control room console and transfer the desired quantity
of gas oil to the incinerator MGO service tank. Any excess will Note: If the contents of the sludge tanks, separated oil tank or scavenge drain
overflow back to the MGO service tank through a spill line. tank are to be transferred to the incinerator waste oil tank the procedure is the
same except for the setting of the sludge pump suction valves.
Issue: 3 IMO No. 9297345 Section 2.6.4 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.6.5a Emergency Generator Fuel System
To / From Incinerator Deck Filling Connection
Diesel Oil Service Tank
B Deck
Abnormal Run Start Alarm
XA XI SA
1138 1135 1136
Emergency Generator Engine
OD357F
OD406F Emergency Generator
Engine Diesel Oil Service Tank
(2.5m3)
OD407F LAL OD371F
1140
To / From
Topping Up
From
Inert Gas
Compressed Air OF427F
Generator
Diesel Oil To Auxiliary
Service Tank Boiler
MGO
Service To Bilge Primary
From Generator
Tank Tank
Engine
(39.2m3) To Main Engine and Generator Engine
From Diesel Oil
OD101F OD102F Fuel Oil Supply Pumps
CJC Filter
Generator Engine Diesel Oil Pump
(1.5m3/h x 7kg/cm2)
XA PI PI
1005
Generator Engine Emergency
PI
Diesel Oil Pump
XA PI
1006 (1m3/h x 5.5kg/cm2)
(Blackout) Key
PI
To Generator Diesel Oil
Engines
Compressed Air
Generator Engine Emergency Diesel Oil Pump
(1.5m3/h x 7kg/cm2)
Issue: 3 IMO No. 9297345 Section 2.6.5 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.6.5 Emergency Generator Fuel Oil System Procedure for Transferring Diesel Oil to the Emergency Diesel
Generator Service Tank using the Generator Engine Diesel Oil
Emergency Generator Engine Diesel Oil System Pump
The emergency generator engine uses MGO which is stored in the emergency a) Check the level of MGO in the emergency diesel generator
diesel generator oil storage tank. This tank has a capacity of 2.5m3 which is MGO service tank and determine the amount of MGO to be
sufficient for 24 hours full load running of the emergency generator. transferred.
The service tank is normally filled via a filling line located above the tank on b) Open the emergency diesel generator service tank filling valve
B deck from oil drums but can be filled in an emergency from the engine room OD357F and remove the blank at the valve if it has not already
generator diesel oil pumps. been removed. Ensure the incinerator MGO service tank inlet
valve, OD353F, is closed.
The correct grade of fuel must be used when the ship is operating in cold
climate conditions. c) Ensure that the filling valves for the topping up generator tank
and the Incinerator MGO tank are closed.
Procedure for Transferring Diesel Oil to the Emergency Diesel d) Open the MGO service tank quick-closing outlet valve OD101F
Generator Service Tank and the generator engine pump suction valve. These valves are
normally left open.
a) Check the level of oil in the emergency generator engine MGO
service tank and determine how much MGO is to be added. e) Close the generator engine pump discharge line valve to the
generator engines and open the discharge line valve to the
b) Ensure that oil spill precautions are taken. incinerator and emergency generator engine tanks.
c) Open the filling connection at B deck and connect the filling f) Start the generator engine MGO pump and transfer the required
hose from the hand transfer pump which has the suction pipe amount of diesel oil to the emergency generator service tank.
located in the drum containing the MGO. The tank will overflow back to the service tank when full and
this can be witnessed at the sight glass located near the pump.
d) Operate the hand pump until the required quantity of MGO has
been transferred. g) When the transfer is complete stop the pump and close the
emergency generator MGO service tank filling valve and
e) Remove the hose and close the filling connection. replace the blank. Close the generator engine MGO pump line
valve to the incinerator and emergency generator MGO tanks
f) Remove the hand pump suction line from the drum, close the and re-open the line valve to the generator engines.
drum and lash the drum securely.
The tank is fitted with a self-closing sludge cock for draining water from the
tank and if over filled overflows back to the MGO service tank.
Issue: 3 IMO No. 9297345 Section 2.6.5 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.1a Fuel Oil Filling and Transfer System OD501F
Vacuum Break
Spill Tank Located OF5 OF5
OD513F 2 on Bunker 02F 01F
Set 5.0kg/cm Manifold (Port)
OF420F
Air
OF511F OF517F OF514F OF512F Blow
OF515F OD511F
OF513F
Upper LIAHL TIAH LAHH LIAHL TIAH LAHH LIAHL TIAH LAHH LAHH TIAH LIAHL LI
Deck CMS 1633 CCC CMS 1639 CCC CMS 1642 CCC CCC 1636 CMS CMS OD4
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm2
(Starboard)(1268.9m3) OF5 OF5
No.1 Heavy No.2 Fuel Oil ling No.2 Heavy OF OF 04F 03F
OF401F Fuel Oil Storage Tank OF403F Fuel Oil OF406F OF405F 401F 402F
Storage Tank Gas Oil OD502F
OF4 Storage Tank (Port) OF4
OF404F (Starboard) Storage Tank
02F (Port) (664.9m3) 08F Spill Tank Located
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI 07F Manifold (Starboard)
From Boiler 3rd Deck
OF0 Return Pipe OD001F
04F LI LI
LI 1604
LI 1604
OF001F OF002F LAH LI
LS LAH LS LS 1609
1616 1610
OF003F
Heavy Fuel
Oil Service Tank No.2 Heavy Fuel No.1 Heavy Fuel
(Starboard) Oil Settling Tank Oil Settling Tank
LAH OD006F
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602
TIAH OF410F
OF411F OF412F 1612 Gas Oil OD005F
OF409F
OF413F Service Tank
TI LAL TI LAL
To Bilge Primary 1617 1611 (34.4m3)
OD403F
Tank OF414F TIAH LAL
TI LS LS
OD008F 1606 1605
LS
TIAH LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF020F 04F
OF0 OF0
14F 12F
Auto
Stop
OF016F OF010F OF018F OD004F
Auto
ST-SP PI PI
Gas Oil
OF0 Transfer Pump
To Bilge 11F (10m3/h x
XI XA XI XA From Gas Oil
Primary Tank 0213 0213 PI PI 0214 0214 3.0kg/cm2)
Service Tank
Heavy Fuel Oil Purifier Line
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Fuel Oil
Supply Unit From Main Engine
Pressurised Fuel Oil Piping
Drain Line Leakage
OF006F OF017F
For Sea Trial
Key OF419F OF005F OF428F
To Sludge Pump From Other
LAH OF007F
Heavy Fuel Oil TI TI LI LIAH Drain Lines
1621 CMS OF418F
Gas Oil
Bilge TIAH Fuel Oil Overflow/Drain Tank
1631 (44.5m3)
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 1 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.7 Fuel Oil and Diesel Oil Transfer valve set to operate at 5.0kg/cm2, the discharge from which flows into the FO Fuel Oil System Tanks
Systems overflow/drain tank.
Heavy Fuel Oil Tanks
There is one heavy fuel oil transfer pump which is used to transfer HFO from Compartment Capacities (SG 0.980)
2.7.1 Fuel Oil and Diesel Oil Bunkering and
the bunker tanks to the HFO settling tanks at a maximum rate of 25m3/h and a Volume 100% (m3) Weight 95% (m3)
Transfer System
pressure of 3.0kg/cm2. The marine gas oil (MGO) transfer pump has a capacity No.1 HFO storage tank (stbd) 1,268.9 1,205.5
of 10m3/h at a pressure of 3.0kg/cm2 and is dedicated to the transfer of MGO
Heavy Fuel Oil Transfer Pump from the MGO storage tank and the port side HFO/MGO storage tank to the No.2 HFO storage tank (stbd) 416.5 395.7
MGO service tank. In an emergency it is possible to use the pump dedicated to No.1 HFO storage tank (port) 1,193.1 1,133.5
Maker: Taiko Kikai Industries
MGO for HFO pumping, and the HFO pump for MGO, provided that blanks No.2 HFO/MGO storage tank (port) 664.9 631.7
Model: VG-25MA are removed.
No. of sets: 1
No.1 HFO settling tank 93.2 88.5
Capacity: 25m3/h at 3.0kg/cm2 and 1,200 rpm The HFO transfer pump is started and stopped automatically by means of
level switches on the HFO settling tanks: the operating tank being selected No.2 HFO settling tank 81.7 77.6
as required at the pump’s group starter panel on the main switchboard. The HFO service tank 82.3 78.2
Marine Gas Oil Transfer Pump MGO transfer pump is stopped automatically by means of a level switch on HFO overflow tank 44.5
Maker: Taiko Kikai Industries the MGO service tank. HFO is transferred to the HFO service tank by the HFO Total: 3,800.6 3,610.6
Model: NHG-10MA separators.
No. of sets: 1
A FO overflow/drain tank of 44.5m3 capacity has been provided and is Preparation and Procedure for the Loading and Transfer of
Capacity: 10m3/h at 3.0kg/cm2 and 1,200 rpm designed to collect the overflow from the HFO settling tanks in the event of Bunkers
an overfill. The MGO service and storage tanks also overflow to this tank.
The HFO transfer pump is used to pump its contents up to the HFO bunker or Prior to bunkering, the Chief Engineer should confirm that the specification
Introduction settling tanks. of the fuel oil being delivered is the same as that ordered and that the quantity
Heavy fuel oil (HFO) for use on board is stored in four HFO bunker tanks as being supplied is also that which was requested.
Fuel oil can be transferred from one bunker tank to another for trim or other
shown in illustration 2.7.1a.
purposes, using the transfer pump and the bunkering line. The settling and Before and during bunkering, the following steps should be complied with:
service tanks can also be drained to the overflow tank provided that blanks are
Note: The No.2 HFO storage tank (port) has been retrospectively converted removed. a) The purpose of this procedure is to ensure that bunkers of the
into a fuel oil storage tank that can be loaded with either HFO or MGO. This
correct specification and quantity are received on board in a safe
is to ensure the vessel has the ability to carry sufficient MGO when operating The outlet valves from the fuel tanks are all remote operated quick-closing and efficient manner, which minimises the risk of pollution.
for extended periods in restricted exhaust gas emission areas. valves with a collapsible bridge which are pneumatically operated from the fire
control station. After being tripped, the valves must be reset locally. Each tank b) Shore and barge tanks should be checked for water content.
CAUTION is also fitted with a self-closing test cock to test for and drain any water present.
If the No.2 fuel oil storage tank (port) is to be loaded with MGO, Tundishes under these test cocks drain any liquid to the bilge primary tank. c) Representative samples are to be drawn using the continuous
the steam supply and condensate return lines MUST be isolated and drip method for the duration of the loading operation and they
blanked as detailed in section 2.2.5 of this manual. All of the tanks are provided with local temperature gauges but in addition, are to be immediately dispatched for laboratory analysis.
remote level and temperature indicators are fitted in the control room. The
From the bunker tanks the HFO is transferred to two settling tanks where it is tanks also have an overfill alarm. d) Where possible, new bunkers are to be segregated on board
allowed to settle prior to being purified into the service tank. HFO is supplied prior to use until results of the laboratory analysis are received.
to the main engine and generator engines from this service tank. The boilers All HFO tanks are fitted with heating coils with the steam being supplied
can be supplied from either the settling tanks or the service tank. at 7.5kg/cm2 from the heating steam system. Whenever the No.2 port fuel e) No internal transferring of bunkers should take place during
oil storage tank is being used to carry MGO instead of HFO, the steam feed bunker loading operations unless permission has been obtained
The HFO and HFO/MGO bunker tanks are filled from a fuel oil bunkering and condensate return lines to the heating coils must be isolated and blanked. from the Chief Engineer.
line located at the cargo manifolds on the port and starboard sides of the ship. Condensate from the heating coils flows to the atmospheric dump condenser
There are two connections to each manifold at the midship point. Sampling and then to the feed filter tank via an oil detector and observation tank. All f) The Chief Engineer should calculate the estimated finishing
valves are fitted at each bunker pipe connection point before the bunkering HFO transfer lines are trace heated by steam also at 7.5kg/cm2. ullages/dips, prior to the starting of loading.
manifold valve on each pipe. The bunkering line is fitted with a pressure relief
g) HFO/MGO storage tanks should not exceed 95% full.
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 2 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.1a Fuel Oil Filling and Transfer System OD501F
Vacuum Break
Spill Tank Located OF5 OF5
OD513F 2 on Bunker 02F 01F
Set 5.0kg/cm Manifold (Port)
OF420F
Air
OF511F OF517F OF514F OF512F Blow
OF515F OD511F
OF513F
Upper LIAHL TIAH LAHH LIAHL TIAH LAHH LIAHL TIAH LAHH LAHH TIAH LIAHL LI
Deck CMS 1633 CCC CMS 1639 CCC CMS 1642 CCC CCC 1636 CMS CMS OD4
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm2
(Starboard)(1268.9m3) OF5 OF5
No.1 Heavy No.2 Fuel Oil ling No.2 Heavy OF OF 04F 03F
OF401F Fuel Oil Storage Tank OF403F Fuel Oil OF406F OF405F 401F 402F
Storage Tank Gas Oil OD502F
OF4 Storage Tank (Port) OF4
OF404F (Starboard) Storage Tank
02F (Port) (664.9m3) 08F Spill Tank Located
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI 07F Manifold (Starboard)
From Boiler 3rd Deck
OF0 Return Pipe OD001F
04F LI LI
LI 1604
LI 1604
OF001F OF002F LAH LI
LS LAH LS LS 1609
1616 1610
OF003F
Heavy Fuel
Oil Service Tank No.2 Heavy Fuel No.1 Heavy Fuel
(Starboard) Oil Settling Tank Oil Settling Tank
LAH OD006F
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602
TIAH OF410F
OF411F OF412F 1612 Gas Oil OD005F
OF409F
OF413F Service Tank
TI LAL TI LAL
To Bilge Primary 1617 1611 (34.4m3)
OD403F
Tank OF414F TIAH LAL
TI LS LS
OD008F 1606 1605
LS
TIAH LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF020F 04F
OF0 OF0
14F 12F
Auto
Stop
OF016F OF010F OF018F OD004F
Auto
ST-SP PI PI
Gas Oil
OF0 Transfer Pump
To Bilge 11F (10m3/h x
XI XA XI XA From Gas Oil
Primary Tank 0213 0213 PI PI 0214 0214 3.0kg/cm2)
Service Tank
Heavy Fuel Oil Purifier Line
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Fuel Oil
Supply Unit From Main Engine
Pressurised Fuel Oil Piping
Drain Line Leakage
OF006F OF017F
For Sea Trial
Key OF419F OF005F OF428F
To Sludge Pump From Other
LAH OF007F
Heavy Fuel Oil TI TI LI LIAH Drain Lines
1621 CMS OF418F
Gas Oil
Bilge TIAH Fuel Oil Overflow/Drain Tank
1631 (44.5m3)
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 3 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
h) Any bunker barges attending the vessel are to be safely moored w) Prior to bunkering, the operation must be discussed with the e) Establish effective communication between the control room
alongside before any part of the bunker loading operation bridge team where any matters which are likely to interfere and the bunker barge or bunkering shore station.
begins. with bunkering must be raised. All shipboard personnel must be
made aware that bunkering is to take place. f) Signal to the bunker barge or shore station to commence
i) The overfill level alarms fitted to bunker tanks should be tested bunkering fuel oil at an agreed slow rate.
prior to any bunker loading operations. CAUTION
At least one bunker tank filling valve must be fully open at all times g) Check the ship to barge or shore connection and pipeline for
j) Verify that all lines are sound, by visual inspection. during the bunkering operation. leaks.
k) Complete the pre-transfer checklist. Relevant information is to be entered in the Oil Record Book on completion h) Check that fuel oil is flowing into the required fuel oil storage
of loading. tank(s), and not to any other tank. Check that the drip sampler
l) All personnel involved should be aware of the contents of the unit is operating at the required rate.
Chief Engineer’s bunker loading plan.
Procedure to Load HFO Bunkers from Shore/Barge i) Increase bunkering to the agreed maximum rate for the line
m) The Chief Engineer is responsible for bunker loading operations, which is 700m3/h for HFO.
assisted at all times by a sufficient number of officers and a) At the bunker connection to be used, remove the blank and
ratings to ensure that the operation is carried out safely. connect the bunkering hose. Ensure that the joint being used is j) As the level in the first fuel oil bunker tank approaches 90%,
in good condition. close in the filling valve to top up the tank slowly, then close
n) A watch for signs of leakage should be kept at the manifold the filling valve completely when the required level is reached.
during loading. b) Ensure that the blanks on the other bunkering connections are Always ensure another bunker tank filling valve is open before
secure and that the valves are closed, with drain and sampling closing in to top a tank off.
o) All personnel involved should be in radio contact, the radios valves closed, also that the drip tray is empty and drain closed.
being tested prior to the bunkering operation. k) Repeat the above until only two tanks remain open, then signal
c) Open the filling valve(s) on the fuel oil bunker tanks to be filled to bunker barge/shore to reduce the pumping rate.
p) The maximum pressure in the bunker line should be below and check that any spectacle blanks fitted in the line are in the
5.0kg/cm2, at which point the line relief valve will discharge to open position. l) When filling the final tank, signal a further flow reduction until
FO overflow/drain tank. the tank is at the required level and then signal to stop.
Description Valve
q) Safe means of access to barges/shore shall be used at all times. m) Close the valve at the bunkering connection.
No.1 HFO storage tank (starboard) OF512F
r) Scuppers and save-alls (including those around bunker tank No.2 HFO storage tank (starboard) OF514F n) Open the vent at the bunkering connection and allow the hose
vents) should be effectively plugged. to drain back to the supplier.
No.1 HFO storage tank (port) OF511F
s) Drip trays are provided at bunker hose connections. No.2 FO storage tank (port) OF513F o) Disconnect the hose connection and replace the blank.
t) Oil spill containment and clean up equipment must be deployed d) Open the valve at the selected bunkering connection at the cargo p) Close the tank filling valves.
and ready for use. manifold and the filling line isolating valve. Ensure that the tank
filling valve OD513F for MGO to the No.2 fuel oil storage tank q) Collect and label samples and send ashore for laboratory
u) Loading should start at the agreed minimum loading rate. Only (port) is closed and the line blank is in the closed position. testing.
upon confirmation of no leakage and fuel going only into the
nominated tanks, should the loading rate be increased. Description Valve r) When the oil bunkering is completed close all valves and record
the transfer in the Oil Record Book.
v) When topping off, the flow of oil to the tank in question should HFO manifold port forward OF501F
be reduced by diverting the flow of oil to another tank. In the HFO manifold port aft OF502F
case of the final tank, the loading rate should be reduced to the
agreed minimum at least 20 minutes before the finishing ullage HFO manifold starboard forward OF503F
is reached. HFO manifold starboard aft OF504F
Line isolating valve (for HFO) OF517F
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 4 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
OD501F
Illustration 2.7.1b Fuel Oil Transfer System Vacuum Break
Spill Tank Located OF5 OF5
OD513F 2 on Bunker 02F 01F
Set 5.0kg/cm Manifold (Port)
OF420F
Air
OF511F OF517F OF514F OF512F Blow
OF515F OD511F
OF513F
Upper TIAH
LIAHL LAHH LIAHL TIAH LAHH LIAHL TIAH LAHH LAHH TIAH LIAHL LI
Deck CMS 1633 CCC CMS 1639 CCC CMS 1642 CCC CCC 1636 CMS CMS OD4
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm2
(Starboard)(1268.9m3) OF5 OF5
No.1 Heavy No.2 Fuel Oil ling No.2 Heavy OF OF 04F 03F
OF401F Fuel Oil Storage Tank OF403F Fuel Oil OF406F OF405F 401F 402F
Storage Tank Gas Oil OD502F
OF4 Storage Tank (Port) OF4
OF404F (Starboard) Storage Tank
02F (Port) (664.9m3) 08F Spill Tank Located
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI 07F Manifold (Starboard)
From Boiler 3rd Deck
OF0 Return Pipe OD001F
04F LI LI
LI 1604
LI 1604
OF001F OF002F LAH LI
LS LAH LS LS 1609
1616 1610
OF003F
Heavy Fuel
Oil Service Tank No.2 Heavy Fuel No.1 Heavy Fuel
(Starboard) Oil Settling Tank Oil Settling Tank
LAH OD006F
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602
TIAH OF410F
OF411F OF412F 1612 Gas Oil OD005F
OF409F
OF413F Service Tank
TI LAL TI LAL
To Bilge Primary 1617 1611 (34.4m3)
OD403F
Tank OF414F TIAH LAL
TI LS LS
OD008F 1606 1605
LS
TIAH LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF020F 04F
OF0 OF0
14F 12F
Auto
Stop
OF016F OF010F OF018F OD004F
Auto
ST-SP PI PI
Gas Oil
OF0 Transfer Pump
To Bilge 11F (10m3/h x
XI XA XI XA From Gas Oil
Primary Tank 0213 0213 PI PI 0214 0214 3.0kg/cm2)
Service Tank
Heavy Fuel Oil Purifier Line
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Fuel Oil
Supply Unit From Main Engine
Pressurised Fuel Oil Piping
Drain Line Leakage
OF006F OF017F
For Sea Trial
Key OF419F OF005F OF428F
To Sludge Pump From Other
LAH OF007F
Heavy Fuel Oil TI TI LI LIAH Drain Lines
1621 CMS OF418F
Gas Oil
Bilge TIAH Fuel Oil Overflow/Drain Tank
1631 (44.5m3)
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 5 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Procedure for the Transfer of Heavy Fuel Oil from the d) Start the fuel oil transfer pump manually at the local control e) Start the HFO transfer pump manually and check that HFO is
Storage Tanks to the Settling Tank(s) using the Heavy Fuel Oil panel. being pumped between the correct bunker tanks.
Transfer Pump
e) Check that fuel oil is being correctly transferred, i.e. that it is f) When the desired amount of HFO has been transferred stop the
being transferred from the required storage tank to the No.2 HFO transfer pump and close all valves.
Under normal circumstances the HFO transfer pump is set to automatic
HFO settling tank.
operation to fill the HFO settling tank(s). The pump is started and stopped
by float switches in the tank. Pump and line valves will be set to allow for
f) Stop the pump when the required amount of oil has been Marine Gas Oil System
automatic operation; one of the two HFO settling tanks is selected as the
transferred.
automatic operating tank, the operating tank being selected as required at the There is one marine gas oil (MGO) storage tank (130.9m3), one fuel oil storage
pump’s group starter panel on the main switchboard. The duty engineer must tank (664.9m3) that can be loaded with either HFO or MGO and one MGO
g) Close all valves at the end of the operation.
ensure that there is sufficient HFO in the operating HFO storage tank when service tank (34.4m3). The MGO is transferred from the storage tanks to the
the vessel is operating in UMS mode. If there is insufficient HFO the engineer service tank using the MGO transfer pump or by using the CJC filter separator
Under normal operation the transfer pump will remain lined up to the selected
must be prepared to change over HFO storage tanks. detailed in section 2.7.2. The CJC filter separator would normally be used to
operating settling tank and it will be selected for automatic operation at the
pump controller. The pump will start and stop automatically, controlled by the filter diesel oil from the MGO service tank and return it to that tank.
The procedure below is for manual transfer of HFO to the HFO settling tanks.
settling tank level switches.
The procedure assumes that No.2 HFO settling tank is selected and that the The MGO storage tank and the No.2 fuel oil storage tank are filled from a
transfer pump is switched for automatic operation. dedicated MGO bunkering line located at the cargo manifolds on the port and
Procedure for the Transfer of Heavy Fuel Oil between the starboard side of the vessel. The bunkering line is fitted with a relief valve
a) Check the levels in the tanks from which oil is to be taken and Bunker Tanks set at 5.0kg/cm2 and discharges into the MGO storage tank. The No.2 fuel oil
to which oil is to be transferred. Calculate the amount to be storage tank filling line has been fitted with an isolating valve OD513F and a
transferred HFO may be transferred between bunker tanks if required in order to adjust the spectacle blank that is used to prevent cross contamination between the HFO
trim of the vessel. The procedure is similar to that for manual transfer of HFO and MGO systems.
b) Open the suction valves from the bunker tank to be transferred. from bunker tanks to the HFO settling tank.
It has been assumed that the No.2 fuel oil storage tank (port) has CAUTION
been loaded with HFO. a) Follow steps a) to c) in the above procedure selecting the valves The (port) No.2 fuel oil storage tank can be loaded with either HFO
for the tank from which HFO is to be transferred and the pump or MGO. Before changing use from HFO to MGO, the tank must be
Description Valve which is to be used for the transfer. isolated and thoroughly cleaned of any HFO and sediment to prevent
HFO overflow tank OF007F contamination of the entire MGO system.
b) Set the HFO transfer pump discharge valves as in the following
No.1 HFO storage tank (port) OF001F table. The transfer pump is used to transfer oil from the storage tank to the service
No.2 FO storage tank (port) OF002F and OF20F tank at a rate of 10m3/h and a pressure of 3.0kg/cm2. The pump is normally
No.1 HFO storage tank (starboard) OF003F Position Description Valve started manually and stopped automatically by a level switch in the service
Open HFO transfer pump discharge valve OF010F tank but may also be operated completely manually if required.
No.2 HFO storage tank (starboard) OF004F
Port tanks line suction valve OF005F Open HFO transfer pump discharge valve to bunker tanks OF016F The MGO service tank overflows to the FO overflow drain tank.
Starboard tanks line suction valve OF006F Open Bunker line supply valve OF515F
Closed No.1 HFO settling tank inlet OF013F Preparation for the Operation of Bunkering Diesel Oil
c) Open the HFO transfer pump discharge valves and HFO settling Closed No.2 HFO settling tank inlet OF015F
tank valves as in the following table. The procedures for bunkering MGO are as described for HFO and should be
followed.
c) Open the filling valve for the bunker tank to which HFO is to
Position Description Valve be transferred. Ensure valve OF517F is open if transferring to
the No.2 FO storage tank (port). Check that all other bunker line To Load Bunkers From Shore/Barge
Open HFO transfer pump discharge valve OF010F
valves are closed and that the blanks are securely attached at the At the bunker connection to be used, remove the blank and connect the
Closed HFO transfer pump discharge valve to bunker tanks OF016F bunker station. bunkering hose. Arrange a drip tray beneath the connection.
Closed No.1 HFO settling tank inlet OF013F
d) Determine how much HFO is to be transferred.
Open No.2 HFO settling tank inlet OF015F
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 6 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.1c Gas Oil Transfer System OD501F
Vacuum Break
Spill Tank Located OF5 OF5
OD513F 2 on Bunker 02F 01F
Set 5.0kg/cm Manifold (Port)
OF420F
Air
OF511F OF517F OF514F OF512F Blow
OF515F OD511F
OF513F
Upper TIAH
LIAHL LAHH LIAHL TIAH LAHH LIAHL TIAH LAHH LAHH TIAH LIAHL LI
Deck CMS 1633 CCC CMS 1639 CCC CMS 1642 CCC CCC 1636 CMS CMS OD4
Set 05F
Samp- No.1 Heavy Fuel Oil Storage Tank 5.0kg/cm2
(Starboard)(1268.9m3) OF5 OF5
No.1 Heavy No.2 Fuel Oil ling No.2 Heavy OF OF 04F 03F
OF401F Fuel Oil Storage Tank OF403F Fuel Oil OF406F OF405F 401F 402F
Storage Tank Gas Oil OD502F
OF4 Storage Tank (Port) OF4
OF404F (Starboard) Storage Tank
02F (Port) (664.9m3) 08F Spill Tank Located
OF4 (416.5m3) (130.9m3) on Bunker
(1193.1m3) TI TI 07F Manifold (Starboard)
From Boiler 3rd Deck
OF0 Return Pipe OD001F
04F LI LI
LI 1604
LI 1604
OF001F OF002F LAH LI
LS LAH LS LS 1609
1616 1610
OF003F
Heavy Fuel
Oil Service Tank No.2 Heavy Fuel No.1 Heavy Fuel
(Starboard) Oil Settling Tank Oil Settling Tank
LAH OD006F
(82.3m3) (Starboard) (81.7m3) (Starboard) (93.2m3) 1602
TIAH OF410F
OF411F OF412F 1612 Gas Oil OD005F
OF409F
OF413F Service Tank
TI LAL TI LAL
To Bilge Primary 1617 1611 (34.4m3)
OD403F
Tank OF414F TIAH LAL
TI LS LS
OD008F 1606 1605
LS
TIAH LAL
OF417F 1618 OF0 OF4 OF0 OF415F 1603 OD4
15F 16F 13F
OF020F 04F
OF0 OF0
14F 12F
Auto
Stop
OF016F OF010F OF018F OD004F
Auto
ST-SP PI PI
Gas Oil
OF0 Transfer Pump
To Bilge 11F (10m3/h x
XI XA XI XA From Gas Oil
Primary Tank 0213 0213 PI PI 0214 0214 3.0kg/cm2)
Service Tank
Heavy Fuel Oil Purifier Line
Transfer Pump
(25m3/h x 3.0kg/cm2) OF008F OD002F
From Fuel Oil
Supply Unit From Main Engine
Pressurised Fuel Oil Piping
Drain Line Leakage
OF006F OF017F
For Sea Trial
Key OF419F OF005F OF428F
To Sludge Pump From Other
LAH OF007F
Heavy Fuel Oil TI TI LI LIAH Drain Lines
1621 CMS OF418F
Gas Oil
Bilge TIAH Fuel Oil Overflow/Drain Tank
1631 (44.5m3)
Electrical Signal
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 7 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
a) Ensure that the blanks on the other bunkering connections are k) As the level in the storage tank approaches 90%, signal to the Position Description Valve
secure and that the valves are closed. Ensure that the drain and barge/shore to further reduce the flow rate until the tank is 95%
Open MGO transfer pump suction valve OD002F
sampling valves are closed. full and then signal to stop.
Open MGO transfer pump discharge valve to
b) Open the filling valve on the MGO storage tank OD511F. l) Close the valve at the bunkering connection. MGO service tank OD004F
Open MGO service tank filling valve OD005F
Note: Normally the MGO storage tank will be filled when bunkering but it m) Open the vent at the bunkering connection and allow the hose
to drain back to the supplier. Closed MGO transfer pump line valve to HFO tanks OF018F
is possible to fill the MGO service tank by opening the MGO service tank
filling valve OD005F and the line valve OD006F between the MGO transfer Closed MGO transfer pump line valve to bunker line OD006F
pump and the bunker line. n) Disconnect the hose connection and replace the blank.
Closed No.2 FO storage tank (port) valve (assuming that the FO
o) Close all the tank filling valves. storage tank is loaded with MGO and the lines set)
c) If MGO is to be loaded into the No.2 FO storage tank (port),
the tank must be thoroughly cleaned then valve OD513F OF002F
and its associated spectacle blank opened. To prevent cross p) Collect and label samples and send ashore for laboratory
Closed MGO/HFO cross over valve (and spectacle blank) OF017F
contamination the HFO bunkering line valve OF517F must testing.
be closed and its spectacle blank swung round to the closed
q) When the oil bunkering is completed, close all valves and c) Start the MGO transfer pump.
position. Confirm that valve OF513F is open.
record the transfer in the Oil Record Book.
d) Check that MGO is being correctly transferred.
d) Open the valve at the bunkering connection at the cargo
manifold: OD501F at the port manifold or OD504F at the Diesel Oil System Tanks The transfer pump will stop automatically when the service tank reaches the
starboard manifold.
Compartment Capacities (S.G. 0.900) required level provided that the pump is selected for automatic operation.
e) Check that the correct valves are open for the tank to be filled. Volume 100% (m3) Weight 95% (m3)
e) Alternatively, stop the pump when the required amount of oil
GO storage tank 130.9 124.4 has been transferred.
Description Valve No.2 fuel oil storage tank (port) 664.9 631.6
No.2 FO storage tank (port) OF513F MGO service tank 34.4 32.7 From the No.2 Fuel Oil Storage Tank (664.9m3) to the Gas Oil Storage
Gas oil storage tank OD511F Total: 830.2 m3 788.7 m3 Tank
All of the outlet valves on the diesel tanks are remotely operated quick-closing Note: The following description has assumed that the MGO is being
f) Establish effective communication between the control room transferred from the port side No.2 FO storage tank (port) to the gas oil
and the bunkering barge/shore station. valves with a collapsible bridge which are pneumatically operated from the fire
control station. After being tripped from the fire control station the valves must service tank so that it can be processed on a closed loop cycle through the
be reset locally. The service tank is fitted with a self-closing test cock to test CJC filter as detailed in section 2.7.2. It has also assumed that MGO has been
g) Signal to the barge/shore station to commence bunkering diesel loaded into the No.2 FO storage tank (port) and that the HFO supply valve
oil at an agreed slow rate. for the presence of water and to drain any water present. Tundishes under the
self-closing test cocks drain any liquid to the bilge primary tank. OF020F and associated spectacle blank are closed.
h) Check the ship to barge/shore connection and pipeline for leaks. a) Open the suction valve at the No.2 FO storage tank (port)
All of the tanks are provided with local indication, plus remote level/capacity
indication on the UCS 2100 FO Transfer System screen display and the Saab OF002F.
i) Check that MGO is flowing into the required storage tank(s),
and not to any other tank. tank radar system miscellaneous screen display. The storage tanks also have
an independent overfill alarm set at 98.5% capacity. b) Set the pump valves and the tank filling valves as in the
following table.
j) Increase bunkering to the agreed maximum rate.
To Transfer MGO Using the Gas Oil Transfer Pump Position Description Valve
Note: The maximum loading rates for MGO are as follows:
From the Gas Oil Storage Tank (130.9m3) to the Service Tank Open MGO isolating valve (and spectacle blank) OD008F
• For the MGO storage tank (starboard), the rate is: 75m3/h
a) Open the suction valve at the MGO storage tank OD001F. Closed MGO/HFO cross over valve (and spectacle blank) OF017F
• For No.2 FO/MGO storage tank (port), the rate is: 700m3/h
b) Set the pump valves and the tank filling valves as in the Open MGO transfer pump suction valve OD002F
• The maximum line pressure at the manifold is not to exceed
following table. Open MGO transfer pump discharge valve to
3.0kg/cm2
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 8 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.1d Emergency Generator Gas Oil Transfer System
To / From Incinerator Deck Filling Connection
Gas Oil Service Tank
B Deck
Abnormal Run Start Alarm
XA XI SA
1138 1135 1136
Emergency Generator Engine
OD357F
OD406F Emergency Generator
Engine Gas Oil ServiceTank
(2.5m3)
OD407F LAL OD371F
1140
To Auxiliary
Boiler
To / From Topping Up From
Inert Gas Generator Compressed Air
OF427F
Gas Oil Service Tank
Gas Oil
From Generator Service To Bilge Primary
Engine Tank Tank
(34.4m3) To Main Engine and Generator Engine
From Gas Oil
OD101F OD102F Fuel Oil Supply Pumps
CJC Filter
Generator Engine Gas Oil Pump
(1.5m3/h x 7kg/cm2)
XA PI PI
1005
Generator Engine Emergency
PI
Gas Oil Pump
XA PI
1006 (1m3/h x 5.5kg/cm2)
(Blackout) Key
PI
To Generator Gas Oil
Engines
Compressed Air
Generator Engine Emergency Gas Oil Pump
(1.5m3/h x 7kg/cm2)
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 9 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Open MGO service tank filling valve OD005F The emergency generator service tank may be filled in an emergency, from the
MGO service tank by the generator engine MGO pump. If overfilled, the tank
Closed MGO transfer pump line valve to HFO tanks OF018F
overflows back to the main MGO service tank.
Closed MGO transfer pump line valve to bunker line OD006F
Closed MGO storage tank suction valve OD001F The emergency generator service tank is also fitted with a self-closing sludge
cock for draining water from the tank down to the bilge primary holding
tank.
c) Start the MGO transfer pump.
d) Check that MGO is being correctly transferred. Procedure for Transferring Diesel Oil to the Emergency Diesel
Generator Service Tank using the Generator Engine Diesel Oil
The transfer pump will stop automatically when the service tank reaches the Pump
required level provided that the pump is selected for automatic operation.
a) Check the level of MGO in the emergency diesel generator
e) Alternatively, stop the pump when the required amount of oil service tank and determine the amount of diesel to be
has been transferred. transferred.
b) Open the emergency diesel generator service tank filling
Emergency Generator Fuel Oil System valve OD357F and remove the blank at the valve. Close the
incinerator MGO service tank inlet valve OD353F.
The emergency generator engine uses MGO which is stored in the emergency
diesel generator oil storage tank. The tank has a capacity of 2.5m3 which is
c) Open the MGO service tank quick-closing outlet valve OD101F
sufficient for 24 hours full load running of the emergency diesel generator
and the generator engine MGO pump suction valve. These
engine.
valves are normally left open.
The emergency generator engine MGO service tank is normally filled via a
d) Close the generator engine MGO pump discharge line valve to
filling line located above the tank on B deck. The tank is filled from oil drums
the generator engines and open the discharge line valve to the
using a hand pump.
incinerator and emergency generator engine tanks.
Procedure for Transferring Diesel Oil to the Emergency Diesel e) Start the generator engine MGO pump and transfer the required
Generator Service Tank amount of fuel to the emergency diesel generator service tank.
The tank will overflow when full and this can be recognised at
a) Check the level of oil in the emergency generator engine MGO the sight glass located near the pump.
service tank and determine how much MGO is to be added.
f) When the transfer is complete stop the pump and close the
b) Ensure that oil spill precautions are taken. emergency generator service tank filling valve OD357F, and
replace the blank. Close the generator engine MGO pump
c) Open the filling connection at B deck and connect the filling discharge valve to the incinerator and emergency generator line
hose from the hand transfer pump which has the suction pipe and open the line valve to the main generator engines.
located in the drum containing the MGO.
d) Operate the hand pump until the required quantity of MGO has
been transferred.
e) Remove the hose and close the filling connection.
f) Remove the hand pump suction line from the drum, close the
drum and lash the drum securely.
Issue: 3 IMO No. 9297345 Section 2.7.1 - Page 10 of 10
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.2a Fuel Oil and Gas Oil Purifying System
Incinerator Gas Oil Service
Tank Overflow Key
Generator Engine Heavy Fuel Oil
Gas Oil Return
Gas Oil
From Boiler
Heavy Fuel Lubricating Oil
No.1 Heavy Oil Return
Fuel Oil Bilge
Settling Tank
OF051F
Electrical Signal
OF072F
OF053F Set 6.0kg/cm2 Set 6.0kg/cm2
OF054F
(Locked PI PI Automatic Vent
Close) No.2 Heavy PI Chamber
Fuel Oil
Set Set
Settling Tank Heavy Fuel Oil Heavy Fuel Oil CJC Filter
OF052F 98°C 98°C XA
Purifier Heater No.1 Purifier Heater No.2 Separator
Epcon Epcon 1325
(600 litres/hour)
OF
TI TI 071F TI TI
To Boiler
Fuel Oil Heavy Fuel
Oil Service TT TT OD056F OD054F
Service OF201F OF061F
Tank TT OF062F TT
To Water Float
To Main Engine Fuel Oil
To TI TI Chamber
and Generator Engine Overflow /
Fuel Oil
Fuel Oil Server Drain
Overflow / OF065F OF066F
Drain Tank Tank
To Boiler Fuel
Oil Service
OF067F
OF063F (Locked OF064F
Closed) OF070F
For Sampling Heavy Fuel Oil For Sampling
Purifier (OSD 35) OF068F To Fuel Oil
(3,300 litres/h) Overflow /
Drain
Tank
TIAHL TIAHL
To Main Engine, 1305 1306
Generator XA PS XA PS
Engine and 1302 FI 1304 FI
XI
Boiler Gas OD101F Gas Oil 1307 PI PI
Oil Services Service To
PI PI
Tank Upper Sludge
To Gas Oil
Deck Pump
Transfer
Pump OD007F OD051F
(Locked OF056F OF058F From
Lubricating
Closed) OD053F Oil Sludge
No.1 No.2
Heavy Fuel Oil Purifier Tank
Gas Oil Feed Pumps From
Storage (3.3m3/h x 2.5 kg/cm2) Heavy Fuel Oil Heavy Fuel Oil Lubricating Oil
Tank OF060F Purifier (OSD 35) Purifier (OSD 35) Sludge Tank
OD052F
(3,300 litres/h) (3,300 litres/h) OF421F
XI
1308
LIAHL
PI PI 1309
TI
Fuel Oil Purifier To Bilge
OF057F OF059F TIAH Sludge Tank LAH Primary
1632 1310
(5.0m3) OF4 OF4 Tank
22F 23F
To Primary Bilge Tank
Issue: 3 IMO No. 9297345 Section 2.7.2 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
2.7.2 Fuel Oil and Diesel Oil Purifying System The separators are of the self-cleaning type and the bowls automatically open Being of the self-cleaning type, the accumulation of solids within the holding
to discharge sludge at timed intervals. space will be ejected at predetermined intervals depending on the quality of
Fuel Oil Separator the oil. This is achieved automatically by the control panel and a number of
Maker: Westfalia Centrifugal separation is improved when the difference in relative density solenoid valves which will bypass the oil supply and open the bowl for a set
No. of sets: 2 between the fuel, water and solids in the fuel are as great as possible and period of time by the use of high pressure water.
the difference in relative densities can be increased if the temperature of the
Capacity: 3,300 litres/hour fuel being treated is raised. Manufacturer’s recommendations with respect to The C7-623 control unit shown in illustration 2.7.2b is used for the automatic
Model: OSD35-0136-067 design 25 operating temperatures should always be followed. The temperature of the ejection control and condition monitoring of the HFO separator. The control
Motor: 440V, 18.5kW at 3,600 rpm fuel flowing to the separators can be adjusted by the thermostat control on the unit has three modes of operation.
Bowl speed: 8,200 rpm heater control unit.
1) Partial ejections
Separating temperature: 98°C 2) Total ejections
Control panel: Simatic C7-623/P Separator Operation
3) Preselected partial ejections followed by total ejection
Fuel Oil Separator Pumps WARNING
Illustration 2.7.2b Heavy Fuel Oil Purifier Control Panel
Maker: Taiko Kikai Industries Care must be taken when operating the separator system. Hot oil and
No. of sets: 2 steam are present and can result in serious injury if leakage occurs.
There is a fire risk from the presence of hot oil and all precautions must
Model: NHG-4MA
be taken to prevent a fire and to deal with one should an outbreak occur. SIMATIC C7- 623
Capacity: 3,300 litres/h at 2.5kg/cm2 The extinguishing system must be checked frequently. Pa r t i a l E j e c 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
Marine gas oil Off-line Filter Separator CAUTION S e p . T i me : 3600 s 4
D
5
E
6
F
Maker: CJC Filters Centrifuges operate on an automatic sludging system but failure of the A B C
system to effectively discharge sludge can cause overload and subsequent DOWN ALARMS UP 1 2 3
No. of sets: 1
Model: PTU1 27/108 MZ-EPWYZ breakdown of the bowl arrangement which rotates at high speed. After
. 0 +/-
manual cleaning, care is needed to ensure that the bowl is assembled
Type: Filter inserts 2 x 27/27 correctly, as incorrect assembly can result in disintegration at high INS
Capacity: 600 litres/h rotational speed. All operating and maintenance precautions stipulated SF DC5V RUN DIR DEL ESC
by the manufacturer in the maintenance manual must be observed.
BAF FRCE STOP
Pump: 710 litres/h HARD
COPY ACK
Controller ID: 55604/411093
Liquid mixtures and solid/liquid mixtures can be separated by two methods, Program
0
Program
1
L-Test WMS
01
SMS
36
SMS
96
SERIES
1 2
SYSTEM
CHECK
SHIFT
the gravity field of a settling tank or the centrifugal field of a separator bowl.
Introduction Both systems rely on the product components having different densities. Since
SEP FEED SLUDGE PARTIAL HEATER
RELEASE
HELP ENTER
the centrifugal force of a separator is considerably more effective than the
The HFO system operates with two centrifugal separators and the MGO system gravity field of a settling tank it is usual practice to favour the centrifugal
operates with the CJC filter separator fitted with its own circulating pump. force method. The heated dirty oil enters the separator and the centrifugal
force created by the rotating bowl causes the liquid mixture to separate into its With the time dependant program cycle, it is important for high clarifying
For the centrifugal separation of HFO there are two separators. Under normal different constituents within the disc stack. efficiency and to avoid desludging losses and that the separable solids content
circumstances one will be operating to fill the HFO service tank from the HFO in the product do not fluctuate widely. The UNITROL system provides two
settling tanks as fuel is being used by the main and generator engines. The solid particles suspended in the oil settle on the underside of the discs basic monitoring systems.
and slide down into the solid holding space. The smooth disc surfaces allow 1) Water content monitoring system (WMS)
Both HFO purification systems are identical and comprise a centrifugal the solids to slide down and provide self-cleaning of the discs. Each bowl
separator with its own dedicated supply pump and heater. A common sludge assembly is fitted with a separating disc which can be configured in order for 2) Sludge space monitoring system (SMS)
tank is provided for the separator system. The separators have a maximum the separator to act as a clarifier or a separator. There are two locations in the
throughput of 3,300 litres/hour and the supply pumps are rated at 3,300litres/ separating disc in which threaded pins can be inserted. When they are in place The illuminated Liquid Crystal Display (LCD) provides information about
hour at 2.5kg/cm2. the unit acts as a clarifier, when they are removed the unit acts as a separator. the operating and malfunction condition of the separator and displays all the
relevant process data.
Issue: 3 IMO No. 9297345 Section 2.7.2 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
Illustration 2.7.2a Fuel Oil and Gas Oil Purifying System
Incinerator Gas Oil Service
Tank Overflow Key
Generator Engine Heavy Fuel Oil
Gas Oil Return
Gas Oil
From Boiler
Heavy Fuel Lubricating Oil
No.1 Heavy Oil Return
Fuel Oil Bilge
Settling Tank
OF051F
Electrical Signal
OF072F
OF053F Set 6.0kg/cm2 Set 6.0kg/cm2
OF054F
(Locked PI PI Automatic Vent
Close) No.2 Heavy PI Chamber
Fuel Oil
Set Set
Settling Tank Heavy Fuel Oil Heavy Fuel Oil CJC Filter
OF052F 98°C 98°C XA
Purifier Heater No.1 Purifier Heater No.2 Separator
Epcon Epcon 1325
(600 litres/hour)
OF
TI TI 071F TI TI
To Boiler
Fuel Oil Heavy Fuel
Oil Service TT TT OD056F OD054F
Service OF201F OF061F
Tank TT OF062F TT
To Water Float
To Main Engine Fuel Oil
To TI TI Chamber
and Generator Engine Overflow /
Fuel Oil
Fuel Oil Server Drain
Overflow / OF065F OF066F
Drain Tank Tank
To Boiler Fuel
Oil Service
OF067F
OF063F (Locked OF064F
Closed) OF070F
For Sampling Heavy Fuel Oil For Sampling
Purifier (OSD 35) OF068F To Fuel Oil
(3,300 litres/h) Overflow /
Drain
Tank
TIAHL TIAHL
To Main Engine, 1305 1306
Generator XA PS XA PS
Engine and 1302 FI 1304 FI
XI
Boiler Gas OD101F Gas Oil 1307 PI PI
Oil Services Service To
PI PI
Tank Upper Sludge
To Gas Oil
Deck Pump
Transfer
Pump OD007F OD051F
(Locked OF056F OF058F From
Lubricating
Closed) OD053F Oil Sludge
No.1 No.2
Heavy Fuel Oil Purifier Tank
Gas Oil Feed Pumps From
Storage (3.3m3/h x 2.5 kg/cm2) Heavy Fuel Oil Heavy Fuel Oil Lubricating Oil
Tank OF060F Purifier (OSD 35) Purifier (OSD 35) Sludge Tank
OD052F
(3,300 litres/h) (3,300 litres/h) OF421F
XI
1308
LIAHL
PI PI 1309
TI
Fuel Oil Purifier To Bilge
OF057F OF059F TIAH Sludge Tank LAH Primary
1632 1310
(5.0m3) OF4 OF4 Tank
22F 23F
To Primary Bilge Tank
Issue: 3 IMO No. 9297345 Section 2.7.2 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
In addition to the control cabinet the control system comprises all the complete Preparation for the Operation of the Heavy Fuel Oil Separation Note: The above settings are for single separator operation. The separators
line fittings incorporating electrical components which are controlled or System may be operated in series with discharge from No.1 separator passing to No.2
monitored by the control unit which include: separator before discharge to the HFO service tank. In order to allow for this
• Dirty oil connection It has been assumed that the No.1 HFO separator supply pump is operating on operation No.1 separator discharge valve OF071F, to the HFO service must
the No.1 heater and the No.1 HFO separator, taking oil from the No.1 HFO be closed and the discharge valve to No.2 separator OF068F, must be opened.
• Water connection settling tank and purifying back to the HFO service tank. No.2 separator must be set for operation.
• Operating water connection
a) Ensure that the settling tank contains HFO in sufficient quantity
• Circuit and water discharge valve Procedure for Operating the Separator
to enable the separator to function correctly.
• Water sensor
• Thermometer for monitoring the dirty oil temperature b) Check and record the level of oil in all fuel tanks. CAUTION
Before operating a separator a second check must be made to ensure
• A klaxon for sounding an audible alarm c) Open the self-closing test cock OF410F on No.1 HFO settling that the correct valves are open for the separator, heater and pump to be
tank, closing it again when all water has drained. operated as well as the tank system from which the HFO is to be drawn
Software assignment for a each separator is carried out in the factory using a and the tank system to which the purified HFO is to be sent.
password function. Any alterations to the set parameters should only be carried d) All valves in the separator system are to be initially closed.
out by a person authorised to make such changes. Separator heaters are supplied with steam as the heating medium and the
e) Open the valves, as indicated in the table below, to take suction drain valve from the heater must always be open. The steam supply valve
CAUTION from No.1 HFO settling tank discharge to the HFO service is controlled by the control system and the main separator control system
Centrifuges operate on an automatic sludging system but failure of the tank. regulates the steam supply to give an oil temperature after the heater of 98°C.
system to effectively discharge sludge can cause overload and subsequent
breakdown of the bowl arrangement which rotates at high speed. After Position Description Valve The two HFO separators operate on the same principle using the same type
manual cleaning, care is needed to ensure that the bowl is assembled of controller and so the operating procedures are the same. The following
Open No.1 HFO settling tank quick-closing suction valve OF051F
correctly, as incorrect assembly can result in disintegration at high description has assumed that the No.1 HFO separator and separator feed pump
rotational speed. All operating and maintenance precautions stipulated Set Three-way suction line valve (set for No.1 tank) OF053F are to be used for purifying from No.1 HFO settling tank to the HFO service
by the manufacturer in the maintenance manual must be observed. Closed(locked) Line supply valve to engine supply system OF054F tank.
The HFO separators require compressed air and fresh water supplies for Open No.1 supply pump suction valve OF056F a) Record the level of oil in all the tanks associated with the
control and bowl operation/flushing. Supply systems for these are covered Open No.1 supply pump discharge valve OF058F system.
in the relevant control air system and fresh water sections, 2.10.3 and 2.14
respectively. Closed Separator pump crossover valve OF060F b) Open any control air and operating water valves to the
Open No.1 heater inlet valve OF061F separator.
There are two centrifugal self-cleaning HFO separators fitted. Each separator
Open No.1 heater outlet valve OF065F
has a supply pump which directs HFO through the steam heater. The separators, c) Ensure power is available to the separator controller.
supply pumps and heaters are located in the separator room. Instrument air is Operational Three-way recirculation valve
supplied to the separators to control the supply of oil to the bowl and the Closed Heater bypass valve OF063F d) Set the valves in accordance with the previously defined list
automatic discharge facility. Domestic fresh water is supplied for sealing and
flushing purposes. Closed(locked) Heater crossover valve OF067F The separator regulating discharge valve should be set for the desired discharge
Closed Discharge valve to No.2 separator OF068F pressure and should not be adjusted during normal running conditions.
The HFO supply pumps have a discharge crossover valve which allows either
feed pump to supply either separator. The steam heaters maintain a constant Open No.1 separator outlet valve e) Ensure the separator brake is off and that the separator is free to
temperature of 98ºC for optimum separation. From the heater the HFO is Open No.1 separator outlet valve to HFO service tank OF071F rotate.
pumped into the separator. After separation, the oil is discharged to the HFO
service tank. Set Three-way return valve to settling tanks (No.1 tank) OF072F
f) Check the separator gearbox oil level.
Note: The separator heater steam valves, air supply valves and water supply g) Start the No.1 separator feed pump. The three way valve will
valves must be operated as required. ensure the oil bypasses the separator and returns to the settling
tank
Issue: 3 IMO No. 9297345 Section 2.7.2 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 3
Document Section 2: British Cygnet Date: February 2011
h) Start the separator and ensure that the bowl is up to speed before Gas Oil Filter Separator System e) Switch on the CJC filter separator. The manufacture at this
continuing. point recommends that approximately 1 to 2 litres of water are
Gas oil is treated in the CJC filter separator unit with MGO being taken from initially to the unit in order to test the float switch and solenoid
i) Using the manual valves on the solenoid valves ensure the and returned to the service tank. outlet valve. In order to add water to the unit, the vent float
operating water opens and closes the bowl. assembly on the top of the filter casing must be removed and
The filter unit is fitted with an integral pump that pumps MGO through the water added. When the control panel indicates that the water
j) Switch on the control unit. filter unit. high level alarm has been reach and the discharge solenoid
valve has opened, the vent float unit can be replaced.
k) Slowly open the steam supply and return to the No.1 HFO The pump fills the filter housing with oil and forces it through the filter
heater. element to the centre of the unit. The oil then drains to the coalescing section in f) When the water level control has been tested and the vent float
the filter base where any water present will separate out to the lowest part. As unit replaced, start the CJC filter pump. Cleaned MGO will be
l) Check that the automatic controller has taken control of the the water accumulates, it is collected in an externally mounted water discharge taken from and returned to the MGO service tank. The CJC
system and is maintaining the oil at the correct temperature. unit that is fitted with a float. When the float rises and makes a contact, the filter should be operated so that all MGO in the service tank
automatic solenoid valve opens and discharges the water to the primary bilge is effectively cleaned. The time required will depend upon the
m) Once the HFO temperature is above the minimum setting, tank. quantity of MGO in the tank and the initial cleanliness of the
start the programme by pressing PROGRAM 1 soft key on oil.
the control panel. This will initiate a start sequence including a When the unit is put into operation with new filter elements, the pressure drop
sludge and discharge test and operate the separator in automatic is small but should be recorded from the local gauge. As the filter becomes g) To stop the unit turn the main switch on the control panel anti-
mode. Once the separator is running and no signs of abnormal clogged this differential pressure will increase but should not be allowed to clockwise to the ‘O’ position. The green RUNNING light will
vibrations are evident, all temperatures and pressures should be go above 2.0 bar. When it has reached this, the disposable elements must be go out and no other indicator will be lit. Close the system valves
recorded and the levels of the tanks in use checked. replaced however the unit is protected with a differential pressure switch that and isolate the power supply.
will switch off the supply pump if the pressure is allowed to rise to 2.3 bar.
The CJC filter separator may be used for transferring MGO from the storage
Procedure to Stop the Separator During initial start up, a small increase in pressure may be observed for tank to the service tank. The procedure is the same as that above except that
approximately one hour until the flow and temperature of the oil has been the outlet quick-closing valve from the MGO storage tank OF052F, must be
a) Press the PROGRAM 0 key. Two total ejections will be stabilised. open and the crossover line suction valve OD053F must be closed to ensure
triggered and the separator will stop automatically. The HFO that MGO is taken from the storage tank. If this procedure is used the MGO
will be automatically recirculated through the three way valve service tank must be monitored to prevent overfilling of the tank. When the
back to the settling tank. WARNING
Used filter elements often contain harmful substances that have been MGO service tank is full the CJC filter separator must be stopped.
b) Regulate the steam to the heater and allow the oil to cool. separated out from the oil. The filters must therefore be handled with
caution and disposed of in the correct manner.
c) The feed pumps will need to be stopped if they are running in
manual mode. Procedure for Filtering Gas Oil via the CJC Filter Separator
d) Close the control air and operating water valves to the separator a) Ensure that the MGO service tank contains sufficient MGO,
along with any other valves opened prior to start up. replenish it if necessary. The filter unit will work most
effectively if the tank is filled to near its maximum capacity.
e) Once the separator has come to a complete stop the brake can
be applied and preparations made for cleaning if required. b) Open the self-closing test cock OD404F on the MGO service
tank, closing it again when any water has drained.
The above description of the separation operation has been related to the
operation of No.1 separator. Should No.2 separator be required, careful c) Open the CJC filter separator inlet valve OD054F, the pump
consideration to piping diagrams and valve positions should be given before suction valve and the filter outlet valve OD056F.
any operations are started. Refer to illustration 2.7.2a above.
d) Open the MGO service tank quick-closing outlet valve OD051F
Note: It is essential that the separator manufacturer’s instructions regarding and the crossover line suction valve OD053F. The MGO storage
the stopping and dismantling of the separator are followed exactly to avoid tank quick-closing outlet valve OD052F should be closed.
the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
Issue: 3 IMO No. 9297345 Section 2.7.2 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.1a Main Engine Lubricating Oil System
Accommodation Side Wall
(Starboard) (Upper Deck)
(Port) (Starboard)
Set
Main Engine Lubricating Oil
5.0kg/cm2
Settling Tank
OL3 (Starboard)(28.2m3)
03F OL301F OL302F
LI LI Cylinder Oil
No.1 No.2 OL065F
Storage Tanks PS Exhaust
(45.3m3) (45.3m3)
Valve
OL424F OL426F PI
Actuator
OL410F OL425F
OL3 OL3 OL313F
TI
04F 05F
OL315F OL314F
FI OL312F
Cylinder Oil 0135
Measuring OL428F OL3 Camshaft LO In
Tank (3m3) OL427F 06F OL308F OL309F
OL3 OPIAH
07F 0103 Main Lubricating
OL310F DPI Oil Cooler
DPI
To Bilge Primary TT OL206F
Tank
Set
45°C OL212F OL211F PI
Automatic Backflush
Cylinder Oil 45°C 8 Bar Filter With Bypass Filter
Booster Unit TI OL208F TI
Piston Cooling OL097F
Lubricating Oil
PI PT OL210F Sludge OL209F
TIAH FAL
DPI TI Sampling Point Checker
0113 0.120 OL098F OL207F
4th Deck
Main Bearing To Lubricating Oil (Starboard)
To Mist Vent Cylinder Oil OL213F
Measuring Lubricating Oil Drain Tank
Box
Tank (20 litres) TIAH PIAL
PI TI To Lubricating Oil
Electric 0102 0101 To Bilge
LAL Drain Tank
0140 Heater 40°C Primary Tank
OL432F OL214F
Main Lubricating
To Separator Oil Pumps
OL431F PS
Bilge Oil Tank (335m3/h x 4.5kg/cm2)
No.1 PI OL205F
LAH TI XI
0409 0109
Scavenge Air
Box Drain Tank Main Lubricating Oil Sump Tank OL201F OL203F
To Sludge Pump PI
OL434F XI
0110 OL202F OL204F
No.2
AUTO Key
Set 3.0kg/cm2
Inter Shaft CH-VR
OL101F Lubricating Oil
Bearing XA XA
0109 0110
TIAH
TI Air
0606 AMS Control
PI Sludge
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.8.1 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.8 Lubricating Oil Systems Turbocharger Bearing Oil System a visual indication of the functioning of the lubricator. Cylinder lubricating
oil injection timing is based upon two signals from the angle encoder, a No.1
2.8.1 Main Engine Lubricating Oil System The turbocharger bearings are supplied with LO from a line branched off the cylinder TDC marker and a crankshaft trigger point. The lubricator is designed
main engine LO supply rail and as such the system is common with the rest to inject cylinder oil into the ring pack as the piston is moving upwards.
of the main engine LO system. Because of the nature of turbochargers and the The amount of oil injected at each injection is constant but the frequency
Main Lubricating Oil Pump of injections may be varied depending upon engine operating parameters.
high speeds at which they spin, it is essential that the turbocharger bearings
Maker: Teikoku Machinery Works Ltd receive a plentiful supply of oil at all times to prevent bearing failure. A LO Injection frequency is normally based upon a signal from a load transmitter
No. of sets: 2 reservoir is located above the turbocharger casing which is constantly fed, (using engine MEP) and this is LOAD mode; it is possible to set the cylinder
this reserve of oil is used by the system to ensure that oil is run down to the oil injection system in RPM mode.
Type: Centrifugal deepwell
bearing if the engine is shutdown allowing the turbocharger protection while
Model: 250TVC-A it is spinning down. At the HMI panel it is possible to adjust cylinder lubrication rate for each
3
Capacity: 335m /h at 4.5kg/cm2 and 1,800 rpm cylinder between 40% and 360% of the default 100% amount. The default rate
An oil return sight glass is provided on the turbocharger bearing outlet to is the basic feed rate at engine MCR.
provide a visual indication of oil flow.
Cylinder Lubricating Oil Pumps During operation any failures are detected by the MCU and an alarm is
Maker: Bosch activated. In the event of a critical failure in the MCU the BCU automatically
Cylinder Lubrication System takes over. The BCU injection is based upon random timing and RPM mode.
No. of sets: 2
Injection frequency in BCU is adjustable and is normally set at the basic feed
Lubrication of the pistons and cylinders is performed by a separate Alpha rate plus 50%. If both the MCU and BCU fail a slow down signal is sent to the
Introduction cylinder lubrication system. High alkaline cylinder oil is supplied to the engine’s safety system.
main engine on a once through basis. The oil lubricates the piston rings to
The main engine has two separate lubricating oil systems: reduce friction between the rings and liner, provides a seal between the rings A fine filter is fitted in the supply line between the two measuring tanks and
and the liner and reduces corrosive wear by neutralising the acidity of the fine filters are provided at the high pressure booster pump suction. The high
• Main bearing lubricating oil system products of combustion. The alkalinity of the cylinder LO should match the pressure supply line to the cylinder oil manifold is fitted with a fine filter
• Cylinder oil system sulphur content of the HFO supplied to the engine. The amount of cylinder oil which has a differential pressure alarm. The small cylinder oil measuring tank
supplied to each lubricating point can be individually adjusted and is also load is provided with an electric heater designed to maintain the oil temperature at
dependent, the load dependent quantity adjustment being made by the engine 40oC.
Main Bearing, Camshaft and Piston Cooling Lubricating Oil remote control system.
System Waste oil from the cylinders drains to the under piston space and any liquid
From the cylinder oil storage tanks, oil is supplied to the main cylinder oil accumulating in this space is drained to the scavenge air space drain tank.
The main or crankcase lubrication system is supplied by one of two pumps. measuring tank which has a capacity 3.0m3 and from there it is directed, via a
One pump will be operating and the other on standby and set for automatic cut- flow meter, to the small cylinder oil measuring tank, capacity 20 litres, situated
in should there be an oil pressure reduction or pump failure. The changeover below the pump unit. One of the two cylinder oil pumps is operating at all Procedure for Operating the Main Engine Lubricating Oil
pressure is set at 3.0kg/cm2. The main Lubricating Oil (LO) pumps take their times when the engine is running with the other pump on standby. The duty System
suction from the main engine sump and discharge to the engine via the main pump maintains a pressure of 45 bar in the common supply rail to the cylinder
LO cooler and an automatic backflush filter. The plate type cooler is cooled lubricator units. Each cylinder has a lubricator unit has a nitrogen pressurised a) Check the oil level in the main engine sump and top up if
by water from the low temperature central cooling fresh water system. The (25 bar) accumulator in the inlet side and another nitrogen pressurised necessary.
supply pressure in the main lubrication system is 4.5kg/cm2, and each pump accumulator (1.5 bar) on the outlet side. The lubricator supplies cylinder oil,
has a rated capacity of 335m3/h. The main LO system supplies oil to the in controlled quantities and at correct timing, to the six lubricator quills located b) Supply steam to the main engine sump heating coil if
engine’s bearings, vibration dampers and pistons where it acts as a coolant. around the circumference of the cylinder. necessary.
The cooling effect of the oil at the vibration dampers and on the underside
of the piston crowns is very important. The main lubrication oil pumps also The Alpha cylinder lubrication system is microprocessor controlled and has c) Ensure that all pressure gauge and instrumentation valves are
supply the camshaft system, the exhaust valve actuators and the intermediate a Master Control Unit (MCU) a Switch Board Unit (SBU) and a Back Up open and that the instrumentation is reading correctly, and that
shaft bearing. The inlet temperature to the engine is regulated to 45°C. Unit (BCU); the MCU and BCU are supplied with 24V power from separate the exhaust valve spring air isolating valve is open.
sources, one uninterruptable. The Human Machine Interface (HMI) panel,
located in the engine console in the Cargo and Engine Control Room, allows d) Ensure that water is flowing in the low temperature fresh water
for control of the system including manual operation of prelubrication. cooling system and that each LO cooler inlet and outlet valves
are open.
The MCU control injection of the cylinder oil by activating a solenoid valve at
the lubricator unit and feedback from each lubricator indicates to the MCU that e) Ensure that the LO cooler three-way LO bypass valve OL208F
injection has actually taken place. LEDs on the lubricator terminal box provide is operating correctly.
Issue: 1 IMO No. 9297345 Section 2.8.1 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.1a Main Engine Lubricating Oil System
Accommodation Side Wall
(Starboard) (Upper Deck)
(Port) (Starboard)
Set
Main Engine Lubricating Oil
5.0kg/cm2
Settling Tank
OL3 (Starboard)(28.2m3)
03F OL301F OL302F
LI LI Cylinder Oil
No.1 No.2 OL065F
Storage Tanks PS Exhaust
(45.3m3) (45.3m3)
Valve
OL424F OL426F PI
Actuator
OL410F OL425F
OL3 OL3 OL313F
04F TI
05F
OL315F OL314F
FI OL312F
Cylinder Oil 0135
Measuring OL428F OL3 Camshaft LO In
Tank (3m3) OL427F 06F OL308F OL309F
OL3 OPIAH
07F 0103 Main Lubricating
OL310F DPI Oil Cooler
DPI
To Bilge Primary TT OL206F
Tank
Set
45°C OL212F OL211F PI
Automatic Backflush
Cylinder Oil 45°C 8 Bar Filter With Bypass Filter
Booster Unit TI OL208F TI
Piston Cooling OL097F
Lubricating Oil
PI PT OL210F Sludge OL209F
TIAH FAL
DPI TI Sampling Point Checker
0113 0.120 OL098F OL207F
4th Deck
Main Bearing To Lubricating Oil (Starboard)
To Mist Vent Cylinder Oil OL213F
Measuring Lubricating Oil Drain Tank
Box
Tank (20 litres) TIAH PIAL
PI TI To Lubricating Oil
Electric 0102 0101 To Bilge
LAL Drain Tank
0140 Heater 40°C Primary Tank
OL432F OL214F
Main Lubricating
To Separator Oil Pumps
OL431F PS
Bilge Oil Tank (335m3/h x 4.5kg/cm2)
No.1 PI OL205F
LAH TI XI
0409 0109
Scavenge Air
Box Drain Tank Main Lubricating Oil Sump Tank OL201F OL203F
To Sludge Pump PI
OL434F XI
0110 OL202F OL204F
No.2
AUTO Key
Set 3.0kg/cm2
Inter Shaft CH-VR
OL101F Lubricating Oil
Bearing XA XA
0109 0110
TIAH
TI Air
0606 AMS Control
PI Sludge
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.8.1 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
f) Set up the valves as shown in the tables below: b) Open the tank sludge cock and drain any water from the storage g) Start the cylinder oil lubrication system operating in automatic
tank and the large measuring tank. mode by selecting AUTO at the HMI panel in the engine
Position Description Valve console in the cargo and engine control room. Press the PUMP
c) Set up the valves as in the table below; the description assumes 1 or PUMP 2 pushbutton in order to start the selected duty
Open No.1 LO pump discharge valve OL203F that No.1 cylinder oil storage tank is in use. pump.
Open No.2 LO pump discharge valve OL204F
h) Check that the heater is activated and the oil temperature
Closed Pump discharge return to sump OL205F Position Description Valve maintained at 40oC. Ensure that the lubricator pump operates
Closed Discharge valve to LO settling tank OL214F Open No.1 cylinder oil storage tank outlet valve OL304F and that each individual cylinder control unit is operating.
Operational LO cooler bypass three-way valve OL208F Closed No.2 cylinder oil storage tank outlet valve OL305F
i) The Alpha cylinder lubrication system is now operational.
Open LO cooler inlet valve OL206F Open 3m3 measuring tank inlet valve OL306F
Open LO cooler outlet valve OL207F Open 3m3 measuring tank outlet valve OL307F During operation the system must be checked for leaks and to ensure that the
correct pressures are being maintained. The lubricator unit LEDs should be
Open Automatic backflushing filter inlet valve OL209F Open Flow meter inlet valve OL308F checked to ensure that the units are operational.
Open Automatic backflushing filter outlet valve OL210F Open Flow meter outlet valve OL309F
Open Bypass filter inlet valve OL211F Closed Flow meter bypass valve OL310F OL314F
Control Return
Open Bypass filter outlet valve OL212F Open 20 litre measuring tank inlet valve No.1 Pump Panels No.2 Pump OL312F Flow Meter OL313F
Closed Direct oil line valve to sump OL213F Open No.1 cylinder oil pump inlet and outlet valves
Open Supply valve to intermediate shaft bearing OL101F Open No.2 cylinder oil pump inlet and outlet valves
Open High pressure filter inlet and outlet valves
g) Start one main LO pump.
Closed Cylinder oil manifold bypass valve
h) Put the automatic backflush filter on line. Open Return flow meter inlet valve OL312F
i) Switch the other main LO pump to standby. Open Return flow meter outlet valve OL313F
Closed Return flow meter bypass valve OL314F
j) Check the pressures and temperatures throughout the system.
Open Measuring tank return flow inlet valve OL315F
CAUTION d) At the lubricator control panel at the pump unit select each
The intermediate shaft bearing which is located at frame 19.5 sits directly pump for LOCAL. Start both pumps both pumps; check that OL310F
above the bilge holding tank, this tank is fitted with a high temperature both pumps can run simultaneously. Stop one of the pumps so
alarm, tag No.1514 and is set at 45°C. It should be noted that excessive that only one pump is running.
heating of this tank may result in the bilge holding tank structure
distorting which could have serious consequences on the alignment of e) Check that the pressure differential indicator on the pump
the intermediate bearing and shaft. station filter is green. Check that the oil pressure builds up to
45 - 50 bar and adjust the pressure control valve on top of the
pump station so that the pressure is in the range 40 - 50 bar.
Procedure for Operating the Main Engine Cylinder Lubricating
Oil System f) Press the PRELUBRICATION pushbutton on the HMI panel OL308F
OL309F
and check that the lubricators are working correctly by watching Supply Flowmeter
a) Check the level of oil in the cylinder LO storage tanks and be the feedback signal LEDs. Stop the pumps manually and select
prepared to change over tanks if necessary. each pump for REMOTE operation.
Alpha Cylinder Lubrication Pump Unit
The outlets from the cylinder oil storage tanks are fitted with a quick-closing
valve which must be reset manually after they have been tripped.
Issue: 1 IMO No. 9297345 Section 2.8.1 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.2a Stern Tube Lubricating Oil System
LAH
OL371F 0610
LAL
0611
Aft Stern Tube
OL376F TI Seal Tank
OL372F
TI FAL
0609
Non Flow
High Box
Alarm
E1
V1
Sampling
TIAH TIAH Control Panel
0608 0607 OL368F
XA
0615
OL369F
Low Box
No.3-3s Outlet No.2-3 Outlet
1 2 3 3s 4 5
E3
Propeller V2
Shaft V4
V3
1 2 3 3s 4 5
E2
OL380F
No.2-3 Inlet No.3-3s Inlet
PI PI
OL374F OL373F
AMS Control (Locked Closed) OL378F OL381F
Stern Tube
OL375F AUTO Lubricating Oil Pumps
CH-VR Automatic Changeover XI XI
0616 0617 Aft Seal Lubricating
(1.0m3/h x 2.5kg/cm2) OL382F
OL367F No.1 SI SI Oil Supplement
PI PI 0616 0617 Tank (0.1m3)
OL366F
PS XA XA
0616 0617
To Lubricating Oil
OL363F OL362F OL357F OL355F Drain Tank
OL385F
(Locked OL365F
Key OL364F PI PI
Closed) (Locked Hand
(Locked
Lubricating Oil Closed) Closed) OL353F LAL Pump OL383F
OL351F LI 0614 (Locked
OL358F OL356F Closed)
Bilge No.2
PI TI OL361F Stern Tube To Bilge Well
OL352F
Electrical Signal Lubricating
Stern Tube OL359F Oil Drain Tank
Filter Lubricating Oil
Cooler
PI TI To and From
To Lubricating Lubricating Oil
Oil Drain Transfer Pump and
OL360F
Lubricating Oil
Purifier
Issue: 1 IMO No. 9297345 Section 2.8.2 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.8.2 Stern Tube Lubricating Oil System Seals are provided at the outer and inner ends of the stern tube, these being panel opens which releases the pressure head on the outer seal. The oil is then
designed to prevent the entry of water into the stern tube area and prevent oil drained to the supplement tank. The oil can be pumped back into the system
Stern Tube Seal leaking out to sea or into the machinery space at the forward end of the stern as required.
Maker: Kobelco tube.
Model: DX-670 (aft seal) When leaving port and the predetermined shaft revolution is reached, the head
The aft seal consists of three parts, the four rubber lip sealing rings, the metal is restored by the automatic closing of valve E3 and opening of valves E1 and
Model: CX-670 (forward seal) housing holding the sealing rings and a liner which rotates with the propeller E2.
shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as
Stern Tube Lubricating Oil Pump does No.2 seal. Seal rings No.3 and No.3S both face forward. An oil supply, The system can be operated manually by selecting MANUAL on the control
Maker: Taiko Kikai Industries from either the high or low aft seal box, (depending on the loaded condition of panel and using the fill and drain switches.
No. of sets: 2 the ship) flows to the space between the two inner stern tube seals rings, No.2
and No.3. The oil return pipe from this seal chamber is directed back to the
Type: Horizontal screw Procedure for the Preparation of the Stern Tube and Seal
aft seal LO supplement tank. A natural oil circulation is set up when the shaft
Model: NHG-1MT turns thus oil flows through the seal space. The aft seal LO supplement tank is Lubricating Oil System
Capacity: 1.0m3/h at 2.5kg/cm2 and 1,200 rpm fitted with a high level alarm and if this is activated it will indicate leakage of
sea water into the system. a) Ensure that all instrumentation valves are open.
Aft Seal Lubricating Oil Supplement Pump The sealing system incorporates a standby seal 3S, which under normal b) Check the oil level in the stern tube drain tank and the aft seal
Maker: Taiko Kikai Industries operating conditions is under no load. In the event of a failure of the seal ring LO supplement tank and top-up as necessary.
No. of sets: 1 No.3, seal ring No.3S is used to protect the system.
c) Set valves as shown in the table below.
Type: Horizontal screw
The space between seal rings No.1 and 2 is filled with lubricating oil during
Model: NHG-0.2M the commissioning stage and has no direct link to the piped lubricating/sealing Stern Tube Lubricating Oil System
Capacity: 0.2m3/h at 2.0kg/cm2 and 1,200 rpm system.
Position Description Valve
The forward seal has two sealing rings, both facing aft, and the seal is provided Open No.1 stern tube LO pump suction valve OL355F
Introduction with an oil supply from the stern tube lubricating oil pump. The supply is
Open No.1 stern tube LO pump discharge valve OL357F
regulated to a low level and after the supply valve is adjusted it is locked; this
The stern tube provides a bearing support for the propeller shaft as it passes ensures that the supply pressure to the seal will be maintained at the correct Open No.2 stern tube LO pump suction valve OL356F
through the ship’s structure to the propeller. It is oil lubricated and is sealed value. Oil return from the forward stern tube seal oil to the stern tube LO tank
at both ends using lip type seals. The stern tube bearing lubricating system is Open No.2 stern tube LO pump discharge valve OL358F
is via a flow indicator.
independent of other systems. There are three lubricating systems for the stern Closed Return valve to stern tube LO drain tank OL359V
tube, one for the bearing unit, one for the aft seal assembly and one for the If the level in the stern tube LO tank falls continuously it is indicative of seal Closed(locked) Drain valve to stern tube drain LO tank OL364F
forward seal assembly. All stern tube systems use the same lubricating oil. wear or damage.
Closed(locked) Drain valve to bilge OL365F
The stern tube assembly passes through a tank which is filled with water from
Open Stern tube LO drain tank inlet valve OL353F
the distilled water system. This provides cooling to the bearings and the stern Port Anti Pollution System (PAP)
tube. Open LO cooler inlet valve OL360F
To minimise the risk of oil seepage from the outer seal and resulting pollution Open LO cooler outlet valve OL361F
The bearing area is lubricated by means of the stern tube LO pumps, one during the vessel’s stay in port, a Port Anti-Pollution system (PAP) is fitted.
operating and the other on standby ready to start if the operating pump fails. Closed LO cooler bypass valve OL362F
The PAP system consists of a control panel, a high solenoid valve panel and a Open Stern tube bearing LO supply valve OL363F
The duty stern tube LO pump pumps oil to the stern tube bearing via an oil cooler, low solenoid valve panel. If ‘Auto’ is selected on the control panel, then when
which is cooled by fresh water circulating in the low temperature FW cooling a predetermined shaft revolution is reached, the automatic changeover will Open Forward stern tube bearing supply valve OL366F
system (see section 2.5.2). The duty pump also supplies oil to the forward seal take place which in theory will correspond to the ship’s arrival in port. Open No.3 and No.3S seal supply valve OL367F
and the after seal space between No.3 and No.3S seals. The space between No.2
and No.3 after seals is supplied with oil by the after seal LO supplement pump Open Forward seal supply valve (adjusted and locked) OL375V
Solenoid valve E1 on the high solenoid panel closes, shutting off the oil supply
which has an arrangement whereby the supply may be directed by way of a to the top of the outer seal from the seal header tank. Solenoid valve E2 in Closed Aft seal tank filling valve OL371F
high or a low valve box depending upon whether the vessel is fully loaded or in the low solenoid panel closes shutting off the oil supply from the seal header Open Stern tube bearing outlet valve OL369F
ballast. The operating condition is selected at the control panel. tank to the bottom of the outer seal. Solenoid valve E3 in the low solenoid
Open Aft seal supplement pump suction valve OL378F
Issue: 1 IMO No. 9297345 Section 2.8.2 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.1a Main Engine Lubricating Oil System
Accommodation Side Wall
(Starboard) (Upper Deck)
(Port) (Starboard)
Set
Main Engine Lubricating Oil
5.0kg/cm2
Settling Tank
OL3 (Starboard)(28.2m3)
03F OL301F OL302F
LI LI Cylinder Oil
No.1 No.2 OL065F
Storage Tanks PS Exhaust
(45.3m3) (45.3m3)
Valve
OL424F OL426F PI
Actuator
OL410F OL425F
OL3 OL3 OL313F
04F TI
05F
OL315F OL314F
FI OL312F
Cylinder Oil 0135
Measuring OL428F OL3 Camshaft LO In
Tank (3m3) OL427F 06F OL308F OL309F
OL3 OPIAH
07F 0103 Main Lubricating
OL310F DPI Oil Cooler
DPI
To Bilge Primary TT OL206F
Tank
Set
45°C OL212F OL211F PI
Automatic Backflush
Cylinder Oil 45°C 8 Bar Filter With Bypass Filter
Booster Unit TI OL208F TI
Piston Cooling OL097F
Lubricating Oil
PI PT OL210F Sludge OL209F
TIAH FAL
DPI TI Sampling Point Checker
0113 0.120 OL098F OL207F
4th Deck
Main Bearing To Lubricating Oil (Starboard)
To Mist Vent Cylinder Oil OL213F
Measuring Lubricating Oil Drain Tank
Box
Tank (20 litres) TIAH PIAL
PI TI To Lubricating Oil
Electric 0102 0101 To Bilge
LAL Drain Tank
0140 Heater 40°C Primary Tank
OL432F OL214F
Main Lubricating
To Separator Oil Pumps
OL431F PS
Bilge Oil Tank (335m3/h x 4.5kg/cm2)
No.1 PI OL205F
LAH TI XI
0409 0109
Scavenge Air
Box Drain Tank Main Lubricating Oil Sump Tank OL201F OL203F
To Sludge Pump PI
OL434F XI
0110 OL202F OL204F
No.2
AUTO Key
Set 3.0kg/cm2
Inter Shaft CH-VR
OL101F Lubricating Oil
Bearing XA XA
0109 0110
TIAH
TI Air
0606 AMS Control
PI Sludge
Electrical Signal
Issue: 1 IMO No. 9297345 Section 2.8.2 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Position Description Valve Operation of the Port Anti-Pollution (PAP) System
Open Aft seal supplement pump system discharge valve OL380F
The system is installed to prevent leakage of stern tube oil into the sea
Closed Aft seal supplement pump drain tank valve OL381F when the vessel is in port. The oil in No.2 and 3 chamber in the stern seal is
Open Aft seal tank outlet valve OL372F automatically filled or drained to the aft seal supplementary tank when the
propeller shaft rises above or below 58 rpm as follows.
Open Aft seal inlet valve OL374F
Closed(locked) Aft seal tank drain valve to supplement tank OL373F 1. Propeller shaft revolutions rises above 61 rpm.
Open After seal line outlet valve OL368F • Solenoid valve E2 opens
Open After seal tank return valve OL376F • After 10 seconds solenoid valve E3 closes
Closed Sampling valve • After 30 minutes solenoid valve E1 opens
Operational High box solenoid valve
Oil flows from the aft seal tank to the aft seal chamber and the control panel
Operational Low box solenoid valve shows E1 and E2 lights on.
2. Propeller shaft revolutions falls below 58 rpm.
d) Check the vessel’s draught to ensure the correct stern tube box
(high or low) is selected. The high and low box manual valves • Solenoid valve E2 closes
must be set correctly and the solenoid valve is operated by the • Solenoid valve E3 opens
selector switch at the control panel.
• Solenoid valve E1 closes
e) Start the duty stern tube LO pump. Switch the other pump to
standby. Oil flows from the aft seal chamber to the supplementary tank and the control
panel shows E3 light on.
f) Start the aft LO seal supplement pump.
g) Check the sight glasses to ensure that there is oil flowing in
the return line from the LO tank to the sump indicating that the
gravity lines are full.
h) Check the aft seal tank line for water.
i) Take an oil sample for analysis from the sampling cock at
regular intervals.
Operation of the Emergency Aft Seal 3S
In the event that the aft seal No.3 is found to be defective and is leaking, the
system can be protected by putting seal No.3S into operation. This is done by
closing the valve OL369F.
Issue: 1 IMO No. 9297345 Section 2.8.2 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.3a Lubricating Oil Purifying System
Accommodation Accommodation
Side Wall (Port) Upper Deck Side Wall (Starboard)
To Mist
Vent Box
OL OL OL OL OL OL OL OL OL
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine Lubricating Oil No.1 Main Engine Lubricating Oil
LI TI TI
Lubricating Oil Lubricating Oil Oil Settling Tank Storage Tank (Starboard) Storage Tank (Starboard)
Storage Tank (15.0m3) Settling Tank (7.5m )
3 LI (Starboard) (28.2m3) LI (16.8m3) LI (22.5m3)
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
LI
OL411F
PAL
0719
LAL XI
0717 0718 To Bilge
Primary Set
PIAL OL Main Lubricating Oil Purifier Heaters
0714 Tank 90°C
071F Generator Engine EPCON EPCON EPCON
TIAH
OL073F Set TT
Set
TT
Purifier Heater TT 90°C
0715 90°C
OL072F OL064F
DPAH
TI TI TI
0716
OL OL063F
076F No.2 No.1
OL091F OL062F
TI TI TI
No.1 Generator
Engine OL061F
OL092F
Sampling OL060F
TI TI
TI OL052F TI
Point To Drain (Locked
OL059F
Tank TI TI
PAL OL047F Closed)
OL030F
0819 OL058F OL045F OL046F
LAL XI To Stern Tube
0817 0818 Lubricating Oil OL057F
PIAL Drain Tank OL029F OL007F OL043F OL
0814 OL Main Engine OL044F
OL056F 084F
OL074F 011F OL Lubricating
TIAH
0815 010F Oil Purifier OL083F TIAHL TIAHL
Key LO Transfer OL055F XI 1316 1315
Feed Pumps
OL041F
OL082F
OL042F
DPAH Pump PI 1317 Generator TIAHL XA FI XA FI
0816 (2.3m3/h XI 1323 1314
OL Bilge / Waste (5m3/h x OL054F Engine 1324 OL085F 1312
x 2.5kg/cm2) PI PI XA FI PS PS
077F 3kg/cm2) Lubricating 1322
Lubricating Oil PI OL053F No.1 No.1 Oil Purifier No.2 PS PI PI
XI
OL093F 1318 Feed Pump
No.2 Generator OL PI PI PI
Electrical Signal (2.3m3/h
Engine 008F
x 2.5kg/cm2) No.1
OL094F
Lubricating
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Sampling
From Turbine Oil Drain No.2 No.1
Point
Lubricating Tank
PAL Oil Tank
0919 Generator
Lubricating
LAL XI Engine
Oil Purifiers
0917 0918 Lubricating Lubricating
(2,300 litres/h)
PIAL From Stern Tube OL024F Oil Drain Oil Purifier
0914 OL
Lubricating Oil Tank (600 itres/h)
TIAH
OL075F Lubricating Oil 403F
Drain Tank OL OL026F
0915 Drains
025F LIAH
DPAH To Sludge 1319
0916 To Sludge OL405F Pump
OL078F Pump OL LAH
OL095F OL406F LI 404F 1320
0106
From Main TI
No.3 Generator Engine Lubricating Oil Purifier OL401F
LAH LAL LAH
Engine OL096F 0104 0107 0105 Stuffing Box Sludge Tank (4m3)
Sampling Point
OL
To Bilge From Heavy
To Bilge 402F To
Primary Fuel Oil Purifier
Primary Sludge Tank To Bilge Sludge
Tank
Tank Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3) Primary Tank Pump
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 1 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.8.3 Lubricating Oil Purifying Systems engine LO purifiers would be operating on the main engine LO sump with the 1) Partial ejections
other being cleaned or on standby. The generator engine LO purifier would be
2) Total ejections
working on the operating generator engine sump or being cleaned.
Main Engine Lubricating Oil Purifier 3) Preselected partial ejections followed by total ejection
Maker: Westfalia WARNING
No. of sets: 2 Care must be taken when operating the purifier system. Hot oil and With the time dependant program cycle, it is important for high clarifying
Model: OSD 18-91-067 design 10 steam are present and can result in serious injury if leakage occurs. efficiency, to avoid desludging losses and that the separable solids content in
Capacity: 2,300 litres/h There is a fire risk from the presence of hot oil and all precautions must the product do not fluctuate widely. The UNITROL system provides two basic
be taken to prevent a fire and to deal with one should an outbreak occur. monitoring systems.
Motor: 9kW at 3,600 rpm
The extinguishing system must be checked frequently. 1) Water content monitoring system (WMS)
Bowl speed: 10,000 rpm
Control panel: Simatic C7-623/P 2) Sludge space monitoring system (SMS)
CAUTION
Centrifuges operate on an automatic sludging system but failure of the Illustration 2.8.3b - Lubricating Oil Purifier Control Panel
Main Engine Lubricating Oil Purifier Feed Pump system to effectively discharge sludge can cause overload and subsequent
breakdown of the bowl arrangement which rotates at high speed. After
Maker: Taiko Kikai Industries
manual cleaning, care is needed to ensure that the bowl is assembled
No. of sets: 2 SIMATIC C7- 623
correctly, as incorrect assembly can result in disintegration at high
Model: NHG-2.5MT rotational speed. All operating and maintenance precautions stipulated Pa r t i a l E j e c t i on : 4 7 8 9
St ep : Ci r u l a t i on
Capacity: 2,300 litres/h at 2.5kg/cm2 by the manufacturer in the maintenance manual must be observed. P r o d u c t T emp : 097 °C D E F
S e p . T i me : 3600 s 4 5 6
Generator Engine Lubricating Oil Purifier Purifier Operation DOWN ALARMS UP 1
A
2
B
3
C
Maker: Westfalia Liquid mixtures and solid/liquid mixtures can be separated by two methods;
the gravity field of a settling tank or the centrifugal field of a purifier bowl. . 0 +/-
No. of sets: 1 Both systems rely on the product components having different densities. Since
Model: OSD 6-91-067 design 4 the centrifugal field of a purifier is considerably more effective than the gravity SF DC5V RUN DIR
INS
DEL ESC
Capacity: 600 litres/h field of a settling tank it is usual practice to favour the centrifugal field method. BAF FRCE STOP
HARD
Motor: 4.6kW at 3,600 rpm The heated dirty oil enters the purifier and the centrifugal force created by the COPY ACK
rotating bowl causes the liquid mixture to separate into its different constituents
Bowl speed: 12,000 rpm Program Program L-Test WMS SMS SMS SERIES SYSTEM SHIFT
within the disc stack. 0 1 01 36 96 CHECK
1 2
Control panel: Simatic C7-623/P SEP FEED SLUDGE PARTIAL HEATER
RELEASE
HELP ENTER
The solid particles suspended in the oil settle on the underside of the discs
Generator Engine Lubricating Oil Purifier Feed Pump and slide down into the solid holding space. The smooth disc surfaces allow
the solids to slide down and provide self-cleaning of the discs. Each bowl
Maker: Taiko Kikai Industries assembly is fitted with a regulating ring, sometimes referred to as a gravity
The illuminated Liquid Crystal Display (LCD) provides information about
No. of sets: 1 disc. The diameter of the gravity disc is determined by the density of the oil
the operating and malfunction condition of the purifier and displays all the
Model: NHG-1MT to be purified and will determine the position of the interface between the oil
relevant process data.
and the sealing water. The position of this interface is critical for the effective
Capacity: 600 litres/h at 2.5kg/cm2 and 1,200 rpm
separation of the liquid mixture.
In addtion to the control cabinet the control system comprises all the complete
line fittings incorporating electrical components which are controlled or
Introduction Being of the self-cleaning type, the accumulation of solids within the holding
monitored by the control unit which include:
space will be ejected at predetermined intervals depending on the quality of
The purpose of the lubricating oil purifier is to remove water and solid particles the oil. This is achieved automatically by the control panel and a number of • Dirty oil connection
from the lubricating oil to prevent damage being caused to the machinery the solenoid valves which will bypass the oil supply and open the bowl for a set • Water connection
oil is supplying. There are two main engine LO purifiers which may be used for period of time by the use of high pressure water.
purifying the main engine sump tank, the LO drain tank, the LO settling tank, • Operating water connection
the stern tube LO tank and the generator engine LO systems. The generator The C7-623 control unit shown in illustration 2.8.3b is used for the automatic • Circuit and water discharge valve
engine LO purifier may be used for purifying LO from the generator engine ejection control and condition monitoring of the oil purifier. The control unit
has three modes of operation. • Water sensor
sumps and the generator engine LO settling tank. Normally one of the main
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 2 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.3a Lubricating Oil Purifying System
Accommodation Accommodation
Side Wall (Port) Upper Deck Side Wall (Starboard)
To Mist
Vent Box
OL OL OL OL OL OL OL OL OL
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine Lubricating Oil No.1 Main Engine Lubricating Oil
LI TI TI
Lubricating Oil Lubricating Oil Oil Settling Tank Storage Tank (Starboard) Storage Tank (Starboard)
Storage Tank (15.0m3) Settling Tank (7.5m )
3 LI (Starboard) (28.2m3) LI (16.8m3) LI (22.5m3)
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
LI
OL411F
PAL
0719
LAL XI
0717 0718 To Bilge
Primary Set
PIAL OL Main Lubricating Oil Purifier Heaters
0714 Tank 90°C
071F Generator Engine EPCON EPCON EPCON
TIAH
OL073F Set TT
Set
TT
Purifier Heater TT 90°C
0715 90°C
OL072F OL064F
DPAH
TI TI TI
0716
OL OL063F
076F No.2 No.1
OL091F OL062F
TI TI TI
No.1 Generator
Engine OL061F
OL092F
Sampling OL060F
TI TI
TI OL052F TI
Point To Drain (Locked
OL059F
Tank TI TI
PAL OL047F Closed)
OL030F
0819 OL058F OL045F OL046F
LAL XI To Stern Tube
0817 0818 Lubricating Oil OL057F
PIAL Drain Tank OL029F OL007F OL043F OL
0814 OL Main Engine OL044F
OL056F 084F
OL074F 011F OL Lubricating
TIAH
0815 010F Oil Purifier OL083F TIAHL TIAHL
Key LO Transfer OL055F XI 1316 1315
Feed Pumps
OL041F
OL082F
OL042F
DPAH Pump PI 1317 Generator TIAHL XA FI XA FI
0816 (2.3m3/h XI 1323 1314
OL Bilge / Waste (5m3/h x OL054F Engine 1324 OL085F 1312
x 2.5kg/cm2) PI PI XA FI PS PS
077F 3kg/cm2) Lubricating 1322
Lubricating Oil PI OL053F No.1 No.1 Oil Purifier No.2 PS PI PI
XI
OL093F 1318 Feed Pump
No.2 Generator OL PI PI PI
Electrical Signal (2.3m3/h
Engine 008F
x 2.5kg/cm2) No.1
OL094F
Lubricating
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Sampling
From Turbine Oil Drain No.2 No.1
Point
Lubricating Tank
PAL Oil Tank
0919 Generator
Lubricating
LAL XI Engine
Oil Purifiers
0917 0918 Lubricating Lubricating
(2,300 litres/h)
PIAL From Stern Tube OL024F Oil Drain Oil Purifier
0914 OL
Lubricating Oil Tank (600 itres/h)
TIAH
OL075F Lubricating Oil 403F
Drain Tank OL OL026F
0915 Drains
025F LIAH
DPAH To Sludge 1319
0916 To Sludge OL405F Pump
OL078F Pump OL LAH
OL095F OL406F LI 404F 1320
0106
From Main TI
No.3 Generator Engine Lubricating Oil Purifier OL401F
LAH LAL LAH
Engine OL096F 0104 0107 0105 Stuffing Box Sludge Tank (4m3)
Sampling Point
OL
To Bilge From Heavy
To Bilge 402F To
Primary Fuel Oil Purifier
Primary Sludge Tank To Bilge Sludge
Tank
Tank Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3) Primary Tank Pump
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 3 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
• Thermometer for monitoring the dirty oil temperature d) All the valves in the purifier system should be closed. No.1 purifier discharge valve to stuffing box drain tank OL055F
• A klaxon for sounding an audible alarm No.1 purifier discharge valve to main LO settling tank/stern tube sump OL054F
e) Open the valves, as shown in the table below, depending on the
system and purifier selected. No.1 purifier discharge valve to generator engine LO settling tank OL053F
Software assignment for a each purifier is carried out in the factory using a
password function. Any alterations to the set parameters should only be carried Main Engine Lubricating Oil System Description Valve
out by a person authorised to make such changes. No.2 purifier bypass valve OL045F
Description Valve
System Valves No.2 purifier heater inlet valve OL047F
The Lubricating Oil Purifier System
No.1 purifier feed pump suction valve from stuffing box tank OL035F No.2 purifier heater outlet valve OL049F
There are two centrifugal self-cleaning LO purifiers to be used for main engine
duties and a separate purifier dedicated to the generator engines. No.1 purifier feed pump suction valve from the main engine sump OL034F No.2 purifier three-way valve (operational)
No.1 purifier feed pump suction valve from settling tank OL033F No.2 purifier outlet valve
The main purifiers can be used for batch purification or for continuous
No.1 purifier feed pump suction valve from generator engine sumps OL032F No.2 purifier discharge valve to generator engine sumps OL061F
purification and only one purifier would be used at any one time. Whilst the
main engine is running a purifier is normally operating continuously drawing No.1 purifier feed pump suction valve from stern tube LO drain tank OL031F No.2 purifier discharge valve to main engine sump OL059F
oil from the sump and returning it to the sump.
No.2 purifier feed pump suction valve from stuffing box tank OL037F No.2 purifier discharge valve to stuffing box drain tank OL058F
The generator engine sumps may be purified either during engine shutdown or No.2 purifier feed pump suction valve from the main engine sump OL039F No.2 purifier discharge valve to main LO settling tank/stern tube sump OL060F
whilst an engine is running. The generator engine LO purifier will normally No.2 purifier discharge valve to generator engine LO settling tank OL062F
be in use on the sump of a generator engine whilst it is running. The purifiers No.2 purifier feed pump suction valve from settling tank OL038F
are supplied by feed pumps through steam heaters. There is a cross-connection No.2 purifier feed pump suction valve from generator engine sumps OL037F Stern tube LO drain tank suction valve OL352F
which allows either main LO purifier supply pump to supply either main LO Main LO settling tank inlet valve OL065F
No.2 purifier feed pump suction valve from stern tube LO drain tank OL036F
purifier.
Stuffing box drain tank suction valve OL404F Line valve to stern tube sump tank OL030F
Instrument air is supplied to the purifiers to control the supply of oil to the Stern tube LO sump tank line suction valve OL026F Inlet valve to stern tube LO sump tank OL351F
bowl and the automatic discharge facility. Domestic (technical) fresh water is
supplied for sealing and flushing purposes. Main LO settling tank suction valve OL003F
Note: There is no provision for purifying the cargo pump turbine sumps
Main LO settling tank line valve OL024F directly. The contents of the sumps could be transferred to the LO drain tank
The purifiers take suction via the LO feed pumps and discharge to the
LO drain tank suction valve OL025F for batch purification, but due to the danger of contamination from different
following systems:
grades it would be prudent to check the sumps for water before each use and
• Main LO settling tanks No.1 purifier feed pump discharge valve OL041F change the oil on a regular basis.
• Main engine LO sump tank No.2 purifier feed pump discharge valve OL042F
• Stern tube LO drain tank Purifier feed pump cross-connection valve (closed) OL043F Generator Engine Lubricating Oil System
• Generator engine sumps Purifier Valves Description Valve
• Generator engine settling tank No.1 purifier bypass valve OL044F Purifier Valves
No.1 purifier heater inlet valve OL046F Generator engine purifier feed pump suction valve from generator
Preparation for the Operation of the Purifying System No.1 purifier heater outlet valve OL048F engine sump tanks OL080F
a) Transfer oil to the respective settling tank using the transfer Heater cross-connection valve (closed) OL052F Generator engine purifier feed pump suction valve from generator
pump or prepare to circulate the selected sump tank. Three-way valve inlet throttle valve (preset) engineLO settling tank OL079F
b) Check and record the level of oil in all LO tanks. No.1 purifier three-way valve (operational) Generator engine purifier feed pump discharge valve OL082F
No.1 purifier outlet valve Generator engine purifier heater inlet valve OL084F
c) Open the self-closing test cock on the settling tank in use and
No.1 purifier discharge valve to generator engine sumps OL057F Generator engine purifier heater outlet valve OL086F
then close it again when all water and sediment has drained.
No.1 purifier discharge valve to main engine sump OL056F Generator engine purifier recirculation valve OL083F
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 4 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.3a Lubricating Oil Purifying System
Accommodation Accommodation
Side Wall (Port) Upper Deck Side Wall (Starboard)
To Mist
Vent Box
OL OL OL OL OL OL OL OL OL
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine Lubricating Oil No.1 Main Engine Lubricating Oil
LI TI TI
Lubricating Oil Lubricating Oil Oil Settling Tank Storage Tank (Starboard) Storage Tank (Starboard)
Storage Tank (15.0m3) Settling Tank (7.5m )
3 LI (Starboard) (28.2m3) LI (16.8m3) LI (22.5m3)
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
LI
OL411F
PAL
0719
LAL XI
0717 0718 To Bilge
Primary Set
PIAL OL Main Lubricating Oil Purifier Heaters
0714 Tank 90°C
071F Generator Engine EPCON EPCON EPCON
TIAH
OL073F Set TT
Set
TT
Purifier Heater TT 90°C
0715 90°C
OL072F OL064F
DPAH
TI TI TI
0716
OL OL063F
076F No.2 No.1
OL091F OL062F
TI TI TI
No.1 Generator
Engine OL061F
OL092F
Sampling OL060F
TI TI
TI OL052F TI
Point To Drain (Locked
OL059F
Tank TI TI
PAL OL047F Closed)
OL030F
0819 OL058F OL045F OL046F
LAL XI To Stern Tube
0817 0818 Lubricating Oil OL057F
PIAL Drain Tank OL029F OL007F OL043F OL
0814 OL Main Engine OL044F
OL056F 084F
OL074F 011F OL Lubricating
TIAH
0815 010F Oil Purifier OL083F TIAHL TIAHL
Key LO Transfer OL055F XI 1316 1315
Feed Pumps
OL041F
OL082F
OL042F
DPAH Pump PI 1317 Generator TIAHL XA FI XA FI
0816 (2.3m3/h XI 1323 1314
OL Bilge / Waste (5m3/h x OL054F Engine 1324 OL085F 1312
x 2.5kg/cm2) PI PI XA FI PS PS
077F 3kg/cm2) Lubricating 1322
Lubricating Oil PI OL053F No.1 No.1 Oil Purifier No.2 PS PI PI
XI
OL093F 1318 Feed Pump
No.2 Generator OL PI PI PI
Electrical Signal (2.3m3/h
Engine 008F
x 2.5kg/cm2) No.1
OL094F
Lubricating
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Sampling
From Turbine Oil Drain No.2 No.1
Point
Lubricating Tank
PAL Oil Tank
0919 Generator
Lubricating
LAL XI Engine
Oil Purifiers
0917 0918 Lubricating Lubricating
(2,300 litres/h)
PIAL From Stern Tube OL024F Oil Drain Oil Purifier
0914 OL
Lubricating Oil Tank (600 itres/h)
TIAH
OL075F Lubricating Oil 403F
Drain Tank OL OL026F
0915 Drains
025F LIAH
DPAH To Sludge 1319
0916 To Sludge OL405F Pump
OL078F Pump OL LAH
OL095F OL406F LI 404F 1320
0106
From Main TI
No.3 Generator Engine Lubricating Oil Purifier OL401F
LAH LAL LAH
Engine OL096F 0104 0107 0105 Stuffing Box Sludge Tank (4m3)
Sampling Point
OL
To Bilge From Heavy
To Bilge 402F To
Primary Fuel Oil Purifier
Primary Sludge Tank To Bilge Sludge
Tank
Tank Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3) Primary Tank Pump
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 5 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Generator engine purifier pump discharge valve to LO purifier The following description has assumed that the No.1 LO purifier and purifier i) Using the manual valves on the solenoid valves ensure the
sludge tank OL085F pump are to be used for purifying to and from the main engine sump. operating water opens and closes the bowl.
Three-way valve inlet throttle valve (preset)
a) Record the level of oil in all the tanks associated with the j) Switch on the control unit.
Description Valve system.
Generator engine purifier three-way valve (operational) b) Open any control air and operating water valves to the purifier. k) Slowly open the steam supply and return on the heater in use.
l) Set the steam temperature control valve to the required setting
Generator engine purifier outlet valve c) Ensure power is available to the purifier controller. taking care not to over heat the oil.
Generator engine outlet line valve to generator engine sumps OL063F
d) Set the valves in accordance with the following list: m) Once the lubricating oil temperature is above the minimum
Generator engine outlet line valve to generator engine settling tank OL064F setting, start the programme by pressing PROGRAM 1 soft key
Position Description Valve on the control panel. This will initiate a start sequence including
System Valves a sludge and discharge test and operate the purifier in automatic
Open Inlet valve to the No.1 purifier feed pump OL035F mode. Once the purifier is running and no signs of abnormal
No.1 generator engine sump suction valve OL076F
Open Outlet valve from the No.1 purifier feed pump OL041F vibrations are evident, all temperatures and pressures should be
No.1 generator engine sump return valve OL073F recorded and the levels of the tanks in use checked.
Closed Inlet valve to the No.2 purifier feed pump OL039F
No.2 generator engine sump suction valve OL077F
Closed Outlet valve from the No.2 purifier feed pump OL042F
No.2 generator engine sump return valve OL074F Procedure to Stop the Purifier
Closed Purifier pumps discharge crossover valve OL043F
No.3 generator engine sump suction valve OL078F
Open Inlet to No.1 purifier steam heater OL046F a) Shut the steam to the heater and allow the oil to cool.
No.3 generator engine sump return valve OL075F
Open Outlet from the No.1 purifier steam heater OL048F b) Press the PROGRAM 0 key. Two total ejections will be
Set Inlet throttle to three way control valve triggered and the purifier will stop automatically.
Procedure for Operating the Purifier
Operational Three way oil return valve
c) The feed pumps will need to be stopped if they are running in
The main LO purifiers may be operated on the generator engine system but the Open Return valve to the main engine sump tank OL056F manual mode.
generator engine purifier may only be operated on the generator engine sumps
Closed Purifier discharge to generators OL057F
and the generator engine settling tank. d) Close the control air and operating water valves to the purifier
Closed Purifier discharge to stuffing box drain tank OL055F along with any other valves opened prior to start up.
CAUTION Closed Purifier discharge to main engine settling tank OL054F
Before operating a purifier a second check must be made to ensure e) Once the purifier has come to a complete stop the brake can be
Closed Purifier discharge to generator settling tank OL053F applied and preparations made for cleaning if required.
that the correct valves are open for the purifier, heater and pump to be
operated as well as the tank system from which the oil is to be drawn and
the tank system to which the purified oil is to be sent. Serious damage The purifier regulating discharge valve should be set for the desired discharge The above description of the purifying operation has been related to
can result if oil is taken from an operating engine sump and not returned pressure and should not be adjusted during normal running conditions. the operation of No.1 purifier. Should No.2 purifier be required, careful
to the same sump. Serious damage can also occur if different types of oil consideration to piping diagrams and valve positions should be given before
are mixed and every precaution must be taken to ensure that oils are not e) Ensure the purifier brake is off and that the purifier is free to any operations are started. Refer to illustration 2.8.3a above.
mixed during the purification process. rotate.
f) Check the purifier gearbox oil level.
Purifier heaters are supplied with steam as the heating medium and the drain
valve from the heater must always be open. The steam supply valve is controlled
g) Start the No.1 purifier feed pump. The three way valve will
by the control system and the main purifier control system regulates the steam
ensure the oil bypasses the purifier and returns to the main sump
supply to give an oil temperature after the heater of 90oC. The generator engine
tank.
control system regulates heater steam to give an oil temperature of 95oC.
h) Start the purifier and ensure that the bowl is up to speed before
The main and generator engine LO purifiers operate on the same principle
continuing.
using the same type of controller and so the operating procedures are the same.
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 6 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.3a Lubricating Oil Purifying System
Accommodation Accommodation
Side Wall (Port) Upper Deck Side Wall (Starboard)
To Mist
Vent Box
OL OL OL OL OL OL OL OL OL
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine Lubricating Oil No.1 Main Engine Lubricating Oil
LI TI TI
Lubricating Oil Lubricating Oil Oil Settling Tank Storage Tank (Starboard) Storage Tank (Starboard)
Storage Tank (15.0m3) Settling Tank (7.5m3) LI (Starboard) (28.2m3) LI (16.8m3) LI (22.5m3)
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
LI
OL411F
PAL
0719
LAL XI
0717 0718 To Bilge
Primary Set
PIAL OL Main Lubricating Oil Purifier Heaters
0714 Tank 90°C
071F Generator Engine EPCON EPCON EPCON
TIAH
OL073F Set TT
Set
TT
Purifier Heater TT 90°C
0715 90°C
OL072F OL064F
DPAH
TI TI TI
0716
OL OL063F
076F No.2 No.1
OL091F OL062F
TI TI TI
No.1 Generator
Engine OL061F
OL092F
Sampling OL060F
TI TI
TI OL052F TI
Point To Drain (Locked
OL059F
Tank TI TI
PAL OL047F Closed)
OL030F
0819 OL058F OL045F OL046F
LAL XI To Stern Tube
0817 0818 Lubricating Oil OL057F
PIAL Drain Tank OL029F OL007F OL043F OL
0814 OL Main Engine OL044F
OL056F 084F
OL074F 011F OL Lubricating
TIAH
0815 010F Oil Purifier OL083F TIAHL TIAHL
Key LO Transfer OL055F XI 1316 1315
Feed Pumps
OL041F
OL082F
OL042F
DPAH Pump PI 1317 Generator TIAHL XA FI XA FI
0816 (2.3m3/h XI 1323 1314
OL Bilge / Waste (5m3/h x OL054F Engine 1324 OL085F 1312
x 2.5kg/cm2) PI PI XA FI PS PS
077F 3kg/cm2) Lubricating 1322
Lubricating Oil PI OL053F No.1 No.1 Oil Purifier No.2 PS PI PI
XI
OL093F 1318 Feed Pump
No.2 Generator OL PI PI PI
Electrical Signal (2.3m3/h
Engine 008F
x 2.5kg/cm2) No.1
OL094F
Lubricating
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Sampling
From Turbine Oil Drain No.2 No.1
Point
Lubricating Tank
PAL Oil Tank
0919 Generator
Lubricating
LAL XI Engine
Oil Purifiers
0917 0918 Lubricating Lubricating
(2,300 litres/h)
PIAL From Stern Tube OL024F Oil Drain Oil Purifier
0914 OL
Lubricating Oil Tank (600 itres/h)
TIAH
OL075F Lubricating Oil 403F
Drain Tank OL OL026F
0915 Drains
025F LIAH
DPAH To Sludge 1319
0916 To Sludge OL405F Pump
OL078F Pump OL LAH
OL095F OL406F LI 404F 1320
0106
From Main TI
No.3 Generator Engine Lubricating Oil Purifier OL401F
LAH LAL LAH
Engine OL096F 0104 0107 0105 Stuffing Box Sludge Tank (4m3)
Sampling Point
OL
To Bilge From Heavy
To Bilge 402F To
Primary Fuel Oil Purifier
Primary Sludge Tank To Bilge Sludge
Tank
Tank Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3) Primary Tank Pump
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 7 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Procedure for Purifying the Diesel Generator Lubricating Oil
The operating principals of the purifier is as previously described but it has
been assumed in this description that the smaller generator LO purifier is being
used to purify oil to and from No.3 generator:
Position Description Valve
Open Diesel generator sump outlet OL078F
Open Generator LO purifier pump suction valve OL080F
Closed No.1 main engine LO purifier pump suction OL032F
Closed No.2 main engine LO purifier pump suction OL038F
Closed LO transfer pump suction valve OL022F
Closed Generator LO purifier pump settling tank suction OL079F
Open Generator LO purifier pump discharge valve OL082F
Closed LO drain valve to LO purifier sludge tank OL085F
Open Inlet to generator LO purifier steam heater OL084F
Open Outlet from generator LO purifier steam heater OL086F
Set Inlet throttle to three way control valve
Operational Three-way oil return valve
Throttled Bypass valve back to purifier inlet OL083F
Open Return valve to the generators OL063F
Closed Purifier discharge to settling tank OL064F
Open Return valve to No.3 generator OL075F
Closed Return valve to No.2 generator OL074F
Closed Return valve to No.1 generator OL073F
Closed Return valve to generator LO storage tank OL071F
Closed Return valve to generator LO settling tank OL072F
The above description of the purifying operation has been related to the
operation of the purifier on No.3 generator. Should No.2 or No.1 generator
engines be required, careful consideration to piping diagrams and valve
positions should be given before any operations are started. Refer to illustration
2.8.3a above.
Issue: 1 IMO No. 9297345 Section 2.8.3 - Page 8 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.4a Lubricating Oil Filling and Transfer System
Near Main Lubricating Daily Oil Tank Near
Accommodation Side Oil Filling Connection Generator Engine
Wall (Starboard) (Starboard) 3rd Deck Port
Turbine Lubricating Oil (250L) (250L)
Storage Tank (1.0m3) Upper Deck
Upper Deck
To Mist
OL439F
OL440F
Vent Box
OL422F
OL191F
OL423F
OL
OL OL OL OL OL OL OL OL OL 120F
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine No.1 Main Engine
To Bilge Lubricating Oil LI TI Daily Oil Tank
Lubricating Oil Oil Settling Tank Lubricating Oil Storage Lubricating Oil Storage
Primary Storage Tank (15.0m3) Near Air Dryers
Settling Tank (7.5m3) (Starboard) (28.2m3) Tank (Starboard)(16.8m3) Tank (Starboard)
Tank LI LI 2nd Deck Starboard
TI (22.5m3)
Steam Turbine for Cargo OIl Pump No.3 LI
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
OL411F
LI
XA PS (500L)
1809 PAL
OL194F
OL407F
XA 0719
1808 LAL XI
0717 0718 To Bilge
M XI
OL197F 1807 PIAL OL Primary
0714 OL 071F Tank
TIAH 073F Daily Oil Tank Near
Key
Cooling Water 0715
OL072F OL064F Air Condition Plant
In/Out DPAH From Generator Bilge / Waste 2nd Deck Starboard
0716
Steam Turbine for Cargo OIl Pump No.2 OL OL063F Engine Lubricating
076F Oil Purifiers Lubricating Oil (100L)
XA PS
1806 OL062F
OL438F
OL193F XA
Fresh Water
No.1 Generator
1805 OL061F
Engine
M XI
OL196F 1804 OL060F
From Lubricating
OL059F Oil Purifiers Upper Deck
Cooling Water
PAL OL030F
In/Out 0819 OL OL058F Upper Deck
Steam Turbine for Cargo OIl Pump No.1 LAL XI 007F From Lubricating Slop Tank
Waste Oil
0817 0818 OL057F Oil Purifiers (Port)
XA PS
Service Tank BG
1803 PIAL
0814 OL 306F
OL192F XA
OL056F
TIAH 074F OL OL
1802
0815 011F 010F PI
BG304F
XI OL055F
M DPAH Sludge Pump
OL195F 1801 OL029F PI
0816
PI (10m3/h x 4kg/cm2)
OL OL054F
Lubricating
077F To Main Engine To Generator Engine
Cooling Water PI Oil Transfer OL053F
OL Pump (5m3/h Lubricating Oil Purifier Lubricating Oil Purifier
In/Out Hand Refer to Illustration
No.2 Generator 008F x 3kg/cm2) Feed Pumps Feed Pump
Pump Engine 2.8.3a for Generator Engines
Sampling Point Positions
BG302F
and Valve Numbers
BG301F
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Lubricating
OL3 OL3 LAL Oil Drain
51F 52F LI 0614 Tank
Fuel Oil Overflow /
Drain Tank
From Main Engine
Scavenge Air Box Drain Tank
Fuel Oil Purifier
Sludge Tank
PAL
Stern Tube 0919
Lubricating LAL XI
Oil Drain Tank 0917 0918
OL Lubricating Oil OL024F
PIAL
0914 OL 025F Drains
TIAH 075F OL026F
0915 OL OL405F
LI From Separated
DPAH OL406F 0106 404F Bilge Oil Tank
0916 From Main
OL LAH LAL LAH Engine
To Bilge 078F 0104 0107 0105 Stuffing Box
Primary
Tank No.3 Generator
Engine
Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3)
Issue: 1 IMO No. 9297345 Section 2.8.4 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.8.4 Lubricating Oil Filling and Transfer System All of the storage tanks are filled from connections on the port and starboard d) Open the suction valve(s) from the relevant source:
sides of the upper deck; the settling and renovating tanks may be filled from
Lubricating Oil Transfer Pump the same connections if required. Main LO tanks, generator engine LO tanks Description Valve
Maker: Taiko Kikai Industries and cylinder oil tanks use separate connections to prevent cross contamination
of grades. Lubricating Oil Transfer Pump Suction Valves
No. of sets: 1
Pump suction valve from main engine sump OL023F
Model: HNG-5MT The LO transfer pump has a capacity of 5.0m3/h at 3kg/cm2 and is used to
Capacity:
3
5.0m /h at 3.0kg/cm2 and 1,200 rpm Main LO settling tank suction valve OL020F
transfer LO from one part of the ship to another. Its duties include batch
transfer of LO from the main and generator engine sumps to the LO settling No.1 main LO storage tank suction valve OL001F
tanks prior to batch purification. No.2 main LO storage tank suction valve OL002F
Introduction
The pump can take suction from: Main LO settling tank suction valve OL003F
Lubricating oil is stored in the following storage tanks, located in the engine
• Main engine sump Stern tube LO sump tank suction line valve OL021F
room.
• Stern tube LO sump tank Stern tube LO sump tank suction valve OL352F
Tank Volume 100% (m3) Generator engine sump suction valve OL022F
• Generator engine sumps
Main engine LO sump tank: 31.4 • Generator engine LO settling tank No.1 generator engine sump suction valve OL076F
No.1 cylinder oil storage tank: 45.3 • Generator engine LO storage tank No.2 generator engine sump suction valve OL077F
No.2 cylinder oil storage tank: 45.3 • Main engine LO settling tank No.2 generator engine sump suction valve OL078F
No.1 main engine LO storage tank: 22.5 Generator engine LO settling tank suction valve OL019F
• Main engine LO storage tank
No.2 main engine LO storage tank: 16.8
Generator engine settling tank suction valve OL005F
Main engine LO settling tank: 28.2 The pump discharges to:
Generator engine LO storage tank: 15.0 • Generator engine LO settling tank
Generator engine LO settling tank: 7.5 e) Open the discharge valve(s) to the relevant tank:
• Generator engine sumps
Turbine oil storage tank: 1.0
LO daily tanks, near generator engine 3rd deck: 2 x 0.25 • Stern tube LO drain tank Description Valve
LO daily tank (near air dryers 2nd deck): 0.5 • Main engine LO settling tank Transfer pump discharge valve to tank filling lines OL010F
LO daily tank (near AC plants 2nd deck): 0.1 • The deck connections Transfer pump line valve to main LO tanks OL012F
Stern tube LO sump tank: 2.0
Inlet valve to main No.1 LO storage tank OL014F
CAUTION
Outlet valves from most LO tanks are remote quick-closing valves with a Extreme care must be taken when transferring or purifying LO to Inlet valve to main No.2 LO storage tank OL015F
collapsible bridge, which can be pneumatically operated from the fire control ensure that main engine oil, generator diesel engine oil and turbine oil Inlet valve to main LO settling tank OL016F
station. After being tripped, the valves must be reset locally. Each tank is fitted do not become mixed or contaminated. The setting of all valves must be
Transfer pump line crossover valve to generator LO tanks OL013F
with a self-closing test cock to test for water and to drain any water present. checked prior to starting operations so that oil will only be pumped or
Tundishes under the self-closing test cock drain any liquid to the bilge primary purified from the intended source and to the intended destination. All oil Inlet valve to generator engine LO storage tank OL017F
tank. transfers must be record in the Oil Record Book.
Inlet valve to generator engine LO settling tank OL018F
Lubricating oil is run down from the storage tanks to the main engine, generator Transfer pump discharge valve to stern tube line OL011F
diesel engines and other machinery services. The settling tanks are used to Preparation for the Transfer of Lubricating Oil by Transfer
Transfer pump discharge valve to stern tube drain tank OL030F
allow the contents of the sump of a generator engine, or the main engine, to Pump
be transferred prior to being centrifuged back to the sump, or centrifuged to Stern tube LO drain tank inlet valve OL351F
the settling tank. Heating coils are fitted to the main and generator engine LO a) Check and record the level of the oil in all the LO tanks.
settling tanks. Oil from the cargo pump turbine sumps may be run down to f) Start the LO transfer pump.
the LO drain tank and purified if required but normally the oil charge in these b) Check that all tank suction and filling valves are closed.
turbine sumps is replaced. g) Ensure that the oil is being correctly transferred.
c) Check that the suction filter is clean.
Issue: 1 IMO No. 9297345 Section 2.8.4 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.8.4a Lubricating Oil Filling and Transfer System
Near Main Lubricating Daily Oil Tank Near
Accommodation Side Oil Filling Connection Generator Engine
Wall (Starboard) (Starboard) 3rd Deck Port
Turbine Lubricating Oil (250L) (250L)
Storage Tank (1.0m3) Upper Deck
Upper Deck
To Mist
OL439F
OL440F
Vent Box
OL422F
OL191F
OL423F
OL
OL OL OL OL OL OL OL OL OL 120F
013F 012F 409F 017F 018F 016F 015F 408F 014F
Generator Engine Generator Engine Main Engine Lubricating No.2 Main Engine No.1 Main Engine
To Bilge Lubricating Oil LI TI Daily Oil Tank
Lubricating Oil Oil Settling Tank Lubricating Oil Storage Lubricating Oil Storage
Primary Storage Tank (15.0m3) Near Air Dryers
Settling Tank (7.5m3) (Starboard) (28.2m3) Tank (Starboard)(16.8m3) Tank (Starboard)
Tank LI LI 2nd Deck Starboard
TI (22.5m3)
Steam Turbine for Cargo OIl Pump No.3 LI
OL005F
OL003F
OL002F
OL001F
OL417F
OL004F
OL418F
OL421F
OL066F
OL419F
OL420F
OL416F
OL415F
OL065F
OL414F
OL413F
OL412F
OL411F
LI
XA PS (500L)
1809 PAL
OL194F
OL407F
XA 0719
1808 LAL XI
0717 0718 To Bilge
M XI
OL197F 1807 PIAL OL Primary
0714 OL 071F Tank
TIAH 073F Daily Oil Tank Near
Key
Cooling Water 0715
OL072F OL064F Air Condition Plant
In/Out DPAH From Generator Bilge / Waste 2nd Deck Starboard
0716
Steam Turbine for Cargo OIl Pump No.2 OL OL063F Engine Lubricating
076F Oil Purifiers Lubricating Oil (100L)
XA PS
1806 OL062F
OL438F
OL193F XA
Fresh Water
No.1 Generator
1805 OL061F
Engine
M XI
OL196F 1804 OL060F
From Lubricating
OL059F Oil Purifiers Upper Deck
Cooling Water
PAL OL030F
In/Out 0819 OL OL058F Upper Deck
Steam Turbine for Cargo OIl Pump No.1 LAL XI 007F From Lubricating Slop Tank
Waste Oil
0817 0818 OL057F Oil Purifiers (Port)
XA PS
Service Tank BG
1803 PIAL
0814 OL 306F
OL192F XA
OL056F
TIAH 074F OL OL
1802
0815 011F 010F PI
BG304F
XI OL055F
M DPAH Sludge Pump
OL195F 1801 OL029F PI
0816
PI (10m3/h x 4kg/cm2)
OL OL054F
Lubricating
077F To Main Engine To Generator Engine
Cooling Water PI Oil Transfer OL053F
OL Pump (5m3/h Lubricating Oil Purifier Lubricating Oil Purifier
In/Out Hand Refer to Illustration
No.2 Generator 008F x 3kg/cm2) Feed Pumps Feed Pump
Pump Engine 2.8.3a for Generator Engines
Sampling Point Positions
BG302F
and Valve Numbers
BG301F
OL019F
OL020F
OL021F
OL022F
OL023F
OL036F
OL037F
OL038F
OL039F
OL040F
OL031F
OL032F
OL033F
OL034F
OL035F
OL079F
OL080F
Lubricating
OL3 OL3 LAL Oil Drain
51F 52F LI 0614 Tank
Fuel Oil Overflow /
Drain Tank
From Main Engine
Scavenge Air Box Drain Tank
Fuel Oil Purifier
Sludge Tank
PAL
Stern Tube 0919
Lubricating LAL XI
Oil Drain Tank 0917 0918
OL Lubricating Oil OL024F
PIAL
0914 OL 025F Drains
TIAH 075F OL026F
0915 OL OL405F
LI From Separated
DPAH OL406F 0106 404F Bilge Oil Tank
0916 From Main
OL LAH LAL LAH Engine
To Bilge 078F 0104 0107 0105 Stuffing Box
Primary
Tank No.3 Generator
Engine
Lubricating Oil Drain Tank (2.5m3) Main Engine Lubricating Oil Sump Tank (31.4m3) Stuffing Box Lubricating Oil Drain Tank (1m3)
Issue: 1 IMO No. 9297345 Section 2.8.4 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
h) When the required quantity of oil has been transferred, stop the Description Valve Description Valve
pump and close all the valves. Inlet valve to generator engine storage tank OL017F
To Stern Tube Lubricating Oil Sump Tank from Generator Lubricating
i) Check and record the levels in all LO tanks and record the Oil Storage tank Inlet valve to generator engine settling tank OL018F
amount of oil transferred. Stern tube sump tank inlet valve OL351F Inlet valve to No.1 main engine storage tank OL014F
Storage tank outlet valve OL004F Inlet valve to No.2 main engine storage tank OL015F
Preparation for the Transfer of Lubricating Oil by Gravity Inlet valve to main engine settling tank OL016F
Rundown line valves OL071F/OL072F
All valves should be in the closed position. Stern tube LO drain tank supply valve OL029F No.1 cylinder oil storage tank inlet valve OL301F
No.2 cylinder oil storage tank inlet valve OL302F
a) Open the following valves depending on the service selected.
Turbine System
Description Valve The turbine oil has its own filling line and there is no line valve to operate.
Main Engine Sump Tank Filling
Description Valve From Turbine Lubricating Oil Storage Tank
b) Connect the loading hose ensuring that the connections are
From Main Engine Lubricating Oil Settling Tank Turbine LO storage tank outlet valve OL191F clean and that no foreign matter can enter the pipes whilst
connecting the hose.
Main engine settling tank outlet valve OL003F
Run down crossover valve OL006F To Turbine Sumps
Note: Before commencing loading LO double check that the hoses are
Line rundown valve OL007F No.1 cargo oil pump turbine sump inlet valve OL192F connected to the correct filling line.
From No.1 Main Engine Lubricating Oil Storage Tank No.2 cargo oil pump turbine sump inlet valve OL193F
c) Proceed with the loading operation.
Main engine LO storage tank outlet valve OL001F No.3 cargo oil pump turbine sump inlet valve OL194F
d) Ensure that the oil is being correctly transferred.
Line rundown valve OL007F b) Ensure that the oil is being correctly transferred.
From No.2 Main Engine Lubricating Oil Storage Tank e) When the required quantity of oil has been loaded, close all the
c) When the required quantity of oil has been transferred, close all valves.
Main engine LO storage tank outlet valve OL002F the valves.
f) Check and record the levels in all the LO tanks and record the
Line rundown valve OL007F
d) Check and record the levels in all lubricating oil tanks and amount of oil loaded.
record the amount of oil transferred in the oil records book.
Generator Engine System g) Record all oil transfers in the oil record book.
Description Valve Procedure for Loading Lubricating Oil
From Generator Engine Lubricating Oil Settling Tank
Preparation and operation procedures should be followed as described in
Generator engine LO settling tank outlet OL005F section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System.
Run down line valve OL072F
Oil of all grades is loaded from connections situated on the port and starboard
From Generator Engine Lubricating Oil Storage Tank side of the accommodation at the main deck aft. Separate filling lines are
used for the main engine LO, generator engine LO and the cylinder LO. It
Storage tank outlet valve OL004F is essential that the correct filling line is used for each grade of oil. The area
Rundown line valve OL071F around the filling connection must be cleaned before the line blank is removed
and the hose connected to prevent contamination of the LO.
To Generator Engine Sumps
a) Open the relevant tank filling valve.
No.1 generator engine sump inlet valve OL073F
No.2 generator engine sump inlet valve OL074F
No.3 generator engine sump inlet valve OL075F
Issue: 1 IMO No. 9297345 Section 2.8.4 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.9.1a Engine Room Bilge System
To
IMO International Bilge Shore
Foam / Fire
Connection with Blind Flange
Upper Deck Deck Wash
15 ppm Slop Tank
(Port) BG017F
From Fresh Oil Content
Water Service Meter BG307F
WG041F PS
Waste Oil Service Tank
BG016F
Set PS
1.5kg/cm2 AUTO
Auto Stop To Inert Gas Scrubber ST-SP
BG320F BG319F BG306F
Set 4kg/cm2 Cooling Sea Water FD003F FD004F
PI
Incinerator
BG305F Waste Oil BA001F BG015F BA002F BG018F
Fire Line
BG BG Tank High PI Pressurising
Oily Water BG324F Level
327F 326F BG304F No.1 No.2 Pump
Separator Auto Stop Bilge, Fire & General Self
(Locked PI Engine PI PI PI PI (25m3/h x
(5m3/h) Service Pumps (230/180m3/h Priming
Closed) BG325F XA Room 9kg/cm2)
BG 1513 Bilge Pump x 4kg/cm2/10kg/cm2) PI Type PI
Initial
328F (5m3/h x Sludge
Commissioning XI PI PI
1513 3kg/cm2) Pump BG017F
BG329F and Priming (10m3/h x
Valve From Purifier BG012F BG013F
4kg/cm2)
Sludge Tank
Engine Room Oily BG014F
BG330F BG302F Bilge Drains from
From Cascade /
BG321F BG316F BG301F Above 4th Deck
Filter Tank Drain FD001F FD002F
Fuel Oil Overflow /
Drain Tank
From Main Engine
From Stuffing Box
Lubricating Oil Drain Tank
Lubricating Oil Drain Tank
Fuel Oil Purifier Sludge Tank
Scavenge Air Box Drain Tank
BG322F BG317F BS021F
Incinerator
Waste Oil BG310F BG308F
From Sewage Treatment
BS022F Tank
Plant Overflow Bilge Primary
(Locked Overflow
From Air Cooler Chemical Tank (3m3)
Closed) From Grey
BG309F
Cleaning Tank TI
Water Tank From Fresh
TI WS024F WS025F
Upper Deck BG331F Water Generator
From Engine Room BG313F BG312F
Steering Gear Room No.1
Bilge Well Scupper Below Bilge BG333F
(Port & Starboard) Primary Tank
LI TIAH LI No.2
LAH LAH LAH BG332F BG314F
PI TI WS022F WS023F PI TI
1509 1509 1512 1514
BG311F Central Coolers
Emergency For Back
LAL Bilge Holding Separated Bilge (Each 100%)
Fire 1506 Flushing
Tank (51.9m3) Oil Tank (39.1m3) PI TI PI TI
Pump
BG021F LS LAH LAH
1505 1507 WS020F WS021F WS055F
Bilge Well BG315F
Aft
BG022F
WS018F To MGPS Anode
BG002F Treatment Tank
BG020F WS016F
Cofferdam Cofferdam To Vacuum
From Scupper From Scupper PI
WP022F From Distilled (Aft) (Forward) No.2 Main Condenser
Below Bilge BG008F Below Bilge DPS
BG005F BG006F Sea Water Pump
Water Tank LAH Primary Tank LAH Primary Tank PI
WG049F 1501 1502 BG019F
Stern Tube LAH BG010F
Cooling Water Tank WG050F Cofferdam
1504 WS014F Emergency
Bilge Suction
BG471F Main Engine Bilge Well Bilge Well
Sunken Part Tank Top
(Forward Port) (Forward Starboard)
To Inert Gas Scrubber
WS107F
Key Cooling Water Pump
High
Sea Water Sea Chest
(Port) WS001F WS005F WS006F WS002F Low
Bilge Sea Chest
To Deck Water Seal To Fresh Water Generator (Starboard)
Fresh Water
WS003F Cooling Water Pumps Ejector Pump WS004F
Fire and Deck Wash
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 1 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.9 Bilge System • The sanitary grey water tank passes into the second chamber of the tank from where it cascades to the bilge
holding tank. A test/drain valve, BG310F, is located at the top of the final
2.9.1 Engine Room Bilge System and Bilge Apart from the bilge holding tank suction all of the bilge pump suctions are chamber and should be opened frequently after bilge pumping to test for the
Separator connected to the bilge main. presence of oil and to drain any oil present on the surface of the water to the
separated bilge oil tank. The tank can be drained of all its contents if necessary
Engine Room Bilge Pump The engine room bilge pump discharges to: by opening valves BG313F and BG312F which connect to the much larger
52m3 bilge holding tank.
Maker: Taiko Kikai Industries • Bilge primary tank
No. of sets: 1 • Shore connections on the port and starboard side, upper deck
Type: Horizontal gear pump The Oily Bilge Water Separator
• The waste oil service tank
Model: HNP-401 The oily bilge water separator operates automatically and discharges clean
3
Capacity: 5.0m /h at 3.0kg/cm2 The self-priming bilge fire and GS pumps can take suction from: water overboard and separated oil to the 39m3 separated bilge oil tank.
Speed: 1,200 rpm • Bilge suction main
Engine room bilge water is initially pumped into the bilge primary tank from
• Sea water suction main where it cascades over to the holding tank as previously described.
Sludge Pump
Maker: Taiko Kikai Industries The self-priming bilge, fire and GS pumps can discharge to: The oily bilge separator extracts bilge water from the holding tank using a pump
No. of sets: 1 located at the separator’s outlet. This draws bilge water through the separator
• Overboard
Type: Horizontal gear pump so preventing the mixing of oil and water by the action of the pump. The oily
• The fire and deck wash main
Model: HNP-401 bilge water enters the separator and passes through a number of chambers
Capacity:
3
10m /h at 4.0kg/cm2 • The IG scrubber SW cooling system where oil is separated from the water. Separated oil particles flow to the
collecting chamber at the top of the separator unit. Oil probes in this chamber
Speed: 1,200 rpm The No.2 main cooling sea water pump is provided with a 350mm diameter monitor the level of the oil and when the lower probe is activated, indicating
emergency bilge suction via valve BG019F. This takes its suction from the tank that the chamber is nearly full of oil, the discharge cycle commences.
Bilge, Fire and GS Pumps top and is operated locally from a handwheel fitted 460mm above the lower
Maker: Teikoku Industries platform. The induction pump is stopped, the oil discharge valve is opened and flushing
No. of sets: 2 water enters the separator. This water displaces the oil in the chamber through
Note: The overboard discharge is not to be used for discharging bilges the oil discharge valve to the separated bilge oil tank.
Model: 200-2VSR-AM-NV-S
directly to sea unless under emergency conditions.
Type: Vertical centrifugal, self-priming When the upper oil probe in the oil collecting chamber senses the presence of
Capacity: 230/180m3/h at 4.0/10kg/cm2 water, indicating that all of the oil has been displaced, the flushing water is shut
CAUTION
Speed: 1,800 rpm off, the oil discharge valve closed and the induction pump commences operation
The intermediate shaft bearing which is located at frame 19.5 sits directly
again drawing bilge water from the bilge holding tank. The induction pump is
above the bilge holding tank, this tank is fitted with a high temperature
Bilge Separator provided with an automatic stop facility which stops the separator operating
alarm, tag No.1514 and is set at 45°C. It should be noted that excessive
when the bilge holding tank is empty. The pump can also have suction valve
Maker: Hamworthy heating of this tank may result in the bilge holding tank structure
BG322F opened to allow it to pump directly from the bilge main.
No. of sets: 1 distorting which could have serious consequences on the alignment of
Model: HS5.0 MkII the intermediate bearing and shaft.
The oil content discharge (OCD) monitor located after the separator discharge,
Capacity: 5.0m3/h samples the bilge water as it passes out of the separator. Should the oil content
Primary Bilge Tank exceed 15ppm, the solenoid valves operates to change the output flow from the
Introduction overboard discharge back to the bilge holding tank. An audible alarm sounds
The engine room oily drains from above the 4th deck level, the cascade filter to warn the operator of the situation.
The engine room bilge pump can take suction from: tank and the purifier sludge tank all drain down to the 3.0m3 capacity primary
bilge tank. Any other engine room waste drains to one of the three engine room The separator works automatically at all times and will operate as long as there
• The engine room bilge wells is water being pumped into it. Heating may be applied to improve separation
bilge wells.
• The stern tube cooling water tank but the heater will only operate when the separator is full. The separator is
The primary bilge tank has two compartments and is designed to allow oily fitted with sampling valves which allow an oil sample to be drawn and enable
• The bilge holding tank
water to separate under the influence of gravity. The oil is drained from one the oil/water interface level to be determined.
• The main engine sunken part side of the tank through the test/drain valves BG308F and BG309F where it
• The main engine cofferdam recess passes to the separated bilge oil tank. The relatively clean oily water mix then
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 2 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.9.1a Engine Room Bilge System
To
IMO International Bilge Shore
Foam / Fire
Connection with Blind Flange
Upper Deck Deck Wash
15 ppm Slop Tank
(Port) BG017F
From Fresh Oil Content
Water Service Meter BG307F
WG041F PS
Waste Oil Service Tank
BG016F
Set PS
1.5kg/cm2 AUTO
Auto Stop To Inert Gas Scrubber ST-SP
BG320F BG319F BG306F
Set 4kg/cm2 Cooling Sea Water FD003F FD004F
PI
Incinerator
BG305F Waste Oil BA001F BG015F BA002F BG018F
Fire Line
BG BG Tank High PI Pressurising
Oily Water BG324F Level
327F 326F BG304F No.1 No.2 Pump
Separator Auto Stop Bilge, Fire & General Self
(Locked PI Engine PI PI PI PI (25m3/h x
(5m3/h) Service Pumps (230/180m3/h Priming
Closed) BG325F XA Room 9kg/cm2)
BG 1513 Bilge Pump x 4kg/cm2/10kg/cm2) PI Type PI
Initial
328F (5m3/h x Sludge
Commissioning XI PI PI
1513 3kg/cm2) Pump BG017F
BG329F and Priming (10m3/h x
Valve From Purifier BG012F BG013F
4kg/cm2)
Sludge Tank
Engine Room Oily BG014F
BG330F BG302F Bilge Drains from
From Cascade /
BG321F BG316F BG301F Above 4th Deck
Filter Tank Drain FD001F FD002F
Fuel Oil Overflow /
Drain Tank
From Main Engine
From Stuffing Box
Lubricating Oil Drain Tank
Lubricating Oil Drain Tank
Fuel Oil Purifier Sludge Tank
Scavenge Air Box Drain Tank
BG322F BG317F BS021F
Incinerator
Waste Oil BG310F BG308F
From Sewage Treatment
BS022F Tank
Plant Overflow Bilge Primary
(Locked Overflow
From Air Cooler Chemical Tank (3m3)
Closed) From Grey
BG309F
Cleaning Tank TI
Water Tank From Fresh
TI WS024F WS025F
Upper Deck BG331F Water Generator
From Engine Room BG313F BG312F
Steering Gear Room No.1
Bilge Well Scupper Below Bilge BG333F
(Port & Starboard) Primary Tank
LI TIAH LI No.2
LAH LAH LAH BG332F BG314F
PI TI WS022F WS023F PI TI
1509 1509 1512 1514
BG311F Central Coolers
Emergency For Back
LAL Bilge Holding Separated Bilge (Each 100%)
Fire 1506 Flushing
Tank (51.9m3) Oil Tank (39.1m3) PI TI PI TI
Pump
BG021F LS LAH LAH
1505 1507 WS020F WS021F WS055F
Bilge Well BG315F
Aft
BG022F
WS018F To MGPS Anode
BG002F Treatment Tank
BG020F WS016F
Cofferdam Cofferdam To Vacuum
From Scupper From Scupper PI
WP022F From Distilled (Aft) (Forward) No.2 Main Condenser
Below Bilge BG008F Below Bilge DPS
BG005F BG006F Sea Water Pump
Water Tank LAH Primary Tank LAH Primary Tank PI
WG049F 1501 1502 BG019F
Stern Tube LAH BG010F
Cooling Water Tank WG050F Cofferdam
1504 WS014F Emergency
Bilge Suction
BG471F Main Engine Bilge Well Bilge Well
Sunken Part Tank Top
(Forward Port) (Forward Starboard)
To Inert Gas Scrubber
WS107F
Key Cooling Water Pump
High
Sea Water Sea Chest
(Port) WS001F WS005F WS006F WS002F Low
Bilge Sea Chest
To Deck Water Seal To Fresh Water Generator (Starboard)
Fresh Water
WS003F Cooling Water Pumps Ejector Pump WS004F
Fire and Deck Wash
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 3 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
CAUTION Position Description Valve Procedure for Pumping Bilges to the Bilge Holding Tank Using
The oily water separator is designed to separate oil from water, not Closed Return valve to bilge holding tank BG328F the Engine Room Bilge Pump
water from oil. Therefore if the bilge supply to the separator contains Open Inlet valve to separator BG324F
excessive amounts of oil it will render the equipment useless and result a) Clean all suction strainers.
in unnecessary maintenance.
h) Ensure that all valves which are not required to be set for b) Check that all instrumentation is working correctly.
operation are closed.
The maximum flow capacity of 5m3/h should not be exceeded as excessive c) Set the pump valves as in the following table:
flow will prevent effective separation. The separator supply suction strainer i) Crack open the small discharge valve from the OWS to the oil
should be kept clean to avoid large solid particles entering the separator as analyser. The valve settings assume suction from the oily water tank. If other bilge
these will have a detrimental effect on separation. spaces are to be pumped the appropriate valves must be opened.
j) Start the separator operating automatically by selecting AUTO
Procedure for Pumping the Bilge Holding Tank through the operation and pressing the START pushbutton. Position Description Valve
Oily Bilge Separator k) Switch on the oil monitoring unit and put it into AUTO mode. Closed Bilge pump suction valve from bilge holding tank BG316F
Test the operation of the analyser and ensure that the control Open Bilge pump suction valve from the bilge main BG317F
The description assumes that the separator has already been commissioned and
system opens the valve to the bilge tank.
that it is filled with water. Valve BG325F is used for priming the separator for Closed Engine room bilge pump discharge valve to shore BG319F
commissioning and after it has been drained for overhaul; the reclaimed oil
l) Open the upper vent cock and supply fresh water to the OWS; Open Discharge valve to bilge primary tank BG320F
will be discharged to the separated bilge oil tank.
water should flow out of the test cock indicating that the OWS
is filled with water. Close the test cock and shut the water filling
a) Obtain permission to pump bilge water through the oily water d) If a bilge well or another compartment is to be pumped out,
valve.
separator from the duty navigating officer and the Chief the appropriate suction valve must be opened in addition to the
Engineer Officer. bilge pump suction valve from the bilge main.
m) The separator will run automatically, discharging oil to the
separated bilge oil tank when the oil sensing probe detects an oil
b) Obtain details from the bridge of the ship’s position and enter
level. The oil content of the discharge water will be constantly Bilge Main Suction Valves
this in the Oil Record Book together with details of the bilge
monitored.
holding tank level and bilge well levels (when pumping bilge Open Forward bilge well port BG010F
wells directly).
n) Stop the separator when the desired level is reached in the bilge Open Forward bilge well starboard BG008F
holding tank. Switch off the oil content monitoring unit, shut
c) Check that the suction strainer is clean and clean if necessary. Open Aft bilge well BG002F
off the separator and close all pump valves. When in automatic
mode the separator induction pump will stop when the low level Open Stern tube cooling water tank
d) Open the suction valve BG321F from the bilge holding tank and
switch in the bilge holding tank is activated. (normally locked closed) BG003F
close the suction valve BG322F off the bilge main. Open the
inlet valve to the oily water separator. Open Void space aft BG020F
The clean exit water will be discharged overboard. Oil contamination of 15ppm
or over will automatically be discharged back to the bilge holding tank until the Open Main engine sunken part BG006F
e) Check that the FW system is operating and able to supply the water is clean enough to discharge overboard. Any oil collected at the top of the
oily bilge separator and that valve WG041F is fully open. Open Cofferdam aft BG005F
bilge separator will be discharged to the separated bilge oil tank.
f) Ensure power is available to the oily water and to the oil content The separator induction pump may also be used for pumping bilge wells Valves are shown as open but will only be open when pumping the particular
meter. directly. In this case the suction valve from the bilge main BG322F must bilge well or compartment.
be open and the suction valve from the bilge holding tank BG321F closed.
g) Set the valves as in the following table: Individual bilge well suction valves must then be opened as required. e) Check the valve settings for the bilge pump discharge and for
the desired tank suction.
Position Description Valve Pumping Bilges to the Bilge Primary Tank f) Start the bilge pump and check that the correct bilge well is
Closed Separator drain valves being emptied and that the bilge water is flowing to the bilge
The engine room bilge wells, stern tube cooling water tank, main engine pit
Operational Solenoid controlled discharge valves primary tank.
and other spaces can be pumped to the bilge primary tank using the bilge
Open Separator overboard discharge valves BG326F, BG327F pump. The pump can also be lined up to discharge to the shore connections.
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 4 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.9.1a Engine Room Bilge System
To
IMO International Bilge Shore
Foam / Fire
Connection with Blind Flange
Upper Deck Deck Wash
15 ppm Slop Tank
(Port) BG017F
From Fresh Oil Content
Water Service Meter BG307F
WG041F PS
Waste Oil Service Tank
BG016F
Set PS
1.5kg/cm2 AUTO
Auto Stop To Inert Gas Scrubber ST-SP
BG320F BG319F BG306F
Set 4kg/cm2 Cooling Sea Water FD003F FD004F
PI
Incinerator
BG305F Waste Oil BA001F BG015F BA002F BG018F
Fire Line
BG BG Tank High PI Pressurising
Oily Water BG324F Level
327F 326F BG304F No.1 No.2 Pump
Separator Auto Stop Bilge, Fire & General Self
(Locked PI Engine PI PI PI PI (25m3/h x
(5m3/h) Service Pumps (230/180m /h3 Priming
Closed) BG325F XA Room 9kg/cm2)
BG 1513 Bilge Pump x 4kg/cm2/10kg/cm2) PI Type PI
Initial
328F (5m3/h x Sludge
Commissioning XI PI PI
1513 3kg/cm2) Pump BG017F
BG329F and Priming (10m3/h x
Valve From Purifier BG012F BG013F
4kg/cm2)
Sludge Tank
Engine Room Oily BG014F
BG330F BG302F Bilge Drains from
From Cascade /
BG321F BG316F BG301F Above 4th Deck
Filter Tank Drain FD001F FD002F
Fuel Oil Overflow /
Drain Tank
From Main Engine
From Stuffing Box
Lubricating Oil Drain Tank
Lubricating Oil Drain Tank
Fuel Oil Purifier Sludge Tank
Scavenge Air Box Drain Tank
BG322F BG317F BS021F
Incinerator
Waste Oil BG310F BG308F
From Sewage Treatment
BS022F Tank
Plant Overflow Bilge Primary
(Locked Overflow
From Air Cooler Chemical Tank (3m3)
Closed) From Grey
BG309F
Cleaning Tank TI
Water Tank From Fresh
TI WS024F WS025F
Upper Deck BG331F Water Generator
From Engine Room BG313F BG312F
Steering Gear Room No.1
Bilge Well Scupper Below Bilge BG333F
(Port & Starboard) Primary Tank
LI TIAH LI No.2
LAH LAH LAH BG332F BG314F
PI TI WS022F WS023F PI TI
1509 1509 1512 1514
BG311F Central Coolers
Emergency For Back
LAL Bilge Holding Separated Bilge (Each 100%)
Fire 1506 Flushing
Tank (51.9m3) Oil Tank (39.1m3) PI TI PI TI
Pump
BG021F LS LAH LAH
1505 1507 WS020F WS021F WS055F
Bilge Well BG315F
Aft
BG022F
WS018F To MGPS Anode
BG002F Treatment Tank
BG020F WS016F
Cofferdam Cofferdam To Vacuum
From Scupper From Scupper PI
WP022F From Distilled (Aft) (Forward) No.2 Main Condenser
Below Bilge BG008F Below Bilge DPS
BG005F BG006F Sea Water Pump
Water Tank LAH Primary Tank LAH Primary Tank PI
WG049F 1501 1502 BG019F
Stern Tube LAH BG010F
Cooling Water Tank WG050F Cofferdam
1504 WS014F Emergency
Bilge Suction
BG471F Main Engine Bilge Well Bilge Well
Sunken Part Tank Top
(Forward Port) (Forward Starboard)
To Inert Gas Scrubber
WS107F
Key Cooling Water Pump
High
Sea Water Sea Chest
(Port) WS001F WS005F WS006F WS002F Low
Bilge Sea Chest
To Deck Water Seal To Fresh Water Generator (Starboard)
Fresh Water
WS003F Cooling Water Pumps Ejector Pump WS004F
Fire and Deck Wash
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 5 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
g) When the bilge well is empty, stop the bilge pump or select Position Description Valve Position Description Valve
another bilge for emptying.
Open Engine room bilge pump discharge valve to shore Open No.1 bilge, fire and GS pump discharge valve to
connection discharge line BG319F the overboard discharge line BG015F
Operation of the Bilge Primary Tank Closed Engine room bilge pump discharge valve to the Open No.1 bilge, fire and GS pump suction valve
bilge primary tank BG320F from bilge main BG012F
The primary bilge tank allows oily water to settle by means of gravity and
sufficient time must be allowed for this settling to take place. Settling time Close No.1 bilge, fire and GS pump sea suction valve FD001F
depends upon temperature, the amount of oil in the water and the viscosity of Bilge Main Suction Valves Close No.1 bilge, fire and GS pump discharge to fire main FD003F
the oil. The bilge primary tank has two compartments, the initial chamber into
Position Description Valve Close No.2 bilge, fire and GS pump discharge valve to
which the bilge water is pumped and the final chamber from where the cleaned
water is discharged to the bilge holding tank. Open Forward bilge well port BG010F the overboard discharge line BG016F
Open Forward bilge well starboard BG008F Close Overboard discharge valve BG017F
In the initial chamber most of the settling takes place and oil rises to the top of
Open Aft bilge well BG002F Close No.2 bilge, fire and GS pump suction valve
the tank. Two test/drain valves BG308F and BG309F, allow the level of oil to
from bilge main BG013F
be determined and oil to be drained to the separated bilge oil tank. The upper Open Stern tube cooling water tank
and lower valves should be operated and oil drained as necessary. Water flows (normally fitted with blank spectacle plate) BG471F Open No.2 bilge, fire and GS pump sea suction valve FD002F
from the bottom of the initial chamber into the final chamber where further Open No.2 bilge, fire and GS pump discharge to fire main FD003F
separation takes place. A test/drain valve BG310F, is located at the top of the Open Void space aft BG020F
final chamber and this must be opened periodically in order to drain oil to the Open Main engine sunken part BG006F
separated bilge oil tank. Note: The fire main discharge valve is interlocked with the bilge suction
Open Cofferdam aft BG005F valves on each bilge, fire and GS pump. The fire main discharge valve may
Water overflows from the final chamber by means of a siphon pipe with its not be opened when the bilge valve is open but a check must be made to
suction near the bottom of the chamber, the overflow water passes to the bilge b) When everything is connected correctly and the reception ensure that the fire main discharge is closed whenever the bilge suction valve
holding tank. Depending upon the rate of bilge pumping and the initial oil facility is ready to receive the bilge water, start the engine room is opened.
content of the bilge water, the overflow water is relatively free from oil. bilge pump and pump out the selected bilge compartments
using the valves as indicated. d) Open the bilge suction valves, as required, in the following
Water may drained from the primary bilge tank by means of valves BG312F table:
and BG313F should it be necessary to drain the bilge primary tank for any c) Stop the bilge pump when the compartments to be pumped are
reason. dry. Close all system valves and return the blanks to the end of Bilge Main Suction Valves
the shore connection pipes.
Position Description Valve
Procedure for Pumping the Bilges to the Shore Connection
using the Engine Room Bilge Pump Procedure for Pumping Bilges using the Bilge, Fire and GS Open Forward bilge well port BG010F
Pumps Open Forward bilge well starboard BG008F
The procedure is the same as for pumping the bilges to the bilge primary tank
These two pumps may be used for pumping the bilges and can be connected to Open Aft bilge well BG002F
except that the bilge holding tank may also be pumped to the shore connection,
and a different discharge valve on the engine room bilge pump is used. The the bilge main but are normally set for fire main duties. Open Stern tube cooling water tank
appropriate port or starboard shore connection valve must be open and the (normally locked closed) BG471F
blank removed. The shore connection pipe must be attached to the pipe flange Because they have the facility to be started remotely and may be needed in an
Open Void space aft BG020F
firmly and agreement reached with the reception facility about the pumping emergency, it is important to normally leave the pumps set for fire duties.
rate. Open Main engine sunken part BG006F
a) Check that the bilge strainers are clear. Open Cofferdam aft BG005F
a) The bilge pump valves should be arranged as follows:
b) Determine which pump is to be used for pumping the bilges.
Note: No.1 bilge, fire and GS pump has a direct suction valve, BG014F, from
Position Description Valve
c) Set the bilge pump discharge valves as in the following table. the port forward bilge well.
Open Bilge holding tank foot suction valve BG315F Unless stated all other valves must be closed. It is assumed that
Open/Closed Bilge pump suction valve from bilge holding tank BG316F only one pump is being set to discharge the bilges, with the e) Start the selected bilge, fire and GS pump and pump the contents
other pump still set for fire fighting duites. of the selected bilge overboard.
Open/Closed Bilge pump suction valve from the bilge main BG317F
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 6 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
CAUTION The Separated Bilge Oil Tank Discharge of the Sanitary Grey Water Tank
Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened Contents of the separated bilge oil tank are normally pumped to the incinerator In normal operations grey water is discharged overboard by means of gravity
except where safety of the ship or personnel is involved. waste oil service tank using the sludge pump (see section 2.6.4 Incinerator and an overboard discharge valve BS014F. Although with this ship trading
Fuel Oil System). Lines to and from the sludge pump are trace heated and in environmentally sensitive areas, grey water, where necessary according
heating steam must be applied before operating the sludge pump. Suction valve to local legislation, must be retained on board. Therefore a 20m3 grey water
Bilge Pumping to the Slop Tank BG301F and discharge valve BG306F are opened together with the discharge holding tank has been installed. A three-way valve BS017F is installed to
valve to the incinerator waste oil service tank OF357F. either direct the water overboard or to the collection tank. The contents of this
The bilge pump and the sludge pump may be used for pumping bilges and the grey water tank is discharge by the engine room bilge pump, either directly to
contents of the separated bilge oil tank to the cargo slop tank is necessary. shore facilities or to the primary bilge tank and thereafter via the OWS unit.
If necessary the OWS unit can draw directly from this tank via isolation valve
The discharge valve from the pump to the shore connection line is to be BS022F which is normally kept locked.
open, BG319F for the bilge pump or BG306F for the sludge pump. The shore
connection valves must be closed and blanks fitted on the shore connection If the grey water is to be discharged through the OWS it should be understood
outlets. The filling valve for the incinerator waste oil service tank OF357F that any soap products in the water will tend to adhere to any traces of oil in
must be closed. the separator as it passes through. Therefore the separator should be thoroughly
washed through before attempting to discharge this tank.
A spool piece must be inserted in the discharge line to the slop tank between
valves BG511F and BG512F and these valves must be opened. The discharge
BG327F BG326F
valve to the slop tank BG307F must be open and the bilge pump or sludge
pump operated as required.
Emergency and Direct Bilge Suctions
No.1 bilge, fire and GS pump has a direct suction connection to the port forward
bilge well via valve BG014F. An emergency bilge suction is provided at No.2
main cooling sea water pump via valve BG019F on that pump. Although
these valves are not normally used it is essential that they are available for Pump
easy operation if necessary. The valve handwheels should are operated, when
practical, at least once each month to ensure that the valves will open freely
when required.
BG325F
It is essential that all bilge suction strainers are cleaned at frequent intervals to
ensure that bilges can be pumped at all times. Should a strainer be blocked the BG329F
pumping of that bilge will be impaired.
BG324F BG328F
Main Engine LO
Steering Gear Room and Emergency Fire Pump Space Bilges LO Drain Tank
Sump Tank
Sounding Pipe
Sounding Pipe
Bilges in the steering gear room and the emergency fire pump space are drained
to the engine room after bilge well by means of self-closing drain valves
BG322F BG322F
located above the stern tube. Valve BG022F is used for draining the steering
gear room bilges and valve BG021F is used for draining the emergency fire
pump well.
Oily Bilge Water Separator
Issue: 1 IMO No. 9297345 Section 2.9.1 - Page 7 of 7
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.9.2 pump room bilge system e) Open the pump discharge line valves to either the port or l) Ease the steam control valve K1 off its seat by means of
starboard slop tank, CO774F and CO544F to the port slop tank, the speed setter control K5 and proceed to warm through the
or, CO777F and CO778F to the starboard slop tank. The eductor pump.
Cargo Stripping Pump
bypass valve CO579F must also be opened.
Maker: Shinko Industries Ltd. m) This process should take place at the pump side. After the warm
No. of sets: 1 f) Open the required pump room bilge suction valve, either up process, the pump can be started remotely from the cargo
Model: KPH275 BG514F, port side bilge suction, or BG515F, starboard side console in the CECR.
bilge suction. Ensure that the AUS vacuum unit drain tank valve
Type: Steam driven vertical reciprocating, duplex
CO753F is closed. n) Close all drain valves and bring the pump up to speed using the
double acting type
speed setter control K5, on the cargo console.
Capacity: 240m3/h at 150 mth g) Open the steam exhaust valve SD683F.
Inlet steam pressure: 13.5kg/cm2 o) The speed is monitored by use of the stroke counter on the cargo
Speed: 27 double strokes/minute h) Drain the steam exhaust line and inlet steam line to the pump. console. The speed of the pump should not be taken above a
maximum of 27 strokes/minute.
i) Ensure that the speed setter control, K5 on the cargo control
General console, is set at the minimum setting. Note: Under no load conditions the speed of the pump will increase,
therefore a good watch should be kept on the pump when it is coming to the
The cargo stripping pump is primarily used for cargo operations to strip lines j) Ensure that an adequate steam supply is available from the end of suction.
ashore via the MARPOL line at the end of cargo operations, it is also used to engine room.
pump out the bilge wells in the pump room when required, discharging them p) Monitor the level in the slop tanks. When the bilge pumping is
to the port or starboard slop tank. Additionally, there is a connection onto the k) Open the steam inlet valve, K14 by means of selector switch completed, stop the pump and close all of the valves. Open the
ballast bottom line from the sea suction to enable this section to be stripped dry K10 on the console. steam drains on the stripping pump.
to ensure the lines and pumps are not affected by water freezing in the line.
q) The bilge suction strainers should be inspected and cleaned in
There are four bilge suction valves in the pump room, the outboard two valves, Illustration 2.9.2a Pump Room Bilge System readiness for use.
BG514F and BG515F take suction from the pump room tank top, while the
inboard two valves, BG516F and BG517F take suction from the void space r) Return the port suction valve, BG514F to the open position.
below the pump room. Upper Deck
The port aft pump room bilge suction, BG514F is hydraulically operated from LAH Pump
Room
a deck stand situated on the main deck inside the pump room entrance and From Cargo
Oil Pump To MARPOL Line
is normally left in the open condition. The remaining three valves which are BG514F CO593F
Oil Discharge
Monitoring System
normally locked closed are all manually operated from their local positions. (Normally
Open) CO569F Compressed
Void Space PI PI CO594F CO597F Air
CO715F
CO
Procedure to Pump the Pump Room Bilges Key
Suction PI PI
CO783F
596F
CO
598F
BG516F
Bilge (Normally
a) Ensure the stripping pump automatic lubricator is topped up Closed) CO573F Stripping CO572F CO592F
CO Slop Tank
with oil. Air LAH Pump
784F (Port)
No.6 Water
To Tank Clean Ballast
Hydraulic Oil Main Line Tank (Port) - 500mm
b) Slightly open the four drain valves on the steam chest of the Cargo Above Loaded Water
Electrical Signal BG517F BA559F Oil Pumps Line
stripping pump. (Normally
Closed) AUS Vacuum Pump Unit
Void Space Drain Tank (1m3) CO579F
c) Open the stripping pump discharge line valve to the slop tanks Suction To Port
Slop Tank
CO592. BG515F BA548F CO578F CO774F CO554F
(Normally LAH To Starboard
d) Open the stripping pump suction valve from the pump room bilge Closed)
Slop Tank
LAH From Ballast Cargo CO777F CO778F
system, CO573F. Ensure the remaining pump suction valves System Eductor
are closed, CO569F cargo line suction master valve, CO570F CO753F
stripping master valve for the cargo pumps and strainers and CO577F
CO568F suction from the sea water crossover line.
Issue: 1 IMO No. 9297345 Section 2.9.2 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.9.3 Bosun’s Store and Chain Locker Bilge Description Valve
Note: Before discharging the bilge wells in the bosun’s store, the bilge well
System Bosun’s store port bilge well BG504F contents must be checked to ensure there is no oil in the well. If there are
Bosun’s store centre bilge well BG505F traces of oil, alternative means of discharging the bilge well must be used.
Eductor
Bosun’s store starboard bilge well BG506F
Maker: Ki-Won
No. of sets: 1
d) When the sea water supply valve to the eductor is opened the
Suction capacity: 5m3/h
eductor will create a partial vacuum in the eductor suction pipe
Driving water: 20m3/h at 10kg/cm2
and that will remove water from the bilge well.
Introduction e) Close the bilge well suction valve when the well is empty.
A single bilge eductor, driven by sea water from the fire/deck wash line, is f) Shut the water supply valve to the eductor when all bilges
provided for the drainage of the bosun’s store and chain lockers. Each suction connected to that eductor are empty and then close the system
point is equipped with a suction non-return valve. valves.
Procedure for Discharging Bilge Water from the Chain Locker g) Close the eductor overboard discharge valve BG501F.
and Bosun’s Store
The chain lockers and the bosun’s store have bilge wells which are discharged
using a bilge eductor. The eductor has a capacity of 5m3/h and is driven by sea
water from the deck fire hydrant system supplied by any of the fire pumps. The
bilge water is discharged directly overboard. Illustration 2.9.3a Bosun's Store and Chain Locker Bilge System
a) The fire main is kept pressurised during normal operations by
From Fire and Deck
the fire line pressurising pump which is kept on automatic cut- Wash Line
in/out mode. On its own the fire line pressurising pump has the From Deck Machinery
LAH
To Deck Machinery
To Air Driven
capacity to drive the eductor although it is more practical for Pump
Oil Cooler BG
504F
Power Pack Unit
either of bilge, fire and GS pumps to be used. Due to the small Bosun
Store
From Compressor
Air System
demand by the eductor, it may be necessary to open a hydrant
valve in order to maintain a good flow through the bilge, fire and Bosun Chain
Locker
BG
Bilge Well Chain BG
Store BG 502F Locker 507F
GS pump. The fire pumps are normally kept ready with valves 509F
BG503F
0.03 m3
open so that any of the pumps can immediately pressurise the BG
BG
BG 510F
Eductor BG501F AR
fire main. 531F 509F 551F
LAH BG
Bilge Well 505F
From Reservoir
b) Open the eductor overboard discharge valve BG501F. This 0.03 m3
Loaded Water Line Tank
Bilge Well
valve is also used to discharge the cooling sea water from the From Fire and
Wash Deck Line
forward deck machinery hydraulic cooler. Chain Eductor
Locker BG BG (6m3/h)
508F 503F
c) Open the eductor and system valves as in the following tables. BG From Deck Machinery
532F Oil Cooler
Bilge Well BG
0.03 m3 502F
Description Valve BG BG
Fore Peak Tank 506F 501F
Sea water supply valve FD501F (Centre) LAH
Key
Eductor discharge valve BG503F Bilge Water
Fire and Water Wash
Port chain locker suction valve BG507F
Starboard chain locker suction valve BG508F
Issue: 1 IMO No. 9297345 Section 2.9.3 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.1a Starting Air System
Upper Deck
Generator Engine No.1
PIAL
(Set 33kg/cm2) (Set 33kg/cm2)
0726
AS471F
Main Engine (Locked Open)
(7S60MC-C)
Generator Engine No.2 PIAL PI PIAL
1406 No.2 Main Air No.1 Main Air 1405
Reservoir Reservoir
(5.5m3 x 30kg/cm2) (5.5m3 x 30kg/cm2)
PIAL PT
0826
AS472F
Generator Engine No.3
AMS
PIAL
0926
AS473F
To Scupper To Scupper
PIAL
0501
Start Air
Pressure Reducing Unit
(30kg/cm2 - 7kg/cm2) PI
PIAL (Locked Open)
0502
AS Control Air To General Service Air System
AS008F
010F PIAL
0503
AS009F Safety Air (30kg/cm2 - 7kg/cm2) PI
To Control Air System
Sett 7.7kg/cm2
To Primary Bilge Tank
AS013F PI AS011F AS004F
AS002F AS001F
AS003F Auto ST-SP Auto ST-SP
PI
(Locked Closed)
Generator Engine Starting Air Valve for Dead Ship
XA XI XA XI
AS014F PI AS012F to be Opened at Dead Ship Condition 1404 1403 Main Air Compressors 1402 1401
(165Nm3/h x 30kg/cm2)
Pressure Reducing Station Emergency
Auxiliary Air Oily Water Oily Water
(30kg/cm2 - 10kg/cm2) Switchboard
Reservoir Deck Separator Separator
(0.3m3 x 30kg/cm2)
WF048F WF047F
Electrically Driven
Cooling Water
Key No.2 No.1
Starting Air WF046F WF045F
To Primary Bilge Tank
LT Cooling Water
To Primary Bilge Tank
Electrical Signal LT Cooling Water
Issue: 1 IMO No. 9297345 Section 2.10.1 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.10 Air systems Each compressor has an automatic unloader on the first and second stage Position Description Valve
valves. It opens the discharge valves just before the compressor stops and
Open No.1 reservoir outlet valve to main engine starting air
2.10.1 Starting Air System closes shortly after the compressor runs up to speed, this allows the compressor
to start and stop off load. The compressors are started and stopped by pressure Open No.1 reservoir outlet valve to gauge manifold
switches situated on the gauge manifold air line between the main reservoirs. Open No.1 reservoir drain trap inlet valve
Main Air Compressors The generator engine starting air supply valves on the main air reservoirs are
normally open to ensure that the standby generator engines can be started at Closed No.1 reservoir drain trap bypass valve
Maker: Sperre
Model: HV2/200 any time. Open No.2 reservoir inlet valve
No. of sets: 2 Open No.2 reservoir outlet valve to generator engine
The main air compressors are water cooled and are supplied by the central
Capacity: 165m3/h at 30kg/cm2 and general service
cooling fresh water system.
Motor: 36kW, 440V, 60Hz Open No.2 reservoir outlet valve to main engine starting air
Switches at the starter panel in the main switchboard room enable the
Open No.2 reservoir outlet valve to gauge manifold
Main Air Receivers compressors to be manually started and stopped. When in remote operation,
they can be arranged for automatic operation from the UCS 2100 control and Open No.2 reservoir drain trap inlet valve
No. of sets: 2
monitoring display. Closed No.2 reservoir drain trap bypass valve
Capacity: 5.5m3
Open Generator engine starting air supply valve AS004F
Procedure for Operating the Starting Air System
Introduction Open Generator engine No.1 reducing valve inlet valve AS011F
a) Ensure that all pressure gauge and instrumentation valves are Open Generator engine No.1 reducing valve outlet valve AS013F
The starting air system is supplied by two main starting air compressors open. Open Generator engine No.2 reducing valve inlet valve AS012F
that supply two main air receivers. The compressors are set as ‘master’ and
‘follower’ on the UCS 2100 screen display ‘Compressors’. The compressors b) Check the oil level in the compressors and check also for the Open Generator engine No.2 reducing valve outlet valve AS014F
are designed to automatically start when the pressure in the starting air receiver presence of water. Open Generator air line drain trap valve AS008F
falls to a preset value. The ‘master’ compressor cuts in at 25kg/cm2 and the
‘follower’ compressor at 23kg/cm2 on falling pressure. Both compressors stop c) Ensure that the central fresh water cooling system valves Closed Generator air line direct drain valve AS010F
at a pressure of 30kg/cm2. The No.2 compressor is fed from the emergency are open. A solenoid valve on the cooling water inlet to the Open No.1 generator engine supply valve AS471F
switchboard and has an electrically driven cooling water pump. compressor will open when the machine receives a start signal.
Open No.2 generator engine supply valve AS472F
(see section 2.5.2).
The main air receivers supply the starting air for the main engine and the three Open No.3 generator engine supply valve AS473F
diesel generator engines. The air is supplied to the three generator engines d) Only one reservoir should be in use during normal operations at
using a separate pipeline from that used for supplying the main engine. The Open Generator air reservoir filling/outlet valve
sea as this will maintain a reserve should a pressure loss occur
control and service air systems can also be supplied from the starting air system in the system.
through reducing valves should the control and service air compressors become Automatic Operation
inoperative. A double set of reducing valves is provided with a crossover valve, e) Set up the valves as shown in the table below. The valves
after the reducing valves, linking both systems. are shown as set for the given compressor and air reservoir For automatic operation of the start air compressors:
combination.
The compressors are equipped with a high air temperature alarm and trip, a) Ensure power is available to the main air compressor starter
the trip shuts down the machine when the set point is exceeded. A low LO Assuming both starting air compressors are available, with both the main panels. Set the mode switch to REMOTE on each compressors
temperature alarm and trip is also provided. starting air reservoirs and the auxiliary air reservoir open for filling: respective group starter panel on the main switchboard.
The 0.3m3 auxiliary air receiver is supplied from the main starting air receivers, Position Description Valve b) On the UCS 2100 ‘compressor’ screen display, select the ‘master’
or directly from the No.2 main air compressor in dead ship conditions, provided ‘follower’ configuration. When a start signal is received, the lead
that the normally locked valve AS003F is opened. The compressed air in the Open No.1 compressor discharge valve AS001F
compressor will run off-load for approximately 15-20 seconds
auxiliary air reservoir is used to start the three generator engines when the Open No.2 compressor discharge valve AS002F after which time the drain/unloading solenoid valves will be
main starting air reservoirs are isolated. Starting air is supplied to the generator energised to close and allow the discharge of compressed air to
engines via a reducing valve set to 10kg/cm2 at the generator engine starting Open No.1 reservoir inlet valve
the system.
air lines. Open No.1 reservoir outlet valve to generator engine and
general service
Issue: 1 IMO No. 9297345 Section 2.10.1 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.1a Starting Air System
Upper Deck
Generator Engine No.1
PIAL
(Set 33kg/cm2) (Set 33kg/cm2)
0726
AS471F
Main Engine (Locked Open)
(7S60MC-C)
Generator Engine No.2 PIAL PI PIAL
1406 No.2 Main Air No.1 Main Air 1405
Reservoir Reservoir
(5.5m3 x 30kg/cm2) (5.5m3 x 30kg/cm2)
PIAL PT
0826
AS472F
Generator Engine No.3
AMS
PIAL
0926
AS473F
To Scupper To Scupper
PIAL
0501
Start Air
Pressure Reducing Unit
(30kg/cm2 - 7kg/cm2) PI
PIAL (Locked Open)
0502
AS Control Air To General Service Air System
AS008F
010F PIAL
0503
AS009F Safety Air (30kg/cm2 - 7kg/cm2) PI
To Control Air System
Sett 7.7kg/cm2
To Primary Bilge Tank
AS013F PI AS011F AS004F
AS002F AS001F
AS003F Auto ST-SP Auto ST-SP
PI
(Locked Closed)
Generator Engine Starting Air Valve for Dead Ship
XA XI XA XI
AS014F PI AS012F to be Opened at Dead Ship Condition 1404 1403 Main Air Compressors 1402 1401
(165Nm3/h x 30kg/cm2)
Pressure Reducing Station Emergency
Auxiliary Air Oily Water Oily Water
(30kg/cm2 - 10kg/cm2) Switchboard
Reservoir Deck Separator Separator
(0.3m3 x 30kg/cm2)
WF048F WF047F
Electrically Driven
Cooling Water
Key No.2 No.1
Starting Air WF046F WF045F
To Primary Bilge Tank
LT Cooling Water
To Primary Bilge Tank
Electrical Signal LT Cooling Water
Issue: 1 IMO No. 9297345 Section 2.10.1 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
The compressors will now be controlled by the air system pressure switches
according to the setting of the selection configuration. At 5 minute intervals Cooling Water Pump
the drain solenoid valves are de-energised for 2 seconds to drain water from
the cooler water separator bowls. No.2 Compressor No.1 Compressor AS002F AS001F
When the pressure switch indicates a full pressure in the air reservoir, the
solenoid valves are de-energised. The drain opens and the compressor unloads
until a start signal from the pressure switch is received. The compressor
remains running but is off load. When the pressure in the air reservoir falls Filling Valve
Filling Valve
to the recharging pressure a recharge signal is sent to the compressor. The
solenoid valves are energised to close, causing the compressor to charge the
system. If the recharge signal is not received within 5 minutes of the charged
signal, the compressor stops, leaving the solenoid valves open. On a recharge
signal the compressor starts as for pressing the START button.
If the STOP button is pressed (or the selector switch is turned to the MAN
position) the solenoid valves are de-energised to open to drain the air cooler
water separator bowls. The compressor continues to run in the unloaded Main Engine Starting Air
condition for 5 minutes before stopping. Pressing the START pushbutton Control/Service Air Line Valve
WF047F
during this cycle brings the compressor back on line to recharge the system as
if a recharge signal is given by the pressure switch.
WF048F
If the air reservoir pressure continues to fall despite the lead (duty) compressor WF046F
operating, the standby compressor will start when the pressure falls to the WF045F Drain Valves
preset low low pressure. This compressor will start and load in the same
manner as the duty compressor and will unload when the cut out pressure for
this machine has been reached.
Starting Air Compressors Starting Air Receivers
Issue: 1 IMO No. 9297345 Section 2.10.1 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.2a General Service Air System To Foam For Casing
To Air To Mast Air Horn and Room and Top Side AR016F
Conditioning Overfill Alarm Horn Fire Control Station
Room To Casing Top
For Inert
Accommodation Gas Generator
General To Deck & Fan Room
Service Air Service
Upper Deck
AR003F
AR033F
Deck General AR034F
Service Desiccant XA
Dryer 100Nm3/h 1415 To Incinerator
Near Inert Gas
Atomising Air
AR007F Scrubber
Emergency
To Generator Engine Emergency AR032F
100
1000
200
3000
PSI
5000
300
400
AR009F Generator Room
Diesel Oil Pump Near Exhaust Valve For Flue Gas Uptake
AR004F AR008F Grinding Machine Valve Clean
AR002F For Boiler
PI AR005F
(Locked Open) (Locked Open) Atomising
From Starting
Air System To Steering
AC017F AR006F Near Fuel
Pressure Reducing Unit Gear Room
Valve Test
(30kg/cm2 - 7kg/cm2) PI AR009F To Local Fire
Fighting Pump Unit
To Control Air System
AC018 F AR010F In Engine
2 To Economiser
Set 7.7kg/cm
Workshop Soot Release
AR011F
For Auxiliary Boiler
In Engine AR017F Service (2nd Deck Starboard)
AR012F Store
To Main Engine Turbocharger Cleaner
(Set 7.7kg/cm2) Engine Room 4th
AR013F Deck (Port) 3rd Deck
(Aft Starboard)
Near Bilge Water AR031F
AR014F Separator
Near Generator Engine
PT PIAL
Engine Room Floor AR018F (3rd Deck)
1411
AR015F (Near Sea Water Strainer) In Purifier
PI General Service
Air AR019F Room
Receiver
(1.5m3 x 7.0kg/cm2) 3rd Deck Service
AR020F (Forward Starboard)
4th Deck
AR021F (Near Central Cooler)
Supply From
Engine Room Floor
Emergency Oily Water
Switchboard Separator AR022F (Near Sea Water Strainer)
To Main Engine Jacket Fresh
Water Transfer Pump
To Bilge Primary Tank
AMS Control
XA
To Bilge Primary Tank 1408 Auto ST-SP General Service Air Key
Compressor
(150Nm3/h x 7.0kg/cm2) General Service Air
PS TS
XI Electrical Signal
Shut Down 1407
Issue: 1 IMO No. 9297345 Section 2.10.2 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.10.2 General Service Air System The GS air system is used to supply the following services: a) Ensure that all the instrumentation valves are open.
• Generator engine emergency DO pump
b) Check the oil level in the compressor.
General Service Air Compressor • Air conditioning room
Maker: J.P. Sauer and Sohn • Accommodation services c) Set up the valves as shown in the following table.
Model: SCK 26-10-MA60
• Deck services via a desiccant dryer, including the mast air horn,
Type: Screw type, air cooled overfill alarm horn and ballast tank bubbling air Position Description Valve
No. of sets: 1 Open Inlet valve to air reducing valve from start air
• Foam room
Capacity: 150m3/h at 7.0kg/cm2
• IG generator and fan room Open Outlet valve from reducing valve from start air
• Engine room service air system Open Inlet valve to GS air receiver from GS air compressor
Air Drier
• Purifier room Open GS air receiver outlet valve
Maker Dominick Hunter Ltd
• Incinerator atomising air Open GS receiver gauge line valve
Type: Desiccant
Model: DME060 • Boiler atomising air Open GS receiver drain trap inlet valve
No. of sets: 1 • Local fire fighting pump unit Closed GS receiver drain trap bypass valve
Capacity: 100Nm3/h Open Generator engine emergency DO pump air valve AR002F
• Main engine jacket FW transfer pump
• Flue gas take-up valve cleaning Open (locked) Deck sevice air system isolating inlet valve AR005F
Introduction Open (locked) Deck sevice air dryer inlet valve AR032F
• Workshop
The General Service (GS) air system is supplied by one electric motor driven • Economiser sootblowers Open (locked) Deck sevice air dryer outlet valve AR033F
air compressor operating at a pressure of 7.0kg/cm2 (the compressor cut-out • Emergency generator engine room Closed Deck sevice air dryer bypass valve AR034F
pressure is set at 7.9 bar. The compressor discharges to a 1.5m3 air receiver
• The steering gear room Open (locked) Mast air horn air and overfill alarm horn valve AR003F
and is controlled by the pressure in the receiver with the machine loading and
unloading as required. • Main engine turbocharger cleaning Open Accommodation service air supply valve AR004F
• Main engine jacket fresh water transfer pump Open Engine room GS air isolating line valve AR006F
The compressor is fitted inside an acoustic hood that is equipped with a local
control panel. This provides a digital read out of the system pressure, the air • Auxiliary boiler service Closed IG generator and fan room air valve
temperature at the compressor outlet and the operating status of the machine. Closed Service air outlet valve near IG scrubber AR007F
• Fuel valve test rig
It is menu driven and can be used to obtain operating information or details
on alarms and shutdowns. Pressing the INFO button will display the system Closed Service air outlet valve near exhaust valve
grinding machine AR008F
information. Pressing this button up to twelve times will display, at each press, Procedure for Preparing the GS Air System for Operation
information on the compressor’s operating parameters and set points. A set Closed Service air outlet valve near fuel test valve AR009F
point can be adjusted by bringing up the correct line item, using the up/down The GS air compressor is started by pressing the ‘I’ button on the local control Closed Service air outlet valve in workshop AR010F
buttons to increase/decrease the setting and then pressing ENTER. The set panel. The compressor will automatically start and load itself unless the line
points can only be altered when the machine has been stopped and the stop ‘O’ pressure is above the pressure cut-in set point or the start temperature is below Closed Service air outlet valve in workshop AR011F
button pressed for a further 3 seconds. 5°C. The green running light will illuminate with a steady light unless the Closed Service air outlet valve in engine store AR012F
machine is inhibited as stated above in which case the green light will flash.
The GS air system is ordinarily supplied by the GS air compressor and the Closed Service air outlet valve 4th deck port AR013F
GS air receiver, however in the event of a failure of this compressor, air may WARNING Closed Service air outlet valve near bilge separator AR014F
be supplied from the main starting air system through a reducing valve. The
A flashing green light means the compressor is on standby and can start Closed Service air outlet valve engine
supply valve to the reducing station is locked open.
up automatically without any warning. room floor SW strainer AR015F
With the vessel classified for cold climate conditions, it is therefore important Closed Service air outlet valve casing topside AR016F
Using the menu driven control panel, the compressor can be set to AUTOMATIC
that the dryer unit is in operation when supplying working air to deck in order
mode. This will ensure the compressor will automatically restart after power Closed Service air outlet valve in emergency
to ensure that there is no possibility of any wet air being used on deck which
failure and is activated by having the ‘restart’ mode set to 1. Setting to 0 will generator room
could possibly freeze in control equipment or on valve seats etc.
switch the automatic restart off. Closed Service air outlet valve boiler service 2nd deck AR017F
Issue: 1 IMO No. 9297345 Section 2.10.2 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.2a General Service Air System To Foam For Casing
To Air To Mast Air Horn and Room and Top Side AR016F
Conditioning Overfill Alarm Horn Fire Control Station
Room To Casing Top
For Inert
Accommodation Gas Generator
General To Deck & Fan Room
Service Air Service
Upper Deck
AR003F
AR033F
Deck General AR034F
Service Desiccant XA
Dryer 100Nm3/h 1415 To Incinerator
Near Inert Gas
Atomising Air
AR007F Scrubber
Emergency
To Generator Engine Emergency AR032F
100
1000
200
3000
PSI
5000
300
400
AR009F Generator Room
Diesel Oil Pump Near Exhaust Valve For Flue Gas Uptake
AR004F AR008F Grinding Machine Valve Clean
AR002F For Boiler
PI AR005F
(Locked Open) (Locked Open) Atomising
From Starting
Air System To Steering
AC017F AR006F Near Fuel
Pressure Reducing Unit Gear Room
Valve Test
(30kg/cm2 - 7kg/cm2) PI AR009F To Local Fire
Fighting Pump Unit
To Control Air System
AC018 F AR010F In Engine
2 To Economiser
Set 7.7kg/cm
Workshop Soot Release
AR011F
For Auxiliary Boiler
In Engine AR017F Service (2nd Deck Starboard)
AR012F Store
To Main Engine Turbocharger Cleaner
(Set 7.7kg/cm2) Engine Room 4th
AR013F Deck (Port) 3rd Deck
(Aft Starboard)
Near Bilge Water AR031F
AR014F Separator
Near Generator Engine
PT PIAL
Engine Room Floor AR018F (3rd Deck)
1411
AR015F (Near Sea Water Strainer) In Purifier
PI General Service
Air AR019F Room
Receiver
(1.5m3 x 7.0kg/cm2) 3rd Deck Service
AR020F (Forward Starboard)
4th Deck
AR021F (Near Central Cooler)
Supply From
Engine Room Floor
Emergency Oily Water
Switchboard Separator AR022F (Near Sea Water Strainer)
To Main Engine Jacket Fresh
Water Transfer Pump
To Bilge Primary Tank
AMS Control
XA
To Bilge Primary Tank 1408 Auto ST-SP General Service Air Key
Compressor
(150Nm3/h x 7.0kg/cm2) General Service Air
PS TS
XI Electrical Signal
Shut Down 1407
Issue: 1 IMO No. 9297345 Section 2.10.2 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Position Description Valve • Code 11 Pressure drop across
separator
Closed Service air outlet valve near generator
engine 3rd deck AR018F • Code 12 Maximum compressor
temperature sensor
Closed Service air outlet valve in purifier room AR019F
• Code 13 Oil temperature sensor
Closed Service air outlet valve 3rd deck service forward AR020F
• Code 14 Pressure sensor
Closed Service air outlet valve 4th deck near FW cooler AR021F
• Code 15 Maximum compressor final
Closed Service air outlet valve engine room
temperature exceeded
floor SW strainer AR022F
• Code 16 Network pressure exceeded
Closed Service air outlet valve 3rd deck aft AR031F
The alarms have to be acknowledged by pressing the the ‘O’ key.
d) Start the service air compressor, ensuring that the loading and
unloading system operates correctly. The cut in and cut out With the ship classified to work in ice water conditions a desiccant air dryer
pressures are set during the commissioning of the system and has been installed into the deck service air supply line. This is in order to
should not be changed. ensure that no water is entrained in the air which would otherwise freeze on
the moving parts or in the control lines in the deck service air system, e.g., air
e) Check that the system drain traps are operational. inlet control valve to the mast whistle or overfill alarm horn when the ship is
operating in cold climate areas.
The GS air system is now operating with air supplied by the GS air compressor
via the GS air receiver, however, the valve set up described shows the valves
from the starting air pressure reducing station being open. This will ensure
the automatic supply of back-up air from that system in the event of GS
compressor failure or excessive demand from the service air system.
Switching off the compressor is achieved by pressing the ‘O’ button on the
compressor’s local control panel. The green light will extinguish and the
compressor will go through its timed shutdown sequence. Control Air System
Reducing Valve
Reducing Valve Inlet Valve
Compressor Operating Faults Outlet Valve
The compressors local control panel contains a menu driven alarm fault read
Crossconnection Valve
out. A system alarm is indicated on the machine by a red light illuminating and
a spanner symbol appearing on the screen. The alarm codes are as follows: Reducing Valve
Outlet Valve Service Air System
• Code 1 Pressure rated value wrong Reducing Valve
Inlet Valve
• Code 2 Parameters wrong
• Code 3 Low voltage AR006F
• Code 4 Voltage failure AR002F
• Code 5 Air control defect
• Code 6 Emergency stop activated
• Code 7 Wrong direction of rotation
• Code 8 Motor temperature high
• Code 9 Overcurrent Service Air System and Control Air System Reducing Valves
• Code 10 Overpressure
Issue: 1 IMO No. 9297345 Section 2.10.2 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.3a Control Air System
Pressure Reducing Station Control Air Dryers
AC015F AC016F
(30kg/cm2 - 7kg/cm2) (Desiccant Type)(100Nm3/h x 7.0kg/cm2) 2nd Deck (Fire &
From Boiler Tops
Starting Air (Locked Open) PI To IG System General Alarm Air Horn)
(Locked Open) To Fire Pneumatic No.2 Auxiliary Boiler Feed
System To General Control Station Steering Gear (Fire &
DPI DPI Control Water Regulator Valve
Service Air Forward Engine Room General Alarm Air Horn)
XA
AC017F System 1415 Bulkhead near Evaporator No.2 Auxiliary Boiler
Funnel Casing (Foam Horn) Burner Unit
PI AC AC Upper Funnel Casing (Fire & No.2 Auxiliary Boiler Force
001F 002F Deck General Alarm Air Horn) Draught Fan Inlet Valve Damper
AC006F (Locked
200
Open) No.1 Auxiliary Boiler FO No.2 Auxiliary Boiler
AC018F
3000
100 300
1000 5000
PSI
400
2nd Deck (Forward) Burner Unit Sootblower Control Valve
(Foam Air Horn) No.1 Auxiliary Boiler Feed Economiser
Set 7.7kg/cm2 Water Regulator Valve Sootblower Control Valve
AC005F Oil Discharge
Monitoring System No.1 Auxiliary Boiler Force
(Locked Closed)
Draught Fan Inlet Valve Damper
No.1 HFO Settling Tank No.1 Auxiliary Boiler (Locked Open)
Local Gauge Board Sootblower Control Valve Emergency Generator
DPI DPI Room (Fire & General
(Set 7.7kg/cm2) Auxiliary Boiler FO Return
XA No.2 HFO Settling Tank (Locked Alarm Air Horn)
Local Gauge Board Line Three-way Control Valve
1415 Open)
HFO Service Tank Calorifier Temperature
AC AC Control Valve
Local Gauge Board
PT 003F 004F Hydraulic Solenoid
Engine Room Service Steam Pressure
Steam Reducing Valve Unit Room
100
1000
200
3000
5000
300
Reducing Valve
PI
PSI
400
(Locked Upper
Control Air Open) Deck
Receiver
(1.5m3
x 7.0kg/cm2) 3rd Deck (Forward)
(Fire & General
Fuel Oil Supply Unit Alarm Air Horn) (Locked Generator Engines FO Quick-Closing
AC007F Open) Control Board Isolating Valve
Generator Engine Lubricating Oil Purifier Room
Oily Water Purifier Solenoid Valve 3rd Deck (Forward)
Separator (Foam Air Horn) 3rd Deck (Near Generator)
Spare (Locked (Fire & General Alarm Air Horn)
Open)
(Locked
AMS Open)
Control 3rd Deck (Near Generator)
AC010F Control (Foam Air Horn)
Air Main Engine
XA To Bilge (7S60MC-C) (Locked
To Bilge Primary Tank 1410 Auto ST-SP Open)
Primary Tank
Control Air AC011F Safety
PS TS Compressor Air
(150Nm3/h x 7.0kg/cm2) (Locked
Shutdown AC013F AC009F Open) In Purifier Room
XI (Locked (Fire & General
1409
Open) Alarm Air Horn)
Pump Room (Locked
Near HFO Near Ballast Pumps Open)
AC012F Transfer Pump Fire & General Alarm Air Horn In Purifier Room
(Locked (Foam Air Horn)
Open)
Spare Auxiliary Boiler Fuel Oil Return Line
Intrinsically Safe Telephone Air Horn
3 Way Change Over Valve
(Locked
Stern Tube Lubricating Oil Main Lubricating Oil Temperature Open) No.1/2 Main Lubricating Oil Purifier
Drain Tank Level Gauge (Locked Control Valve Heater Temperature Control Valve
Open) Gas Detection Air Horn
Bilge Water Main Lubricating Oil (Locked Generator Engine Lubricating Oil Purifier
Separator Vacuum Condition Auto Filter Heater Temperature Control Valve
Level Control Valve Open)
Foam Air Horn No.1 Heavy Fuel Oil Purifier
(Locked Heater Temperature Control Valve
Open) (Locked
Floor (Port) Floor (Forward) Open) No.2 Heavy Fuel Oil Purifier
4th Deck (Near Cargo Pump) Heater Temperature Control Valve
(Fire & General Alarm Air Horn) (Fire & General Alarm Air Horn) (Fire & General Alarm Air Horn)
Floor (Port) (Locked
(Foam Air Horn) Open) 4th Deck (Near Cargo Pump)
Floor (Forward) (Foam Air Horn)
(Foam Air Horn) (Locked
Open)
To Low Temperature FW Cooling Spare Key
Temperature Control Valve Purifier Room
Floor Control Air
Deck Spare
Turbine
Deck
Issue: 1 IMO No. 9297345 Section 2.10.3 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.10.3 Control Air System all of the engine room control systems. Normally one dryer will be in service Procedure for Preparing the Control Air System for
with the other on standby or undergoing maintenance. Operation
Control Air Compressor
The drying process is automatic and the desiccant is purged of water whilst The control air compressor is started by pressing the ‘I’ button on the local
Maker: J.P. Sauer and Sohn the unit is in operation. Each dryer has two towers containing desiccant with control panel. The compressor will automatically start and load itself unless
Model: SCK 26-10-MA60 one tower in service while the other is purging. Purging is achieved by passing the line pressure is above the pressure cut-in set point or the start temperature
Type: Screw type, air cooled some of the already dried control air over the desiccant in the tower being is below 5°C. The green running light will illuminate with a steady light unless
purged. The operation to change between towers is automatic and the desiccant the machine is inhibited as stated above, in which case the green light will
No. of sets: 1
material has an operating life in excess of 5 years. flash.
Capacity: 150m3/h at 7.0kg/cm2
The control air is supplied to a main line to which a number of manifolds are
WARNING
Air Drier fitted. Direct control air supplies are taken from a number of locations but
most users are supplied from manifolds which have isolating valves and a A flashing green light means the compressor is on standby and can start
Maker Dominick Hunter Ltd drain valve fitted. The drain valve is normally closed but should be opened up automatically without any warning.
Type: Desiccant periodically to drain any water which might build up.
Using the menu driven control panel, the compressor can be set to AUTOMATIC
Model: DME060
mode. This will ensure the compressor will automatically restart after power
No. of sets: 2 Note: It is essential that the control air is dried before entering the system
failure and is activated by having the ‘restart’ mode set to 1. Setting to 0 will
as any moisture can cause problems in actuators or other parts which could
Capacity: 100m3/h switch the automatic restart off.
lead to failure. The air dryers are fitted with a bypass valve which is locked
closed. Only in the event of failure of the control air dryer system should the
a) Ensure that all instrumentation valves are open.
Introduction dryer bypass valve be opened.
b) Check the oil level in the compressor
The control air system is supplied by one electric motor driven air compressor The following services are supplied by the control air system:
operating at a pressure of 7.0kg/cm2 (cut-out set at 7.9 bar). The compressor • Alarm air horns c) Open the valves for one of the control air dryers; in the table
is the same make and model as the GS air compressor and so the operating below it has been assumed that No.1 control air dryer is
instructions for this machine are identical but some details have been repeated • Inert gas control air
operating on line and that the dryer bypass is locked closed.
for completeness. • Remote sounding system
• Main engine safety air system d) Set up the valves as shown in the following table.
As with the GS air compressor the control air compressor is fitted inside an
acoustic hood that is equipped with a local control panel. This provides a • Main engine control air system
Position Description Valve
digital read out of the system pressure, the air temperature at the compressor • Main engine automatic backflushing LO filters
outlet and the operating status of the machine. It is menu driven and can be Closed Inlet valve from starting air systems to reducing valve
used to obtain operating information or details on alarms and shutdowns. • Main engine automatic backflushing FO filters
Closed Reducing valve outlet valve
Pressing the INFO button will display system information. Pressing this button • Generator engine control systems
up to twelve times will display, at each press, information on the compressor’s Open Control air reservoir inlet valve
operating parameters and set points. A set point can be adjusted by bringing up • Boiler control systems
Open Control air reservoir outlet valve
the correct line item, using the up/down buttons to increase/decrease the setting • Purifier control systems
Open Control air reservoir drain trap valve
and then pressing ENTER. The set points can only be altered however when
• Auxiliary systems pressure and temperature controllers
the machine has been stopped and the stop ‘O’ button pressed for a further 3 Closed Control air reservoir direct drain valve
seconds. Open Inlet valve to No.1 air dryer AC001F
The compresssor discharges to a 1.5m3 air receiver and is controlled by the Open Outlet valve from No.1 air dryer AC002F
pressure in the receiver. In an emergency the system can be supplied with air Closed Inlet valve to No.2 air dryer AC003F
from the main starting air system via a pressure reducing valve.
Closed Outlet valve from No.2 air dryer AC004F
The control air is processed through one of two control air dryers and associated Closed Air dryer bypass valve (locked closed) AC005F
filters before entering the control air pipework system. The dryers are of the
activated alumina type which contain chemicals that act as a desiccant to
absorb moisture from the air. There are two dryers installed and they supply
Issue: 1 IMO No. 9297345 Section 2.10.3 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.10.3a Control Air System
Pressure Reducing Station Control Air Dryers
AC015F AC016F
(30kg/cm2 - 7kg/cm2) (Desiccant Type)(100Nm3/h x 7.0kg/cm2) 2nd Deck (Fire &
From Boiler Tops
Starting Air (Locked Open) PI To IG System General Alarm Air Horn)
(Locked Open) To Fire Pneumatic No.2 Auxiliary Boiler Feed
System To General Control Station Steering Gear (Fire &
DPI DPI Control Water Regulator Valve
Service Air Forward Engine Room General Alarm Air Horn)
XA
AC017F System 1415 Bulkhead near Evaporator No.2 Auxiliary Boiler
Funnel Casing (Foam Horn) Burner Unit
PI AC AC Upper Funnel Casing (Fire & No.2 Auxiliary Boiler Force
001F 002F Deck General Alarm Air Horn) Draught Fan Inlet Valve Damper
AC006F (Locked
200
Open) No.1 Auxiliary Boiler FO No.2 Auxiliary Boiler
AC018F
3000
100 300
1000 5000
PSI
400
2nd Deck (Forward) Burner Unit Sootblower Control Valve
(Foam Air Horn) No.1 Auxiliary Boiler Feed Economiser
Set 7.7kg/cm2 Water Regulator Valve Sootblower Control Valve
AC005F Oil Discharge
Monitoring System No.1 Auxiliary Boiler Force
(Locked Closed)
Draught Fan Inlet Valve Damper
No.1 HFO Settling Tank No.1 Auxiliary Boiler (Locked Open)
Local Gauge Board Sootblower Control Valve Emergency Generator
DPI DPI Room (Fire & General
(Set 7.7kg/cm2) Auxiliary Boiler FO Return
XA No.2 HFO Settling Tank (Locked Alarm Air Horn)
Local Gauge Board Line Three-way Control Valve
1415 Open)
HFO Service Tank Calorifier Temperature
AC AC Control Valve
Local Gauge Board
PT 003F 004F Hydraulic Solenoid
Engine Room Service Steam Pressure
Steam Reducing Valve Unit Room
100
1000
200
3000
5000
300
Reducing Valve
PI
PSI
400
(Locked Upper
Control Air Open) Deck
Receiver
(1.5m3
x 7.0kg/cm2) 3rd Deck (Forward)
(Fire & General
Fuel Oil Supply Unit Alarm Air Horn) (Locked Generator Engines FO Quick-Closing
AC007F Open) Control Board Isolating Valve
Generator Engine Lubricating Oil Purifier Room
Oily Water Purifier Solenoid Valve 3rd Deck (Forward)
Separator (Foam Air Horn) 3rd Deck (Near Generator)
Spare (Locked (Fire & General Alarm Air Horn)
Open)
(Locked
AMS Open)
Control 3rd Deck (Near Generator)
AC010F Control (Foam Air Horn)
Air Main Engine
XA To Bilge (7S60MC-C) (Locked
To Bilge Primary Tank 1410 Auto ST-SP Open)
Primary Tank
Control Air AC011F Safety
PS TS Compressor Air
(150Nm3/h x 7.0kg/cm2) (Locked
Shutdown AC013F AC009F Open) In Purifier Room
XI (Locked (Fire & General
1409
Open) Alarm Air Horn)
Pump Room (Locked
Near HFO Near Ballast Pumps Open)
AC012F Transfer Pump Fire & General Alarm Air Horn In Purifier Room
(Locked (Foam Air Horn)
Open)
Spare Auxiliary Boiler Fuel Oil Return Line
Intrinsically Safe Telephone Air Horn
3 Way Change Over Valve
(Locked
Stern Tube Lubricating Oil Main Lubricating Oil Temperature Open) No.1/2 Main Lubricating Oil Purifier
Drain Tank Level Gauge (Locked Control Valve Heater Temperature Control Valve
Open) Gas Detection Air Horn
Bilge Water Main Lubricating Oil (Locked Generator Engine Lubricating Oil Purifier
Separator Vacuum Condition Auto Filter Heater Temperature Control Valve
Level Control Valve Open)
Foam Air Horn No.1 Heavy Fuel Oil Purifier
(Locked Heater Temperature Control Valve
Open) (Locked
Floor (Port) Floor (Forward) Open) No.2 Heavy Fuel Oil Purifier
4th Deck (Near Cargo Pump) Heater Temperature Control Valve
(Fire & General Alarm Air Horn) (Fire & General Alarm Air Horn) (Fire & General Alarm Air Horn)
Floor (Port) (Locked
(Foam Air Horn) Open) 4th Deck (Near Cargo Pump)
Floor (Forward) (Foam Air Horn)
(Foam Air Horn) (Locked
Open)
To Low Temperature FW Cooling Spare Key
Temperature Control Valve Purifier Room
Floor Control Air
Deck Spare
Turbine
Deck
Issue: 1 IMO No. 9297345 Section 2.10.3 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Control Air System Users Position Description Valve Position Description Valve
Position Description Valve Open No.2 HFO settling tank temperature control valve Open FO purifier sludge tank level gauge
Open Main engine control air inlet valve AC010F Closed Spare Open Stern tube LO tank level gauge
Open Main engine safety air inlet valve AC011F Open Control air manifold supply valve AC009F Open Bilge water separator
Open Inert gas system pneumatic control supply valve Closed Manifold drain valve Open Floor forward port fire and general alarm horn
Open 3rd deck forward general and fire alarm horn Open Purifier room fire and general alarm horn Open Floor forward port foam alarm horn
Open 3rd deck forward foam alarm horn Open Purifier room foam alarm horn Closed Spare
Open 3rd deck near generator engine general and fire alarm horn Open Boiler FO return three-way valve Open Control air manifold supply valve AC013F
Open 3rd deck near generator engine foam alarm horn Open No.1 main LO purifier heater temperature control valve Closed Manifold drain valve
Open 2nd deck near boiler general and fire alarm horn Open No.2 main LO purifier heater temperature control valve Open Vacuum condenser level control valve
Open Steering gear room general and fire alarm horn Open Generator engine LO purifier heater temperature Open Main LO temperature level control valve
control valve Open Main LO auto filter
Open Generator engine jacket CFW temperature control valves
Closed Spare Open 4th deck near cargo pump fire and general alarm horn
Open Low temperature FW temperature control valve
Open Control air manifold supply valve AC015F Open 4th deck near cargo pump foam alarm horn
Open Calorifier temperature control valve
Closed Manifold drain valve Open Floor aft starboard fire and general alarm horn
Closed Line drain valve
Open No.1 boiler feed water regulating valve Open Floor aft starboard foam alarm horn
Open Control air to cargo pump room AC014F
Open No.1 boiler burner unit Open Cargo pump room fire and general alarm horn
Open Control air manifold supply valve AC006F
Open No.1 boiler FD fan inlet valve damper Open Cargo pump room foam alarm horn
Closed Manifold drain valve
Open No.1 boiler FO control valve Open Cargo pump room IS telephone air horn
Open 2nd deck forward foam alarm air horn
Open No.1 boiler sootblower control valve Open Cargo pump room gas detection horn
Open ODMS air supply valve
Open Economiser soot system steam supply valve
Open Main engine JCFW temperature control valve
Closed Spare
Open Steam pressure reducing valve Note: The control air supply outlet valves have been shown as being open as
Open Control air manifold supply valve AC016F this would be the normal position when an outlet was supplying control air.
Open Steam dump valve
Closed Manifold drain valve
Open Main engine jacket FW preheater temperature control valve e) Start the control air compressor, ensuring that the loading and
Open No.2 boiler feed water regulating valve unloading system operates correctly.
Open Engine room service steam pressure reducing valve
Open No.2 boiler burner unit
Open IGS steam dump valve f) Check that the system drain traps are operational.
Open No.2 boiler FD fan inlet valve damper
Closed Spare
Open No.2 boiler FO control valve The control air system is now operating with air being supplied by the control
Open Control air manifold supply valve AC007F
air compressor via the control air receiver. The valve set up described above
Open No.2 boiler sootblower control valve
Closed Manifold drain valve shows the valves from the starting air pressure reducing station being closed.
Open Funnel casing fire and general alarm horn This would be the situation during normal operation with the reducing station
Open FO supply unit
Open Funnel casing foam alarm horn only being utilised in the event of the control air compressor being out of
Open Generator engine LO purifier solenoid valve action.
Open Control air manifold supply valve AC012F
Open Main LO purifiers solenoid valves
Closed Manifold drain valve Switching off the compressor is achieved by pressing the ‘O’ button on the
Open HFO purifiers solenoid valves compressor’s local control panel. The green light will extinguish and the
Open FO overflow/drain tank level gauge compressor will go through its timed shutdown sequence.
Open NO.1 HFO purifier heater temperature control valve
Open LO purifier sludge tank level gauge
Open NO.2 HFO purifier heater temperature control valve
Issue: 1 IMO No. 9297345 Section 2.10.3 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Compressor Operating Faults The dryer is now in operation. Operational defects are indicated on the control
The compressor’s local control panel contains a menu driven alarm fault read panel by LEDs.
out. A system alarm is indicated on the machine by a red light illuminating and
a spanner symbol appearing on the screen. The alarm codes are as follows: Dip switches at the dryer control panel enable a number of controller functions
to be set. Amongst the features which can be set are the working pressure, the
• Code 1 Pressure rated value wrong operating cycle time and the test mode. It is also possible to select an economy
• Code 2 Parameters wrong cycle for purge air if the control air flow is lower than the maximum capacity
of the dryer.
• Code 3 Low voltage
• Code 4 Voltage failure CAUTION
• Code 5 Air control defect The dryer settings must not be changed without good reason and the
manufacturer’s instructions must be consulted before making any
• Code 6 Emergency stop activated change. Defective operation of the dryers can cause moisture to enter
• Code 7 Wrong direction of rotation the control system that can damage components and result in defective
control of equipment.
• Code 8 Motor temperature high
• Code 9 Overcurrent
• Code 10 Overpressure
• Code 11 Pressure drop across
separator
• Code 12 Maximum compressor
temperature sensor
• Code 13 Oil temperature sensor
• Code 14 Pressure sensor
• Code 15 Maximum compressor final
temperature exceeded
• Code 16 Network pressure exceeded
The alarms have to be acknowledged by pressing the the ‘O’ key.
Procedure for Operating the Control Air Dryer
When the desiccant has been correctly activated it should provide useful service
for at least five years providing it is purged correctly. The description below
assumes that the dryer is in normal operation following commissioning.
a) Inlet and outlet valves must be open, AC001F and AC002F for
No.1 dryer and AC003F and AC004F for No.2 dryer.
b) Compressed air must be supplied to the system with the inlet
and outlet lines at the same pressure.
c) The main switch at the electrical cabinet must be turned to the
ON position.
Issue: 1 IMO No. 9297345 Section 2.10.3 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.11.1a Steering Gear Flow Lines Filling Connection
Actuator 1
Oil Expansion Tank
TI
Low Level S0 LS
Cylinder No.1 Cylinder No.2 LS SAFEMATIC
Aft Level S1
PI PI
SAFEMATIC Level S2 LS
Low-Low
PI PI Low-Low Level S3 LS LS
Level S4 Oil
Cylinder No.3 Cylinder No.4
Storage Tank
Limit Switches for
Rudder Angle Limiter
Actuator 2
B1 Hand Operated B2
Bypass Valve
A2 185 bar
185 bar Y2
V1
A1
185 bar
185 bar
V2 B1
B2
Y1
Automatic Pump
Isolation Valve
P1 P2
Safematic Automatic
Actuator Isolation Valve Pressure Switch
Adjusted to 15 bar
Key
Control Pressure
M2 = 25 to 30 bar PI Hydraulic Oil
185 bar Pump Relief
185 bar
Valves
Hydraulic Oil Return
PI
Instrumentation
Proportional
Control Valve
12 bar 12 bar
Boost Pressure Boost Pressure
PI PI
Hydraulic Lock
M2 = 10 to 13 bar Hydraulic Lock
M2 = 10 to 13 bar
Alarm Alarm
Oil/Air Cooler
M
M M Oil/Air Cooler
PUMP UNIT 1 PUMP UNIT 2
(Port 70kW) (Starboard 70kW)
Issue: 1 IMO No. 9297345 Section 2.11.1 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.11 Steering Gear Under normal circumstances, all four cylinders will be in use, with one pump Procedure to Put the Steering Gear into Operation
unit running and the second pump unit ready to start automatically. When
2.11.1 Steering Gear manoeuvring or operating in confined waters, it is compulsory that
���������������
both pump The system valves are assumed set for normal operation.
units are running, to reach the recommended time of 14 seconds from 35° one
Maker: Samsung-Hatlapa side, to 30° the other side (one pump: 28 seconds). a) Check the level and condition of the oil in the tanks and refill
Type: A4VG model R4ST 650 with the correct grade as required.
System pressure: 142 bar Automatic Isolation System b) Check that the control lever pins are correctly fitted.
Tiller type: Solid with a key
The steering gear is provided with a SAFEMATIC system which automatically
Rudder angle: 35° normal operation c) Ensure the rudder is in the mid position.
changes the operation to isolate a section of the hydraulic system in the event
Header tank capacity: 350 litres of pipe or other failure. When starting the steering gear with the SAFEMATIC
d) Select REMOTE operation and start the selected electro-
system operating the selector switch in the SAFEMATIC contactor cabinet must
hydraulic pump unit(s).
be turned to position ‘1’ and the SAFEMATIC selector switch in the bridge
Introduction
control desk must be set to the AUTO position. Indicator lamps in the contactor
e) Carry out pre-departure tests.
cabinet and on the bridge indicate that the SAFEMATIC system is operating.
The steering gear consists of four hydraulic rams driven by two electrically
driven pumps. The pumps are of the variable displacement axial piston type of f) Check for any abnormal noises. Check for any leakages and
The oil expansion tank is fitted with five float operated alarms and a temperature
swashplate design for closed circuit transmissions. The steering gear is capable rectify if necessary.
alarm. The highest float alarm S0 is the low level alarm, the second float
of operating as two totally isolated steering systems with each pump capable of
switch S1 is the SAFEMATIC low level switch and the third float alarm S2 is
putting the rudder through the working angle in the specified time. The second g) Check the operating pressures.
the SAFEMATIC low-low alarm. There are two low-low level alarm switches
pump or standby unit can be connected at any time by starting the motor.
S3 and S4, one in each tank compartment.
The steering gear is provided with an automatic isolation system. Both Operating Procedures
In the event of pipe failure or other defect which involves oil loss the level in
hydraulic systems are interconnected by means of solenoid operated isolating Normal Operation from the Bridge
the expansion tank falls and the low level switch (S0) is activated followed by
valves that, in normal operation, allow both systems to produce the torque
the SAFEMATIC low level switch S1; this is positioned at the top of the baffle a) Start and stop pumps from the control console, using both
necessary for moving the rudder. In the event of a failure that causes a loss of
in the tank, the baffle effectively dividing the tank into two separate tanks, each pumps during manoeuvring and one pump whilst at sea.
hydraulic fluid from one of the systems, the float switches in the expansion tank
supplying a pump system.
are actuated. This gives a signal to the isolation system, which automatically
b) Switch the SAFEMATIC system to the AUTO position.
divides the steering gear into two individual systems. The defective system
When the SAFEMATIC low-low level switch is activated, audible and visual
is isolated, whilst the intact system remains fully operational so that steering
alarms are initiated on the bridge; additionally No.2 pump is started, if not c) Change the running pump(s) every 24 hours.
capability is maintained with 50% of the rudder torque. The steering gear
already operating, and No.1 is stopped, if it is running. This means that pump
is remotely controlled by the autopilot control or by hand steering from the
No.2 is operating on two rams and so the rudder torque is reduced to 50% Operation from the Steering Compartment
wheelhouse. Emergency control is carried out by the operation of the local
of the normal torque; the speed of the vessel must be reduced to two thirds
pushbuttons on the solenoid valves on the autopilot units. All orders from the a) Contact the bridge by telephone and follow instructions
of the maximum speed and the rudder angle should not exceed 15° except in
bridge to the steering compartment are transmitted electrically and steering regarding rudder movement.
emergency cases.
gear feedback transmitters supply the actual steering gear position. No.2 pump
unit is supplied with electrical power from the emergency switchboard and b) Switch control to LOCAL at the steering gear control location
Pumps No.1 and No.2 take suction from different sides of the oil expansion
No.1 pump unit from the main switchboard. selector cabinet.
tank baffle and the side of the baffle from which pump No.2 takes suction
has a SAFEMATIC low-low level float switch. If this low-low level switch
The rudder angle is limited to 35° port and 35° starboard by electrical limit c) Disconnect the solenoid valves from the autopilot and operate
is activated it means that the steering gear is still losing oil and so the leak
switches but under extreme loads can go to 37° in both directions where the solenoid valves manually with the P and S pushbuttons in
must be in system No.2. The SAFEMATIC system then starts No.1 pump and
mechanical stops will prevent the rudder from turning any further. order to obtain the desired rudder movement. Only one pump
stops the No. 2 pump. If, however, the low-low level switch is not activated it
means that the leak must be in system No.1 so the system pump No.2 remains may be used when operating on manual local control.
The variable flow pumps are operated by a control lever, which activates
operating and the engineer must investigate the leak in system No.1.
the tilting lever of the pump’s swashplate, which causes pressurised oil to
be discharged to the hydraulic cylinders. When the tiller reaches the required
The defect must be localised and the hand operated stop valves must be set
angle, the tilting lever is restored to the neutral position, which causes the
according to the position plan located at the steering gear. The SAFEMATIC
pump to stop discharging.
switch on the bridge must be turned to the OFF position. After the defect is
corrected the hydraulic fluid level must be restored and the SAFEMATIC
system returned to operation.
Issue: 1 IMO No. 9297345 Section 2.11.1 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Emergency Operation Illustration 2.11.1b Steering Gear Operation Panel
a) Stop the defective pump/system and use another pump. Steering Gear Operating Instructions
b) Repair the fault immediately, if possible. STANDARD OPERATION EMERGENCY OPERATION
1. Operation from the bridge
SAFEMATIC Alarm Condition -Use pump unit 1 or 2 for general operation. -When failure of the system reduce ship's speed
-Use pumps 1 and 2 for normal operation immediately to about 70% of max. speed
When the SAFEMATIC alarm is activated: -Change running pumps every 24 hours -Choose the system (Pump unit 1 or 2)
for operating
-The valves are to be arranged according to
a) Reduce the ship’s speed immediately to a maximum of 66% of the valve position plate for the chosen pump
normal full speed. operation
2. Operation from steering gear compartment - Push the proportional solenoid valve
(Pump unit 1 or 2). Operate the steering gear
b) After a maximum period of 45 seconds the SAFEMATIC -Contact bridge via telephone and follow the according to valve adjustment plate which is
instructions from the bridge
system will automatically restore steering capability; see above -Disconnect the solenoid valves from the autopilot
located on the top of each pump unit
for a description of the operation of the SAFEMATIC system. -Operate solenoid valves manually with the 1 Pump Unit Alarm on the Bridge
pushbuttons P / S according to instructions
from the bridge - Stop inoperative pump and start the other one
c) The restored steering capability will only be 50% of the normal - Repair fault immediately
steering capability as one ram actuator will not be operating. 2 Loss of Steering Capability Due to Hydraulic Lock
- Reduce ship`s speed immediately
d) When the SAFEMATIC system has restored steering the - Try other pump
engineer must take action to physically isolate the defective - Try different control system
system and undertake a repair, if possible. The hand operated - Repair fault immediately
bypass valve for the isolated ram cylinders must be open in 3 Low Oil Level Alarm on the Bridge
order to prevent a hydraulic lock and the manual isolating
- Refill oil from Storage tank
valves should be closed. The list of valves to be operated
(shown above) is available in the steering compartment.
e) Repair the fault immediately if possible and return the
SAFEMATIC system to AUTO when the steering gear is back Valve Position Status
to normal operation. Manual Valve Position
MODE OF OPERATION
C1 C2 C3 C4 P1 P2 P3 P4 U1
Pump Unit Alarm on the Bridge
Normal Operation 4 Cyls X
a) Stop the inoperative pump and start another pump.
Cylinders 1 & 2 (Pump 1) X X
b) Repair the pump defect immediately if possible.
Cylinders 3 & 4 (Pump 2) X X
Loss of Steering Due to Hydraulic Lock Filling System with Oil
a) In the event of a hydraulic lock, a standby pump will start Venting Pumps and Cyls
automatically and the defective pump will be shut down.
Fixing Rudder in position X X X X X X X X X
b) Repair the pump/hydraulic system defect immediately if
possible.
= Open X = Closed
Issue: 1 IMO No. 9297345 Section 2.11.1 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Emergency Steering Predeparture Tests Test B: Remote Control of No.1 Steering Gear
Before starting the predeparture tests confirm the following: a) Engage No.1 autopilot breaker.
This is covered in section 5.3 and involves the local control of the pump
solenoid valves by means of their pushbuttons P and S. These valves are • The steering gear starter space heater switches are ON
b) Move the rudder 35º to starboard then 35º to port with the wheel
operated manually at the valves and so instructions must be transmitted to the • Manual/automatic selectors are on AUTO and tiller. When testing the follow up control with the wheel,
steering gear room from the bridge by telephone. As the pump solenoid valves the rudder should be stopped at various intermediate positions
are controlled individually by hand it is not possible to ensure that control • Power is available to the steering gear motors
to test for smooth follow up response.
of two pumps would take place at exactly the same time and only one pump • Power is available to both autopilots
unit must be operating when in emergency control from the steering gear c) Ensure the gear moves from 35º port to 30º starboard within
• Power is available to the grease pump and the pump is set to
room. Other system valves must be set according to the table in the steering 28 seconds and also from 35º starboard to 30º port within 28
AUTO
compartment. seconds.
• ‘Safe L’ and ‘Safe WH’ panels are on
In order to operate the emergency steering system the remote/local switch must • Battery and automatic telephones have been tested d) Ensure that the steering gear linkages are moving smoothly.
be in the LOCAL position and the start and stopping of pumps takes place in satisfactorily
the steering compartment.
Test C: No.2 Steering Gear Motor Automatic Start on No.1 Steering Gear
Procedure for Testing the Steering Gear Prior to Departure Motor Failure
System Checks
a) No.1 steering gear motor is now running; switch off No.1
Daily Checks a) Test lamps using the ‘Lamp Test’ facility at the steering gear supply breaker.
alarm panel and safe WH panel in the wheelhouse.
• Check the oil level in the expansion tank and refill as necessary: b) Check that No.2 steering gear motor automatically cuts in.
the level should not exceed ¾ of the glass at normal working b) Test lamps using the ‘Lamp Test’ facility at the steering gear
temperature. alarm panel in the Cargo and Engine Control Room (CECR). c) The following alarms should also be raised:
• Check the system pipework and valves for leakage. • CECR: No.1 steering gear no volts
c) Test lamps using the ‘Lamp Test’ facility at the steering gear
• Check the lubrication system and replenish the pump units as starters and the ‘Safe L’ alarm panel in the steering gear room. • No.1 steering gear hydaulic supervision fail
required.
• No.1 steering gear hydaulic lock
• Note the temperature of the oil in the hydraulic system. Test A: Rudder Angle Indicators and Autopilot Power Alarm
• No.2 steering gear standby start
• Visually check the components such as indicators and linkage a) Start No.1 steering motor.
arms. • No.2 steering gear run
• Check gauges for any abnormal readings. b) Open the autopilot breaker. • No.2 steering gear
• Check for abnormal noise when the rudder is moving. • Lyngsø system: No.1 steering gear abnormal
c) The following indications/alarms should also be activated:
• No.2 steering gear run
• CECR: No.1 steering gear no volts
Monthly Checks • No.2 steering gear abnormal
• Lyngsø system: No.1 steering gear abnormal
• Check the tightness of all coupling bolts and pipe connections. • ‘Safe L’ panel: hydraulic supervision pump No.1 off
• Wheelhouse: No.1 autopilot power fail
• Check the settings of limit switches. • Hydraulic supervision pump No.2 on
• No.1 steering gear no volts S.G. No.1: power fail.
• Carry out a function test on the entire alarm system (see
operating manual). d) Using local control, put the rudder amidships. Check that the d) Re-engage the breaker for No.1 steering gear motor and ensure
wheelhouse and CECR indicators read ‘midships’. No.1 steering gear standby lamp is illuminated on the bridge.
• Check that the rudder indicator is functioning correctly.
e) Put the rudder 35º to starboard. Check that the wheelhouse and
CECR indicators read 35º starboard.
f) Put the rudder 35º to port. Check that the wheelhouse and
CECR indicators read 35º port.
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Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Test D: Remote Control of No.2 Steering Gear d) Re-engage the breaker for No.2 steering gear motor and ensure • CECR: No.2 steering gear hydaulic supervision
No.2 steering gear motor is now running. Follow test B for No.1, now with that the No.2 steering gear standby lamp is illuminated on the
• No.1 steering gear run
No.2. bridge.
• Wheelhouse: No.2 standby (ie will start if required)
Test G: Hydraulic Pump Cut-in at Low Level • No.2 steering gear hydaulic supervision fail
Test E: No.2 Autopilot Power Failure
The hydraulic tank is fitted with floats and their operation can be simulated, • No.1 steering gear run
a) Open No.2 autopilot breaker.
utilising test switches fitted to the control panel. • ‘Safe WH’ panel: hydraulic fail emergency operation pump
b) The following alarms should be raised: No.1
a) No.1 pump is running.
• Wheelhouse: No.2 steering gear no volts, No.2 autopilot • Lyngsø panel: No.2 steering gear abnormal
power fail b) Press the TEST EMERG. OPERATION PUMP 2 pushbutton on • No.1 steering gear run
• CECR: No.2 steering gear no volts the ‘Safe L’ panel.
• Steering gear starter No.1: runs
• Lyngsø system: No.2 steering gear abnormal c) Pump No.1 stops, and pump No.2 starts. • Steering gear starter No.2: stopped, standby (ie will start if
• Steering Gear No.2: power fail No.1 fails)
d) The following indications/alarms should also be activated:
• ‘Safe L’ panel: hydraulic fail emergency operation pump
c) The rudder is now in LOCAL control. Move the rudder 35º to • CECR: No.1 steering gear hydraulic supervision No.1
starboard and 35º to port. • No.2 steering gear run
e) Move the rudder 5º port, then 5º starboard using double speed
d) Re-engage the breaker for No.2 autopilot. • Wheelhouse: No.1 steering gear NOT standby as only two rams are in use.
• No.1 steering gear hydraulic supervision fail
Test F: No.1 Steering Gear Motor Automatic Start on No.2 Steering Gear • No.2 steering gear run Final Procedure
Motor Failure a) The tests are now complete, reset the emergency operation
• ‘Safe WH’ panel: hydraulic fail emergency operation pump
a) No.2 steering gear motor is now running; switch off No.2 No.2 pump No.1 and No.2 at the Safe L panel.
supply breaker.
• Lyngsø panel: No.1 steering gear abnormal b) Start No.2 steering gear motor and test the steering gear with
b) Check that No.1 steering gear motor automatically cuts in. • No.2 steering gear run both motors.
• Steering gear starter No.1: not standby
c) The following alarms should also be raised: CAUTION
• Steering gear starter No.2: run Each steering gear motor has now started and stopped three times
• ���������������������������������
CECR: No.2 steering gear no volts
• ‘Safe L’ panel: hydraulic fail emergency operation pump within one hour. The motors must be left running or shut down for one
• No.2 steering gear hydaulic super fail hour or more.
No.2
• No.2 steering gear hydaulic lock
c) Check that the gyro repeater is synchronised.
• No.1 steering gear standby start e) Move the rudder 5º port then 5º starboard using double speed as
• No.1 steering gear run only two are rams in use.
d) Report any defects to the Chief Engineer.
• No.1 steering gear
Test H: Hydraulic Pump No.1 Cut-in at Second Low Level
• Lyngsø system: No.2 steering gear abnormal
a) No.2 pump is running.
• No.1 steering gear run
• No.1 steering gear abnormal b) Press the TEST EMERG. OPERATION PUMP 1 pushbutton on
the ‘Safe L’ panel.
• ‘Safe L’ panel: hydraulic supervision pump No.2 off
• Hydraulic supervision pump No.1 on c) Pump No.2 stops, pump No.1 starts.
d) The following indications/alarms should also be activated:
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Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Air Starting Motor
Emergency Starting Pushbutton
and Solenoid Valve
Close -Up View of Starting Pushbutton
Emergency Starting Pushbutton and Solenoid Valve
Issue: 1 IMO No. 9297345 Section 2.12.1 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.12 Electrical Power Generators They can also be supplied with diesel oil, which is used for flushing through, The high temperature cooling water is discharged by the engine driven pump
prior to shutting down for prolonged periods or for maintenance. to the cylinder jackets and cylinder covers. All generator engines are connected
2.12.1 Diesel Generators to the same cooling water supply and return lines which branch from the low
One diesel generator is used during normal sea going conditions but two temperature fresh water central cooling system. The high temperature return
Diesel Engine generators are required during manoeuvring. line connects with the high temperature supply line by means of a three-way
temperature controlled valve which allows for recirculation of the cooling
Maker: STX-MAN-B&W
water. This valve has a set point and maintains a temperature of 80oC in the
No. of sets: 3 Starting Air System
engine jacket cooling water return line. This means that hot water from the
Type: 6L23/30H The engines are started by an air driven starter motor that operates off the cooling system will be circulated through any engine set to standby, thus
No. of cylinders: 6 starting air system at a reduced pressure of 10kg/cm2. When the start valve is maintaining that engine in a condition to allow for immediate starting. An
opened by the remote controlled solenoid, air is supplied to the air start motor. electric preheater is fitted in the outlet line from each engine and these are for
Bore: 225mm
The air supply activates a piston, causing the pinion to engage with the gear use when leaving drydock to prepare engines for starting.
Stroke: 300mm rim on the flywheel. When the pinion is fully engaged pilot air opens the main
Speed: 900 rpm air valve, which supplies air to the air starter motor, causing the engine to turn. The low temperature cooling water circuit comprises of the lubricating oil
Rating: 960kW When the revolutions exceed about 158 rpm, if conditions are normal and cooler and the charge air cooler. Water is circulated from the central fresh
Piston speed: 9.0m/s firing has taken place, the start valve is closed and the pinion piston and main water cooling system, there being no engine driven pump. An LT fresh water
Mean effective pressure: 17.9 bar air valve are vented. A return spring disengages the pinion from the flywheel shut off valve is fitted in the LT cooling water supply line to the engine. This
and the air motor stops. An on-line air lubricator is fitted to lubricate the start valve is controlled by the temperature of the LO circulating from the sump.
Maximum cylinder pressure: 130 bar
air motor.
Rotation: Clockwise viewing from flywheel end
Fuel System
During starting a pneumatic cylinder operates a stop arm to limit the fuel-
Turbocharger regulating shaft. The generator engine fuel oil supply rail is ordinarily supplied from the main
Maker: ENPACO-MAN-B&W engine/generator engine FO supply and circulating pumps. If necessary, the
The engines can also be started locally from the local control panel. Press the generator engines can be supplied with MDO by a separate generator engine
Type: NR 20/R
LOCAL pushbutton and press the START pushbutton. Additionally, there is MDO service pump. In addition an emergency air driven blackout MDO pump
an emergency starting pushbutton located on the starting valve. The engine is is fitted.
Governor switched to LOCAL at the local control panel, the emergency start button is
Maker: Woodward pressed with a screwdriver or similar implement until the engine fires and then The engine fuel supply and return changeover valves are operated so that fuel
Type: UG-8 the emergency start button is released. supply and return are from and to the appropriate HFO or MDO tank. The
high pressure fuel injection pumps take suction from the fuel supply rail. The
CAUTION injection pumps deliver the fuel oil under high pressure through the injection
Alternator
This pushbutton must not be operated whilst the engine is running as pipes to the injection valves. Cams on the camshaft operate the injection
Maker: Hyundai Heavy Industries pumps. With the engine stopped, fuel will circulate along the fuel supply rail
damage to the starter motor and starter ring will be sustained.
Type: HF J6 564-84K-SB and back to the FO return pipe. The engine FO supply rail will thus be kept
Capacity: 1,137.50 kVA hot and ready for use when HFO is being used. The engines are designed for
Turbocharger System normal operation at all times on HFO, a change to MDO only being made prior
Rating: Continuous
The engines are each fitted with an exhaust gas driven turbocharger. The to maintenance of the fuel system.
Voltage: 450V, 3 phase
Frequency: 60Hz turbocharger compressor draws air from the engine room via a suction filter,
compresses it and passes it through a charge air cooler to each of the individual Excess fuel not needed by the injection pumps is passed through the overflow
Speed: 900 rpm cylinders. pipe and delivered into the manifold, which returns it to the system. This
principle ensures that:
Introduction Cooling Water System • There is always an adequately large amount of pressurised fuel
available to each engine
Three diesel generators operate in the medium speed range and supply All cooling water requirements for the generators are provided by water
from the central low temperature fresh water cooling system. The engines • The heated fuel can be circulated for warming up the piping
electrical power for the ship. Each has a generating capacity of 910kW. system and the injection pumps prior to engine starting
have internal high and low temperature systems with an engine driven pump
The engines have six cylinders and are turbocharged, uni-directional, four circulating the HT system. This pump has a capacity of 45m3/h at a working • The necessary fuel oil temperature can be better maintained
stroke, trunk in-line engines which are normally operated on heavy fuel oil. pressure of between 1kg/cm2 and 2.5 kg/cm2.
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Lubricating Oil System f) Check the LO pressure before and after the filter and the Procedure to Start a Diesel Generator Engine
All running gear on each engine is force lubricated by an engine driven gear turbocharge.r LO pressure; a pushbutton must be pressed to
type pump that supplies oil at the rate of 20m3/h at a pressure of between read the LO pressure before the filter. a) At the local start panel select the engine for LOCAL control and
4kg/cm2 and 5kg/cm2. The pistons are also supplied with oil as a cooling undertake the checks as described previously. When the checks
medium. g) Check the governor oil level and replenish if necessary. have been satisfactorily completed, start the engine by pressing
the START pushbutton and allow it to run up to normal speed.
A pre-lubrication pump is fitted to each engine to supply oil to the bearings and h) Check the oil level in the air start motor in-line lubricator.
other running gear before the engine starts. This reduces wear on the engine in b) Thoroughly check the engine to ensure there are no leaks and
the period between the engine starting and the engine driven pump building up i) Open the indicator cocks and turn the engine at least one the engine is running smoothly and firing on all cylinders.
lubricating oil pressure. The pre-lubrication pump has a capacity of 2.6m3/h complete revolution using the turning bar with the cylinder
and is powered by a 0.63kW electric motor. It runs continuously while the indicator cocks open, or purge the cylinders by inducing a start c) Check that the LO pressures and temperatures are normal.
engine is on automatic standby. procedure.
d) Check that the pressure drop across the filters is normal.
The engine driven pump and the electrically driven pre-lubrication pump both j) Close the cylinder indicator cocks.
take suction from the engine sump, and discharge through a plate cooler and 15 e) Check that the FO pressure and temperature is normal.
micron duplex filter to the engine oil supply rail. The temperature is controlled k) Vent the jacket cooling water space.
by a three-way temperature control valve set at 60°C, which regulates how f) Connect to the switchboard.
much of the oil passes through the cooler. The turbocharger is supplied If any part of the engine has been drained for overhaul or maintenance, check
from the main circuit via an orifice. The cooler is a stainless steel plate heat the level in the central fresh water cooling expansion tank and refill with fresh g) Ensure that the engine temperatures and pressures remain
exchanger, with oil circulating through the flow channels and water from the water if necessary. within normal limits as the load is applied to the engine and the
central fresh water cooling system circulating through the parallel channels in engine slowly heats up.
a counter flow manner. l) Open the vent on the cooling water outlet line on the generator
air cooler, and close it again when all of the air has been h) Check the exhaust gas temperatures for deviation from normal.
The main LO filter is supplemented by a bypass centrifugal filter mounted at expelled. Check the exhaust gas for smoke.
the engine base frame. During operation a part of the lubricating oil supplied
from the engine driven LO pump enters the centrifugal filter and returns to the If maintenance work has been carried out on the engine, start the engine as i) Monitor the charge air boost pressure and temperature and keep
oil sump in the base frame.The filter is driven by the oil supply. The filter relies below prior to selecting the engine to AUTOMATIC operation. under control.
on centrifugal force and can remove high-density sub micron particles.
m) Check that all of the fuel pump indeces are at index ‘0’, when The automatic starting of the generator engine and connection to the main
the regulating shaft is in the stop position. switchboard is described in section 2.13.2.
Procedure to Prepare a Diesel Generator for Starting
n) Check that all of the fuel pumps can be pressed by hand to full
a) Set the engine to local control by pressing the LOCAL index and return to ‘0’ when the hand is removed. Procedure to Stop a Diesel Generator Engine
pushbutton at the engine side start panel.
o) Check the spring loaded pull rod operates correctly. a) Before stopping the engine, ensure it has been disconnected
b) Set up the fuel oil service system as described in section 2.6.2. from its load and run the engine for a few minutes for cooling
p) Check that the stop cylinder for the regulating shaft operates down purposes.
c) Set up the low temperature cooling water system as in section correctly when shutting down normally and at overspeed and
2.5.2. and ensure that the HT water preheater is switched to the shut down. Testing is done by simulating these situations. b) Press the STOP pushbutton on the local start panel.
ON position at the preheater control panel.
q) Select the engine for REMOTE operation at the local start panel The diesel generator engines can be started from the following positions:
d) Check the level of oil in the sump and top up as necessary with and select it for AUTOMATIC operation at the switchboard • Locally at the engine by means of the START pushbutton at the
SAE 30 grade lubricating oil. panel so that it operates as part of the Power Management local start panel.
System. The mode selector switch may also be set to MAN
e) Switch the generator engine pre-lubricating oil pump to • Locally at the engine using the emergency start pushbutton on
to allow for manual starting from the generator switchboard
AUTOMATIC operation and check that the lubricating oil the air starter motor.
panel,
pressure builds up. Check at the generator engine local control • Remotely and manually at the generator panel in the electrical
panel for the pressure being supplied. The engine should be pre- switchboard room.
lubricated at least 2 minutes prior to the starting of the engine if
in MAN (manual) mode, but will be pre-lubricated automatically • Remotely and automatically via the Power Management System
whilst in standby mode when in AUTO (automatic) mode. (selection as first or second standby via the PMS mimic).
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Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.12.2 Emergency Diesel Generator The cooling water is circulated by an engine driven pump, which also supplies The engine running gear is force lubricated by an engine driven gear pump.
cooling water to the LO cooler. An electric heater is fitted to keep the cooling This draws oil from the integral sump and discharges it through the cooler and
Diesel Engine water at 40°C to 45°C when the engine is on automatic standby. After leaving then through a filter before supplying it to the LO rail. The LO filter is of the
Maker: Cummins the engine the cooling water flows through the turbocharger after cooler before spin-on type and is provided with an automatic bypass valve set to a pressure
passing to the thermostat and radiator. In cold conditions ethylene glycol of 3.0kg/cm2. LO alarm pressure is 1.27kg/cm2 and trip 0.84kg/cm2.
Type: 4 stroke, 6 cylinder turbocharged diesel engine
antifreeze should be added to the cooling water system.
Model: KTA19 The engine is normally started by means of an electric starter motor with power
No. of sets: 1 to the motor being supplied by batteries that are on a constant trickle charge. A
Illustration 2.12.2a Emergency Generator Control Panel
Output: 350kW hydraulic starter is also fitted with hydraulic power being manually generated
Speed: 1,800 rpm by a hand pump. An accumulator, charged by this hand pump provides the
pressure to drive a hydraulic motor on the flywheel. This system can be utilised
Rating: Continuous
when starting the engine from the dead ship condition even when the starting
Displacement: 18.9 litre batteries are not available.
Compression ratio: 13.9 : 1 EMERGENCY GENERATOR SET
AUTO START CONTROL PANEL The engine can be started locally using either the electric or hydraulic starter
Generator motor, but when switched to automatic operation, only the electric starter
Maker: Leroy Somer motor is utilised. The engine should be started at least once a week and run
up to full load monthly. Whenever the engine has been started, the diesel oil
Model: LSAM47.1 L10 tank must be checked and refilled if the level has dropped below the 24 hour
Type: Horizontal self-exciting brushless 1 2 3 4 5 6 7 operation level. The cooling water level in the radiator and oil level in the sump
Capacity: 437.5kVA 8 9 10 11 12 13 14 must also be checked each week.
Voltage: 450V, 3 phase
Frequency: 60Hz Procedure to Prepare the Emergency Diesel Engine for
S3 S7 S5 S6
Speed: 1,800 rpm Automatic Starting
Generating Set 15 16 17 18 a) Ensure that the power source switch, at the control panel, is
turned to the ON position
Maker: STX Corporation, Korea
b) Ensure that the engine MANUAL/AUTO switch (A) is switched
Introduction S4 S0 S1 S2
to MANUAL control. The machinery monitoring system should
activate the emergency generator abnormal alarm.
OFF ON MAN AUTO
The emergency diesel generator is a self-contained diesel engine located in the
emergency generator room sited in the starboard side of the engine casing on 19 20 21 22 c) Check the level of oil in the engine sump and top up as necessary
A deck. with the correct grade of oil.
STX
Corporation
The generator set will start automatically on power failure from the main diesel d) Check the level of water in the radiator and top up as necessary
generators and connect to the emergency switchboard to maintain supplies to with clean distilled water.
essential services. It will also be used to get the ship under power from dead
ship condition and will enable power to be supplied to essential services e) Check the level of diesel oil in the emergency generator diesel
Key
selectively without the need for external services such as starting air, fuel oil oil service tank and top up as required.
supply and cooling water. Additionally, it can be selected to start automatically 1 - Source 12 - LO Low Pressure Trip
2 - Automatic Start/Standby 13 - Battery Low Voltage Alarm
on the initiation of a fire alarm, the mode selection switch is on the main fire 3 - Running 14 - Spare f) Switch the cooling water heater on. It is normally on when the
alarm detection panel in the foam room fire control station. 4 - LO High Temperature Alarm 15 - Start
engine is stopped.
5 - LO Low Pressure Alarm 16 - Stop
6 - CFW High Temperature Alarm 17 - Reset
The engine is an in-line 6 cylinder turbocharged engine, 159mm bore by 7 - CFW Low Pressure Alarm 18 - Lamp and Bell Test g) Open the fuel oil supply to the diesel engine. It is normally open
8 - Battery Charger AC/DC 19 - Bell Stop
159mm stroke, with a self-contained cooling water system. The cooling water Source Fail Alarm 20 - Emergency Stop when the engine is stopped.
is radiator cooled, and circulated by an engine driven pump. A thermostat 9 - Start Fail (Press and Lock with Pin)
10 - Over Speed Trip 21 - Power Source (On/Off)
maintains a water outlet temperature of 82-93°C; the alarm point is 102°C and (Instrument Panel Power Reset) 22 - Manual/Auto (A) h) Press the LAMP & BELL TEST pushbutton (S6) to check the
the trip 106°C. Air is drawn across the radiator by an engine driven fan. 11 - CFW High Temperature Trip alarm bell and the control panel lamps.
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Document Title: Machinery Operating Manual Revision: 1
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i) Turn the mode switch (A) to AUTO operation and then set the Procedure for Manual Start of the Emergency Diesel Engine
engine for automatic standby in the engine control room at the Using the Hydraulic Starter
switchboard.
a) Ensure that the power source switch is turned to the ON position
Procedure for Manual Start of the Emergency Diesel Engine and that switch A is turned to MANUAL.
Using the Electric Starter
Note: In the event of complete electrical failure these will have no immediate
a) Ensure that the power source switch, at the control panel, is influence but when electrical power is available the control panel will
turned to the ON position. function again.
b) Ensure that the engine MANUAL/AUTO switch (A) is switched b) Check the level of oil in the engine sump and top up as necessary
to MANUAL control. with the correct grade of oil.
c) Check the level of oil in the engine sump and top up as necessary c) Check the level of water in the radiator and top up as necessary
with the correct grade of oil. with clean distilled water.
d) Check the level of water in the radiator and top up as necessary d) Check the level of diesel oil in the emergency generator diesel
with clean distilled water. oil service tank and top up as required.
e) Check the level of diesel oil in the emergency generator diesel e) Check that the cooling water heater is on. It is normally on
oil service tank and top up as required. when engine is stopped.
Emergency Generator Engine Shut Down Valve (D)
f) Press the LAMP & BELL TEST pushbutton to check the alarm f) Check the fuel oil supply to the diesel engine. It is normally
bell and the control panel lamps. open when the engine is stopped.
g) Press the START pushbutton on the control panel g) Check the level of oil in the hydraulic reservoir, and top up if
necessary with the correct grade of oil.
h) Check that the engine is firing smoothly.
h) Press the LAMP and BELL TEST pushbutton to check the
i) Check the engine oil pressure, cooling water pressure, excitation, alarm bell and the control panel lamps. This will be unnecessary
frequency, voltage and the engine’s speed. Investigate any in the event of a total power failure.
abnormalities.
i) Operate the hydraulic hand pump to charge the hydraulic
j) Check that the cooling water heater switches off as the engine accumulator to an approximate pressure of 120 bar.
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further. j) At the engine side control panel switch the off/run/start toggle
switch to the RUN position.
k) If required, load the engine, otherwise allow it to run idle or stop
it by pressing the STOP pushbutton. k) Turn the fuel shutdown valve screw knob (red colour and label
D) in a clockwise direction until it stops turning; this opens the
l) When the engine has stopped and cooled, check that the heater valve.
switches on, turn the mode switch (A) to AUTO operation, and
then restore the engine to automatic standby. l) Unscrew the locking pin on the hydraulic starter control valve
(label E) so that the pressing lever is free to move.
Note: The switches and pushbuttons in the procedures above are located on
the emergency generator control panel in the emergency generator engine m) Push the pressing lever of the hydraulic starter control valve
room. (label E) for starting and release as soon as the engine starts.
n) Check that the engine is firing smoothly. Emergency Generator Engine Hydraulic Starter Control Valve (E)
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o) Check the engine oil pressure, cooling water pressure and rpm.
p) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
q) If required, load the engine, otherwise allow it to run idle or stop
it by either moving the off/run/start toggle switch to the OFF
position or by pressing the STOP pushbutton on the control
panel.
Note: Once the engine is operating correctly and electrical power is
available, the screw knob on the fuel shutdown valve must be turned fully in
the anticlockwise direction in order to allow for automatic operation.
r) When the engine has stopped, check that the heater switches on
and turn the switch A to AUTO operation. Restore the engine to
automatic standby.
Procedure for Stopping the Engine after Running on Load
a) Allow the engine to idle for 5 minutes before shutting down
to allow the cooling water and LO to carry away heat from the
combustion chambers, bearings, shafts etc. It is particularly
important for the turbocharger where a sudden stop can lead to
a 40°C rise, which could damage the bearings and seals.
Long periods of idling will result in poor combustion and a build up of carbon
deposits.
b) Press the STOP pushbutton on the control panel.
c) When the engine has stopped, ensure that the power switch is
in the ON position and that switch A is in the AUTO position.
The engine will remain in the automatic standby condition and
the cooling water system heater will operate.
Note: If the fuel pump shut down knob has been opened it should be closed
once the engine is operating correctly and electrical power is available to
control the engine operation.
d) When the engine has stopped, switch the heater on and turn
the switch to AUTO operation. Restore the engine to automatic
standby.
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Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.1a Main Electrical Network
No.1 90kVA 440/220V
Transformer
Interlocking No.2 90kVA 440/220V
Transformer
Main Switchboard
220V Feeder No.2 Group No.2 440V No.3 Generator Synchronising Panel Bus-Tie and ESBD No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel F Feeder Panel Panel Panel Feeder Panel Starter Panel
Panel 1.1 to 1.8 Panel H1 and H2 Panel G Panel E Panel D Panel C Panel B1 and B2 Panel A1 to A8
LTT LTT LTT
LD
L
440V G G G 440V
M Feeds Feeds M
No.3 Diesel No.2 Diesel No.1 Diesel
Generator Generator Generator
910kW 910kW 910kW
1,137.5kVA 1,137.5kVA 1,137.5kVA
Main/Emergency
Key Board Interconnector
120kVA 440/440V 90kVA 440/220V
G Generator Transformer Transformer 54kVA 440/220V
Transformer
M Motor
Galley and Galley and
Laundry Laundry
Transformer
54kVA 440/220V
Transformer Emergency Switchboard
Air Circuit Breaker (ACB) 220V 440V Group 440V Group Emergency Bus Tie and Shore
Feeder Panel Starter Panel Feeder Panel Generator Panel Power Control Panel
Moulded Case Circuit Breaker (MCCB)
Disconnector Switch Shore Power
Connection Box
Bolted Bus Link
GSP
Group Starter Panel LD
L
M
LD G
L Lighting and Low Power Distribution Board
Emergency
Generator
Distribution Board 350kW 437.5kVA
Issue: 1 IMO No. 9297345 Section 2.13.1 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13 Electrical systems Main Power Distribution System Main Switchboard Monitoring
The main switchboard consists of: The main switchboard generator panels are equipped with an ammeter and
2.13.1 Electrical Equipment voltmeter to measure the output of the generator. The Air Circuit Breaker
• Three generator panels
(ACB), reverse power relay and overcurrent relay are provided for generator
Generating Plant • The bus tie panel protection.
The electrical power generating plant consists of the following: • The synchronising panel
The main switchboard synchronising panel is equipped with dual frequency
Diesel Generators • Two 440V feeder panels meters and dual voltmeters for comparing the output of the generator to the
No. of sets: 3 • Two group starter panels main busbar. Generator VAR (volt/amps reactive) meters and wattmeters
are also fitted to monitor the load on the generators. A synchroscope and
Rating: 450V, 3phase, 60Hz, 910kW, 1137.5kVA • One separate 220V feeder panel
synchronising lamps are provided for paralleling operations.
Emergency Diesel Generator The main switchboard feeds the main 440V group starter boards (GSP) located
Generator status and general bus status (insulation alarms, etc) are displayed
No. of sets: 1 either side of the main swtchboard and the 440V local group starter boards
on group signal lamp units also mounted on the synchronising panel.
(LGSP) located throughout the ship. The main switchboard normally feeds
Rating: 450V, 3phase, 60Hz, 350kW, 437.5kVA the emergency switchboard, located in the emergency generator room, via the
The ship’s integrated automation system, the universal alarm, monitoring and
main/emergency switchboard bus tie line.
control system (UMS/UCS 2100), has operator stations with screen mimic
Introduction displays showing the status of the generators and main switchboard. This
The main switchboard bus is divided into two sections by air circuit breaker
system also provides semi-automatic and automatic control and monitoring
four (ACB4). This switch must not be closed if both halves of the switchboard
The diesel generators are situated in the engine room, aft of the main engine facilities. The main power management screen mimic provides information
are alive. There are no synchronising facilities for this breaker.
on the 3rd deck level. The generators supply 440V at 60Hz to the main regarding the standby priority and generator status, etc.
switchboard which is situated in the main switchboard room on the port side at
The main engine room, machinery space, motors and pumps, etc, are fed
the 3rd deck level of the engine room. General
from the main switchboard group starter panels No.1 and No.2 and also from
Local Group Starter Panels (LGSPs) throughout the ship. Other engine room The group starter and distribution boards are provided in suitable positions to
The number of generators connected to the switchboard at one time depends
equipment, machinery space and deck 440V consumers are fed from the 440V supply the normal power supplies to heating, ventilation, lighting, machinery,
on the electrical consumer load of the ship at that time. The generators can
feeder panels No.1 and No.2. communication and navigation equipment throughout the ship. Each 440V
be manually run up and connected to the main switchboard as required but
in normal operation, the power management system (PMS) automatically and 220V distribution circuit is protected against overcurrent and short circuit
The engine room, machinery space and deck 220V lighting and other auxiliary current by a Moulded Case Circuit Breaker (MCCB). These are fitted on the
controls the operation of the generators and major operational aspects of the
consumers are fed from distribution boards 2LD - 8LD. These are fed from the switchboard or panel board with inverse time overcurrent trip, instantaneous
main switchboard.
main switchboard 220V feeder panel. magnetic trip and short circuit current interruption features.
Only one diesel generator is ordinarily connected during normal sea going
The galley and laundry 440V consumers are fed from a separate distribution Each of the following supply systems:
conditions. Two (or even three) generators are required when the vessel is
board via a 440/440V 120kVA isolating transformer.
manoeuvring or working cargo due to the extra electrical load at these times. • Main switchboard 440V network
The main 220V consumers are fed from the main switchboard 220V section. • Main switchboard 220V network
There is another smaller emergency generator located in a separate
This section is fed from either main 440V switchboard No.1 or No.2 feeder
compartment, the emergency generator room, located on the starboard side of • Emergency switchboard 440V network
sections via one of two 90kVA transformers.
A deck. This generator is entirely self-supporting with its own dedicated fuel,
• Emergency switchboard 220V network
cooling and starting equipment.
The switchboards are of dead front box frame construction without a bottom
• Distribution board 1LD 220V network
plate and have hinged front panels that can be opened without disturbing the
The emergency generator has sufficient capacity to supply the auxiliaries • Distribution board 5PD 220V network
meters, lamps, etc, mounted on them.
required to start a main diesel generator in the event of total power failure.
All three main generators can operate in parallel, but not with the emergency • The 24V DC battery charging board system
Shore power can be provided to supply basic consumers (lighting, etc) when
generator. The only exception to this is a brief synchronisation period (0.5
the ship is alongside for an extended period or when in refit/dry dock. The is provided with monitoring equipment for continuously monitoring the
second) when changing from emergency to main power supplies.
shore connection box connects to the main/emergency switchboard bus tie line insulation level to earth, giving an audible and visual indication of an abnormally
via a circuit breaker located at the emergency switchboard (see section 2.13.4, low insulation level. These alarms are raised via the main switchboard group
Shore Power). signal lamp unit and the UMS/UCS system.
Issue: 1 IMO No. 9297345 Section 2.13.1 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.1b Power Management System Screen Display
UCS 2100 Lyngso Marine 29/10/03 14:52:24
File Area Diagram Graph Event View Window Help
Alarms: 10 Watch: ECR ATTENDED Fire Overview Ackn.
Manual Supress: 16 Duty: 2ND ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu
Power Manegement
HEAVY CONSUMER E.S.B. P MAIN SWITCHBOARD P
60.0 Hz 446 Volt
POWER CONS. : 962kW
AVAIL POWER : 858kW
AUTO
HC REQUIRE : 0kW
Remote Remote Remote
Standby 1 Standby 2 Meter
Running Ready Running
EG DG1 DG2 DG3
1 BALLAST PP Running
2 BALLAST PP Running 60.0 Hz 0.0 Hz 60.0 Hz
481 kW 0 kW 481 kW
1200 1200 1200
900 900 900
600 600 600
300 300 300
0 0 0
Select Priority
PMS Mode: Semiauto Load Share Mode: Balanced PMS Adj.:
Issue: 1 IMO No. 9297345 Section 2.13.1 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Emergency Power Distribution System Sequential Restarting • Frequency; automatic frequency control ensures the supply
The emergency switchboard consists of: See section 2.13.7 frequency remains at 60Hz independent of load
• The emergency generator panel The system ensures that the requirements for the ship’s unmanned machinery
Essential service motors, which were in service before a blackout, are started
• The main/emergency bus tie and shore power panel automatically on recovery of the main bus voltage. These motors will start space (UMS) operation are met.
• The 440V group starter panel according to the predetermined restarting sequence. Motors that were selected
for duty before the blackout are automatically returned to duty after the
• The 440V feeder panel blackout. Similarly, motors selected for standby are automatically returned to
• The 220V feeder panel standby.
The emergency generator will start automatically in the event of a blackout Preferential Tripping
and supply the emergency switchboard. The emergency switchboard supplies
essential navigation and machinery equipment which require the security of a See section 2.13.7
backed-up power supply.
Non-essential loads are interrupted automatically, in the case of overcurrent of
There are two 440V steering gear motors, one has an emergency feed (No.2 any one of the main diesel generators, to prevent the more serious tripping of
unit) and the other (No.1 unit) has a main switchboard feed. the generators.
The emergency 220V consumers are fed from the emergency switchboard The Power Management System (PMS)
220V section. This section is fed from the emergency 440V switchboard feeder
Maker: Lyngsø Marine
section via one of two 54kVA transformers.
Type: PMS 2100 Power Management System
A general service 24V battery charging switchboard supplies the wheelhouse
console, the engine control room console, the cargo control console and other The main switchboard and generators can be controlled in one of three ways:
essential equipment and low voltage services (see section 2.13.8).
• Manually, from the main switchboard
The emergency power distribution network is shown in illustration 2.13.3a. • Semi-automatically, from the Graphic Operator Stations
(GOS)
Motors • Automatically, via the PMS
The ship’s 440V motors are in general of the standard frame, squirrel cage
This system has various functions to ensure the continuous supply of the ship’s
induction type designed for AC 440V three phase 60Hz. The exceptions are
electrical systems.
the motors for domestic service and small capacity motors of 0.4kW or less,
some of these motors may be single phase 220V 60Hz operation. Where
The PMS automatically controls the diesel generators for efficient operation.
continuously rated motors are used, the overload setting ensures the motor
Automatic starting, synchronising and load sharing is provided for the ship’s
trips at 100% of its full load current. The motors in the engine room are of the
generator sets. The system automatically equalises the generator frequency
totally enclosed fan cooled type. Standby motors will start when zero voltage
with busbar frequency and energises the generator’s ACB to connect the two
is detected on the in-service motor or when the process pressure is low (see
circuits at the moment when the phases coincide (synchronising). Automatic
section 2.13.7).
load sharing then ensures that each generator is equally loaded.
440 Volt Starters The system also controls the following:
The starters are generally fitted in the main switchboard group starter panels or • The number of running generators in accordance with the ship’s
local group control panels. Important, duplicated equipment starters are split power demand
between the starboard or port (No.1 or No.2) main switchboard group starter
• Automatic blackout restart and connection of generators
panels. Interlocked door isolators are provided for all starters. On the group
starter boards, this switch is the moulded case circuit breaker which functions • The blocking of large motors until the number of running
as both isolator and overcurrent protection for the motor circuit. generators is sufficient to supply the motor start current and
ship’s power demand. In this case, the standby generator is
started and synchronised automatically
Issue: 1 IMO No. 9297345 Section 2.13.1 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.2a Generator and Synchronising Panels
GENERATOR PANEL SYNCHRONISING PANEL
Synchronising Panel Key
AC45OV 3Ø 60Hz 1137.5kVA
IL
EL: Earth Lamps
SLA: Shore Power Available
SBO: Shore Breaker On
WM: Generator Wattmeter
No.3 GE No.2 GE No.1 GE VAR: Generator VAR Meter
EL EL EL SLA SBO OHM: Insulation Resistance Meter
SY: Synchroscope
VAR VAR VAR OHM DFM DFM: Double Frequency Meter
DVM: Double AC Voltmeter
Generator Panel Key
GSL: Group Signal Lamp Panel
SL11: Generator Run Indication SYL: Synchronising Lamps
WM WM WM SY DVM
SL12: ACB Open Indication SYS: Synchroscope Selection Switch
SL13: ACB Closed Indication ECS: Generator Engine Start/Stop Switch
SL11 SL12 SL13 GA: Generator Amp Meter CS: Generator ACB Control Switch
GV: Generator Voltmeter GS: Governor Control Switch (Raise/Lower)
SL: Space Heater On Indication ELT: Earth Lamps Test Pushbutton
GA GV RHM: Running Hour Meter GCM: Generator Engine Control Mode Switch
SHS: Space Heater On/Off Switch ESBD ACB: Emergency Switchboard Bus-Tie ACB
AS: Ammeter Phase Selector Switch SYL MCSD: Manual Check Synchronising Device Override Switch
VS: Voltmeter Phase Selector Switch GSL GSL GSL GSL ILS: Light Switch Inside Panel for Maintenance
AB: Abnormal Reset Button S S M A M A
IL: Internal Light
ECS ECS ECS
ELT
O C O C O C OFF
G2 G3
RHM CS CS CS G1 EG SYS ESBD Dashed Outline indicates Equipment Mounted Inside Panels
SL ACB ILS
L R L R L R
GS GS GS GCM
SHS AB MCSD
AS VS
BZ: Buzzer
VR
ACB BZ LBT FS BS LBT: Lamp and Buzzer Test Button
& AR FS & AR: Flicker Stop and Abnormal Reset
KT Electric BS: Buzzer Stop
ACB: Generator Air Circuit Breaker
VR: Voltage Regulators
Generator Panel Synchronising Panel
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 1 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.2 Main Switchboard and Generator Operation 2. Single Generator Running and Connection Procedure - onto Dead Bus c) At the synchronising panel, turn the SYNCHROSCOPE and
a) Set up the main switchboard and start the engine as before. FREQUENCY/VOLTMETER switch SYS to the incoming
The main switchboard bus tie ACB is normally in the closed position. The When voltage is established, the GEN RUN lamp is illuminated generator’s position (G1, G2 or G3). Align the frequency with
source of the main switchboard control voltage is from a two position switch on the generator panel. that of the running generator, using the governor control switch
located inside the synchronising panel. If the bus tie ACB is open, the switch and observing the dual frequency meter.
must be turned to the No.1 or No.2 position corresponding to whichever side b) At the rated speed, the voltage will rise to 440V, as indicated by
of the main bus is alive. A closing supply is then available for the bus tie ACB. the voltmeter. d) Once the voltage and frequency of both generators are identical,
Providing the GENERATOR CONTROL MODE switch is set to the MANUAL check the synchronous state by means of the synchroscope.
position, the bus tie ACB can be closed using the CLOSE pushbutton on the c) At the synchronising panel, turn the SYNCHROSCOPE and The pointer will revolve in accordance with the frequency
ACB front panel. FREQUENCY/VOLTMETER switch SYS to the incoming difference.
generator’s position (G1, G2 or G3).
WARNING e) Check the direction of rotation. If it is revolving in the FAST
In no circumstances can the main switchboard bus tie ACB be closed d) Adjust the frequency to 60Hz by means of the GOVERNOR direction, turn the governor switch of the second generator to
when both sides of the main switchboard are alive. One side must be CONTROL switch on the synchronising panel. The rated values the LOWER direction. If it is revolving in the SLOW direction,
disconnected from its power source and at zero volts before an attempt are indicated by red marks on the corresponding meters. then turn the governor switch to the RAISE direction.
is made to close the bus tie ACB.
e) Turn the CHECK SYNCHRONISING OVERRIDE switch f) Adjust the speed until the synchroscope pointer moves slowly to
to the ON position. The check synchronising device is the 12 o’clock position, showing the state of synchronisation.
Procedure for the Manual Operation of Generators - PMS Off overridden, allowing the generator to connect to the bus without
synchronising. g) The ACB should be closed when the pointer of the synchroscope
The main switchboard GENERATOR CONTROL MODE switch is set to the turns in the FAST direction and is slowly closing on the top
MANUAL position. Control of the generators is manual via an operator at the f) Turn the BREAKER CONTROL switch to the CLOSE centre mark. Closing the ACB while the synchroscope is
main switchboard. position. The ACB closes and the generator supplies the main turning in the SLOW direction may cause operation of the
switchboard. The ACB CLOSED LAMP is illuminated on the reverse power relay. If the frequency difference between the two
generator panel and on the synchronising panel GSL unit. generators in parallel operation exceeds 3Hz, the synchroscope
1. Generator Starting and Stopping
will not revolve. With this in mind, operate the governor
Ensure the main switchboard control voltage is healthy. The generators can be RAISE/LOWER switch to decrease this difference. Observe
remotely started at the main switchboard synchronising panel as follows: 3. Single Generator Stopping Procedure the bus/incoming generator frequency meter for reference.
a) In order to stop the generator, first reduce its load by stopping
a) Ensure the generator is ready to start (see section 2.12.1 diesel or isolating any equipment supplied from the switchboard. h) Operate the ACB CLOSE switch. The two generators are now
generators) and switch the control position to REMOTE at the running in parallel.
generator’s local control panel at the engine. The generator’s b) When the load is as low as possible, turn the BREAKER
READY TO START lamp is illuminated at the main switchboard CONTROL switch to the OPEN position. The ACB opens and 5. Load Sharing
synchronising panel. the ACB OPEN LAMP is illuminated on the generator panel a) Having achieved parallel operation, load sharing is accomplished
and the GSL. The generator can now be stopped. by increasing the input from the incoming engine.
b) At the main switchboard synchronising panel, start the generator
by turning the ENGINE CONTROL switch to the START c) Stop the generator by turning the ENGINE CONTROL
position. This is increased by means of the governor control switch.
SWITCH to the STOP position, the generator stops. The governor, when raised, speeds up the incoming generator
c) The generator starts. When voltage is established, the causing the first generator to lose load and gain speed, thus
Avoid opening the air circuit breaker (ACB) when the load is too high, this will
generator’s voltmeter will indicate 440V. The generator panel causing the frequency to rise. To prevent this, the governor
cause a sudden rise in the engine speed and possible overspeed trip.
GEN RUN lamp is illuminated and the synchronising panel switch of the first generator must be turned in the LOWER
generator group signal lamp (GSL) unit GEN RUNNING lamp direction. This action also causes the load to be transferred to
4. Parallel Running Procedure the incoming generator. Ensure the frequency remains constant
is illuminated.
a) Start the second generator by following the same procedure as during this operation.
d) To stop the engine, turn the ENGINE CONTROL SWITCH to for starting the first generator.
the STOP position. The generator stops and the running lamps b) Equalise the load of both generators.
are extinguished. b) Confirm the voltage of the second generator is 440V by
observing the voltmeter on the incoming generator’s panel.
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 2 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.2a Generator and Synchronising Panels
GENERATOR PANEL SYNCHRONISING PANEL
Synchronising Panel Key
AC45OV 3Ø 60Hz 1137.5kVA
IL
EL: Earth Lamps
SLA: Shore Power Available
SBO: Shore Breaker On
WM: Generator Wattmeter
No.3 GE No.2 GE No.1 GE VAR: Generator VAR Meter
EL EL EL SLA SBO OHM: Insulation Resistance Meter
SY: Synchroscope
VAR VAR VAR OHM DFM DFM: Double Frequency Meter
DVM: Double AC Voltmeter
Generator Panel Key
GSL: Group Signal Lamp Panel
SL11: Generator Run Indication SYL: Synchronising Lamps
WM WM WM SY DVM
SL12: ACB Open Indication SYS: Synchroscope Selection Switch
SL13: ACB Closed Indication ECS: Generator Engine Start/Stop Switch
SL11 SL12 SL13 GA: Generator Amp Meter CS: Generator ACB Control Switch
GV: Generator Voltmeter GS: Governor Control Switch (Raise/Lower)
SL: Space Heater On Indication ELT: Earth Lamps Test Pushbutton
GA GV RHM: Running Hour Meter GCM: Generator Engine Control Mode Switch
SHS: Space Heater On/Off Switch ESBD ACB: Emergency Switchboard Bus-Tie ACB
AS: Ammeter Phase Selector Switch SYL MCSD: Manual Check Synchronising Device Override Switch
VS: Voltmeter Phase Selector Switch GSL GSL GSL GSL ILS: Light Switch Inside Panel for Maintenance
AB: Abnormal Reset Button S S M A M A
IL: Internal Light
ECS ECS ECS
ELT
O C O C O C OFF
G2 G3
RHM CS CS CS G1 EG SYS ESBD Dashed Outline indicates Equipment Mounted Inside Panels
SL ACB ILS
L R L R L R
GS GS GS GCM
SHS AB MCSD
AS VS
BZ: Buzzer
VR
ACB BZ LBT FS BS LBT: Lamp and Buzzer Test Button
& AR FS & AR: Flicker Stop and Abnormal Reset
KT Electric BS: Buzzer Stop
ACB: Generator Air Circuit Breaker
VR: Voltage Regulators
Generator Panel Synchronising Panel
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 3 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
6. Synchronising Using the Synchronising Lamps To stop a generator, the operator selects STOP and the generator automatically Procedure for the Automatic Operation of Generators and the
If the synchroscope fails, only the synchronising lamps can detect the unloads, disconnects and stops. Main Switchboard - PMS in Semi-automatic Mode
synchronising condition.
Automatic Mode It is assumed the ship is in normal voyage/in port conditions, ie, at least one
When the order of illumination of the synchronising lamps is clockwise, the generator is on load, the PMS is set to semi-automatic mode at the Main Power
When this mode is selected, the operator has no control over the generators or Management screen mimic and the following conditions are satisfied:
frequency of the generator is higher then that of the bus. Turn the generator
switchboard. The PMS automatically controls the generator’s synchronising,
governor motor switch in the decelerating LOWER direction. • The synchronising panel GENERATOR AND CONTROL
standby, load sharing, load dependent start and load dependent stop functions.
This enables the PMS to connect and disconnect generators as required to MODE switch is set to the AUTO position
When the order in which the lamps illuminate is counter clockwise, the
efficiently handle the load on the switchboard. • The standby generators are switched to REMOTE operation.
frequency of the generator is lower then that of the bus. Turn the governor motor
switch in the accelerating RAISE direction. When the top lamp is completely The generator’s READY TO START lamps are illuminated on
The function to start and stop generators can be cancelled by switching off the synchronising panel GSLs
dark and the two bottom lamps are the same intensity, synchronisation (phase
the LOAD DEPENDENT START/STOP facility. This cancels any generators
matching) is achieved. Slightly in advance of this position, close the ACB for • The standby generator is selected as ‘Standby 1’ (1st standby)
stopping when the switchboard load is low, eg, during a lull in manoeuvring
the incoming generator in order to attain synchronism when the main contacts
activity when the load may become high suddenly. This is carried out at the • The next standby generator is selected as ‘Standby 2’ (2nd
of the ACB close.
Main Power Management screen mimic, at the icon labelled ‘Load Share standby)
Mode’.
• Automatic load sharing is enabled
Generator Space Heaters
A space heater is provided in each generator to prevent condensation forming When the main switchboard GENERATOR AND CONTROL MODE switch
If the standby generator does not start, synchronise or connect, an alarm is
on the windings. The space heater switch is located on the individual generator is set to the MANUAL position, the PMS has no control of a generating set. A
raised and the next standby generator will then be started and connected.
panel and should always be in the ON position. The heater is interlocked with generator can be operated locally and also at the main switchboard. The diesel
The first standby generator fault must be reset by pressing the ABNORMAL
the ACB, which switches the heater off when closed and switches it on when generator local control is selected by means of the LOCAL/REMOTE switch
RESET pushbutton at the synchronising panel, before another attempt is made
opened. An indicator lamp on each generator panel will illuminate when the at the generator engine. This switch must be set to the REMOTE position to
to start, synchronise or close the ACB for this generator.
heater is on. enable either manual starting/stopping from the main switchboard or automatic
starting/stopping from the PMS.
1. Operator Initiated Generator Starting
Automatic Operation of the Main Switchboard and To fulfil the requirements for UMS operation, the PMS and other automatic
A start is requested by an operator from the CECR GOS operator station. The
Generators motor control facilities control the following features:
PMS will initiate the following sequence:
• Automatic blackout start of the standby generator
The automatic starting, stopping, connection, synchronising and loading of the a) The start signal is sent to the generator.
main generators is controlled by the PMS. The actual software and hardware • Automatic synchronising
equipment for the PMS is part of the Lyngsø GOS. • Automatic frequency control b) The generator starts. When the voltage has built up, the PMS
• Automatic load sharing designates the generator as ‘running’. If the generator fails
The PMS has three operating modes: Off, semi-automatic and automatic. The to start within 60 seconds, the ‘G/E START FAIL’ lamp is
PMS can be switched off by turning the main switchboard GENERATOR • Sequential restart of essential consumers illuminated at the generator GSL and an alarm is raised via the
AND CONTROL MODE switch to the MANUAL position. When set to the • Automatic generator start and connection in response to a heavy GOS. The generator is then start-blocked.
AUTO position, the PMS operates in semi-automatic or automatic mode. This consumer start request
selection is made at the GOS operator stations in the ECR from the Main c) The generator’s speed is stabilised at the rated speed by
Power Management screen mimic, at the icon labelled ‘PMS Mode’. • Automatic generator start/shutdown in response to high/low automatic operation of the governor and synchronisation
load conditions occurs.
Semi-Automatic Mode
Generator Standby Selection d) The generator ACB closes.
When this mode is selected, the operator starts, stops and connects generators
by commands. For example, to run up, connect and load a generator, the Preselection of the standby generator priority is carried out from the Main
e) Automatic load sharing is initiated and the load is shared with
operator clicks on the required generator and selects START from the Power Management screen mimic, at the icon labelled ‘Select Priority’.
the existing on-load generator.
command window. Provided the generator is ‘Ready to start’, the generator
then automatically starts, synchronises and connects to the main switchboard, The standby priority of a generator is displayed on the screen mimic. The above sequence can be reversed for removing a generator from the bus
the on-load generators then automatically load share. by the operator issuing a STOP command. If load sharing between generators
deviates by more than 10% of the generator’s output, an alarm is raised via
the GOS.
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 4 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2. Automatic Parallel Running Activated by Heavy Load c) The generator ACB closes. If the first standby generator connects to the bus and the ACB trips within
The PMS mode is now set to AUTOMATIC. If the generator(s) in use one second, no further ACB closures will be attempted and no starts will be
register(s) a high load of 819kW (90% of the rated power), for 30 seconds, the d) Automatic load sharing is initiated and the load is shared with initiated for the next standby generator. This is due to the probability that there
standby generator will go through the following sequence: the existing on-load generator(s). is a short circuit on the main bus.
a) The start signal is sent to the generator and the generator e) When the load is fully balanced, the PMS signals ‘Start
6. Automatic Changeover by Bus Abnormality: Bus Remains Live
starts. When the voltage has built up, the PMS designates the Available’ at the large motor, the auxiliary contact closes and
the motor is released for starting. The normal voltage and frequency levels at the main switchboard bus are:
generator as ‘running’. If the generator fails to start within 60
seconds, the alarm ‘G/E START FAIL’ alarm is raised via the • Voltage: 450V
The motors designated as ‘large motors’ that have their start sequence checked
GOS. The generator is then start-blocked. are: • Frequency: 60Hz
b) The generator’s speed is stabilised at the rated speed by • No.1 ballast pump (150kW)
Under certain fault conditions, the voltage and frequency may raise or lower
automatic operation of the governor. Synchronisation occurs. • No.2 ballast pump (150kW) according to the fault. These fluctuating levels are undesirable for the operation
of the ship’s plant.
c) The generator ACB closes.
4. Automatic Parallel Run Cancellation by Light Load
There are bus abnormality limit alarms for the main bus voltage and frequency
d) Automatic load sharing is initiated and the load is shared with If the load that would remain on each generator (if a generator was unloaded
deviation and the alarms for these are set as follows:
the existing on-load generator(s). and disconnected from the main bus) is less than 728kW (80%) for 15 minutes,
the following sequence takes place: • Low voltage alarm: 433V for 2 seconds
If the first standby generator fails to start, synchronise within 60 seconds or • High voltage alarm: 466V for 2 seconds
the ACB fails to close, the second standby generator will start, if available, and a) The generator to be released (the standby generator or the last
follow the above sequence. one connected) shifts load to the other generator(s). • Low frequency alarm: 57.5Hz for 2 seconds
• High frequency alarm: 62.5Hz for 2 seconds
Note: The load percentages and activation/delay times are adjustable via b) The ACB opens on the generator to be released.
parameters in the PMS. If the abnormal situation continues and the following limits are reached, the
c) The engine stops on the generator released. standby generator is started and connected. The abnormal condition generator
The above procedure will also be carried out in the case of an imminent stop is then disconnected and stopped.
of a loaded generator. If the lubricating oil pressure falls to 3.0 bar or the HT Note: The load percentages and activation times are adjustable via parameters • Low voltage limit: 422.4V for 5 seconds
cooling water temperature rises to 105ºC, the standby generator is started and within the PMS.
connected. The ACB of the generator with the problem will then open and the • High voltage limit: 477.6V for 5 seconds
generator is stopped. Relevent alarms are raised via the GOS. 5. Automatic Bus Connection due to Main Switchboard Trip Condition • Low frequency limit: 57Hz for 5 seconds
If, due to a trip condition, the bus voltage has become zero by the opening of • High frequency limit: 63Hz for 5 seconds
3. Automatic Parallel Run Activated by Heavy Consumer Request the ACB of the generator in use (blackout), the first standby generator will go
If a start request is received from a heavy consumer (eg, a large motor), the through the following sequence: In any of the following cases:
PMS checks the available power at the main switchboard. If insufficient power • Diesel generator overspeed
is available to sustain the high current of a large motor start, the start is blocked a) The start signal is sent to the generator and the generator starts.
by an auxiliary contact in the motor’s starter until sufficient power is available. When the voltage has built up, the PMS designates the generator • Diesel generator low lubricating oil pressure
The standby generator will then go through the following sequence: as ‘running’. If the generator fails to start within 60 seconds, the • Diesel generator high cooling water temperature
next available generator is started.
a) The start signal is sent to the generator and the generator • A bus abnormality limit (as listed above) is detected when a
starts. When the voltage has built up, the PMS designates the b) The generator’s speed is stabilised at the rated speed by single generator is running or one of the two generators on load
generator as ‘running’. If the generator fails to start within 60 automatic operation of the governor. trips
seconds, the alarm ‘G/E START FAIL’ alarm is raised via the • Fire alarm is raised
GOS. The generator is then start-blocked. c) The generator ACB closes and the generator supplies the
switchboard. The following sequence will be carried out:
b) The generator’s speed is stabilised at the rated speed by
automatic operation of the governor. Synchronisation occurs. The first standby generator will resupply the main switchboard within a) The preferential trips are released and a start signal is sent to the
approximately 60 seconds of the original generator tripping. standby generator.
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 5 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
b) The generator starts. When the voltage has built up, the PMS Main Generator Protection Equipment Emergency Generator Protection Equipment
designates the generator as ‘running’. If the generator fails to
start within 60 seconds, the next available generator is started. The ship’s generators are protected from the abnormal conditions described
1. Emergency Generator Abnormality Due to Overcurrent
below by means of their reverse power trip, short circuit trip, undervoltage trip
c) The generator’s speed is stabilised at the rated speed by and overcurrent trips. If the current on the running generator exceeds 617A (110% - inverse time
automatic operation of the governor. The PMS checks the bus pick-up level) or 673A (120%) for a period of 40 seconds, the overcurrent relay
condition, if the abnormality has cleared and the bus conditions will operate to trip the generator ACB.
1. Abnormality Due to Undervoltage
have returned to normal, the standby generator runs at idle.
If the voltage of a generator decreases to between 35% and 70% of the rated
2. Emergency Generator Abnormality Due to Overcurrent (Short Time
If the abnormality remains, the standby generator is synchronised value, the undervoltage tripping device contained in the ACB will operate to
Delay) or Shortcircuit
and the generator ACB closes. If the standby generator cannot trip the breaker. If a short circuit fault occurs, the generator voltage will reduce
be synchronised due to bus conditions, the original generator and may cause the undervoltage tripping device (UVT) to operate. With this If the generator current exceeds 350% of the maximum rated current (1,964A),
ACB is opened (blackout) and the incoming generator’s ACB in mind, a time delay device (of about 0.5 seconds) has been fitted to the the ACB will be tripped almost instantaneously (about 400msec) by the short
is closed within one second. undervoltage device to prevent the ACB from tripping immediately, allowing time delay trip fitted to the ACB. If the current exceeds 1,000% of the maximum
the defective network circuit breaker to operate first. rated current (5,610A), the ACB will trip instantaneously (zero time delay).
d) Automatic load sharing is initiated and the load is shared with
the existing on-load generator(s). The emergency generator ACB is also fitted with an undervoltage device
2. Abnormality Due to Overcurrent (Preference Tripping)
identical in operation to the main generators.
e) The load is then removed from the original generator, its ACB If the current on a running generator exceeds 1,459A (100% - inverse time pick-
is opened and the engine is stopped. up level) or 1,750.8A (120%) for a period of 10 seconds after the forced trips
have been released, the PMS will initiate the release of the preferential trips,
thereby providing protection against the overcurrent which would otherwise
7. Automatic Parallel Running due to Parallel Generator Tripping trip the ACB. (The preferential trips are described in section 2.13.7.)
If a running parallel generator trips and the load on the remaining generator
exceeds 910kW (100%), the forced trips operate, the preferential trips operate 3. Abnormality Due to Overcurrent (Long Time Delay Trip)
and the standby generator is started and connected. If the load on the remaining
generator does not exceed 100%, the forced trips only operate and the standby If the current on a running generator exceeds 1,605A (110% - inverse time
generator is started and connected as follows: pick-up level) or 1,750.8A (120%) for a period of 60 seconds, the overcurrent
relay will operate to trip the ACB.
a) The start signal is sent to the generator and the generator starts.
When the voltage has built up, the PMS designates the generator 4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
as ‘running’. If the generator fails to start within 60 seconds, the
alarm ‘DG START FAIL’ is raised and the generator is then If the generator current exceeds 300% of the maximum rated current (4,337A),
start-blocked. the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,400% of maximum
b) The generator’s speed is stabilised at the rated speed by rated current (20.426kA) the ACB will trip instantaneously (zero time delay).
automatic operation of the governor and synchronisation occurs.
5. Abnormality Due to Reverse Power
c) The generator ACB closes.
If there are abnormalities in the output of an engine during parallel operation,
it may cause the generator to function as a motor, due to the power it receives
d) Automatic load sharing is initiated and the load is shared with
from the other generator(s) through the common busbar. The effective reverse
the existing on-load generator(s).
power will then flow through the connected circuit.
If this reverse power reaches a level of 10% (91kW) for a period exceeding 10
seconds, the reverse power relay is triggered and will trip the ACB.
Issue: 1 IMO No. 9297345 Section 2.13.2 - Page 6 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.3 electrical distribution
Illustration 2.13.3a Main 440V Distribution Main Switchboard
220V Feeder No.2 Group No.2 440V No.3 Generator Synchronising Panel Bus-Tie and ESBD No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel F Feeder Panel Panel Panel Feeder Panel Starter Panel
Panel 1.1 to 1.8 Panel H1 and H2 Panel G Panel E Panel D Panel C Panel B1 and B2 Panel A1 to A8
2P-016 No.2 Main Engine Auxiliary Blower 2P-001 No.1 Aft Hydraulic Deck Machinery Pump 1P-016 No.1 Main Engine Auxiliary Blower 1P-001 No.1 Forward Hydraulic Deck Machinery Pump
No.5 Local Group Starter Panel 2P-002 No.2 Forward Hydraulic Deck Machinery Pump 1P-017 EGS 2000 Main Engine Governor Unit 1P-002 No.2 Aft Hydraulic Deck Machinery Pump
Fed From 440V Feeder Panel 2P-017
2P-003 No.3 Aft Hydraulic Deck Machinery Pump 1P-018 No.1 Hydraulic Power Pack Unit for Valve 1P-003 No.3 Forward Hydraulic Deck Machinery Pump
Main Engine Cooling Chemical Cleaning Pump
Remote Control
FW Generator Ejector Pump 1P-004 No.1 Steering Gear
2P-004 Deck Foam Fire Fighting System
FW Generator Distilate Pump 1P-019 Refrigeration Provision Plant
Main Engine Turning Gear 2P-005 No.2 IG Main Blower 1P-005 No.1 IG Main Blower
Oily Water Separator 1P-020 Control Panel for Control Air Compressor
Turbine Drain Transfer Pump 2P-006 No.2 Main Transformer (440/220V, 90kVA) 1P-006 No.1 Main Transformer (440/220V, 90kVA)
Aft Stern Tube Seal LO Supplement Pump 1P-021 No.1 Cylinder Lubricator Starter
Sludge Pump 2P-007 No.2 Packaged Air Conditioning Plant for MSB Room 1P-007 No.1 Packaged Air Conditioning Plant for MSB Room
Engine Room Bilge Pump 1P-022 No.1 Generator Engine LO Priming Pump
1P-008 3PD, Engine Room 440V Distribution Board 1P-008 4PD, Engine Room 440V Distribution Board
No.6 Local Group Starter Panel No.4 Local Group Starter Panel
Fed From 440V Feeder Panel 2P-018 No.3 Local Group Starter Panel Fed From 440V Feeder Panel 1P-023 No.3 Local Group Starter Panel
Focsle Transformer Fed From 440V Feeder Panel 2P-009 No.1 HFO Purifier Fed From 440V Feeder Panel 1P-009
Bosun's Store Supply Fan No.1 HFO Purifier Feed Pump
No.2 Air Handling Unit Galley and Pantry Exhaust Fan
Forward ICCP power Supply Unit No.1 Main Engine LO Purifier
Control Panel for Provision Crane Starter Galley Supply Fan
No.1 Main Engine LO Purifier Feed Pump
Control Panel for Rescue Boat Davits Starter Dry Provisions Store Exhaust Fan
Generator Engine LO Purifier
2P-019 IGG Topping up Fan Starter Sanitary Space Exhaust Fan
Generator Engine LO Purifier Feed Pump
Hospital Space Exhaust Fan
2P-020 No.1 Main Transformer (440/220V, 90kVA) 2P-010 No.2 Air Conditioning Plant Reception and Conference Room Fan
1P-024 Control Panel for No.1 Generator Engine No.1 Air Handling Unit
2P-011 Galley/Laundry Transformer, 440/440 120kVA Jacket Preheater
2P-021 No.2 Cylinder Lubricator Starter Control Panel for Food Lift
2P-012 Control Panel for No.2 Cargo Auto Unloading 1P-025 Control Panel for No.3 Generator Engine Paint Store Exhaust Fan
2P-022 Local Fire Fighting System Jacket Preheater IGS Room Exhaust Fan
Vacuum Pump
Chemical Store
No.4 Local Group Starter Panel 2P-013 No.2 Boiler Control Panel 1P-026 Spare Chiller Pump for Unit Cooler
Unit Cooler for Galley
Fed From 440V Feeder Panel 2P-023 1P-027 Spare
No.2 HFO Purifier 2P-014 Control Panel for No.2 Main Engine and Generator
No.2 HFO Purifier Feed Pump Engine HFO Supply Pump 1P-010 No.1 Air Conditioning Plant
1P-028 Spare
No.2 Main Engine LO Purifier 2P-015 Control Panel for No.2 Main Engine and Generator 1P-011 No.3 Air Conditioning Plant
No.2 Main Engine LO Purifier Feed Pump Engine HFO Circulating Pump 1P-029 Spare
Purifier Room Exhaust Fan 1P-012 Control Panel for No.1 Cargo Auto Unloading
Vacuum Pump
2P-024 Transformer for Unit Room Heater (60kVA)
1P-013 No.1 Boiler Control Panel
2P-025 Generator Engine Jacket Water Preheater
1P-014 Control Panel for No.1 Main Engine and Generator
2P-026 Spare Engine HFO Supply Pump
2P-027 Spare 1P-015 Control Panel for No.1 Main Engine and Generator
Engine HFO Circulating Pump
2P-028 Spare
2P-029 Spare
2P-030 Spare
Issue: 1 IMO No. 9297345 Section 2.13.3 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.3b Main 440V Group Starter Distribution
Main Switchboard
220V Feeder No.2 Group No.2 440V No.3 Generator Synchronising Panel Bus-Tie and ESBD No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel F Feeder Panel Panel Panel Feeder Panel Starter Panel
Panel 1.1 to 1.8 Panel H1 and H2 Panel G Panel E Panel D Panel C Panel B1 and B2 Panel A1 to A8
2GP-001 No.2 Main LO Pump 1GP-001 No.1 Main LO Pump
2GP-002 No.2 Engine Room Supply Fan (Reversible) 1GP-002 Vacuum Condenser SW Pump
2GP-003 No.2 Main Engine Jacket CFW Pump 1GP-003 No.1 Main Engine Jacket CFW Pump
2GP-004 No.2 Main CSW Pump 1GP-004 No.1 Main CSW Pump
2GP-005 No.2 LT CFW Pump 1GP-005 No.1 LT CFW Pump
2GP-006 No.2 Auxiliary Boiler Feed Water Pump 1GP-006 No.1 Auxiliary Boiler Feed Water Pump
2GP-007 No.2 Deck Seal Pump 1GP-007 No.1 Deck Seal Pump
2GP-008 No.2 Stern Tube LO Pump 1GP-008 No.1 Stern Tube LO Pump
2GP-009 No.4 Engine Room Supply Fan 1GP-009 No.3 Engine Room Supply Fan
2GP-010 No.2 Bilge, Fire and GS Pump 1GP-010 No.1 Bilge, Fire and GS Pump
2GP-011 No.2 Economiser Feed Water Pump 1GP-011 No.1 Economiser Feed Water Pump
2GP-012 No.2 Boiler Water Circulating Pump 1GP-012 No.1 Boiler Water Circulating Pump
2GP-013 No.2 Cargo Pump Room Exhaust/Supply Fan 1GP-013 No.1 Cargo Pump Room Exhaust Fan
2GP-014 No.2 Condensate Water Pump 1GP-014 No.1 Condensate Water Pump
2GP-015 No.2 Ballast Pump 1GP-015 No.1 Ballast Pump
2GP-016 No.2 Main Air Compressor 1GP-016 No.1 Main Air Compressor
2GP-017 No.2 FW Hydrophore Pump 1GP-017 No.1 FW Hydrophore Pump
2GP-018 No.2 Hot Water Circulating Pump 1GP-018 No.1 Hot Water Circulating Pump
2GP-019 Welding Space Exhaust Fan 1GP-019 No.3 Boiler Water Feed Water Pump
2GP-020 HFO Transfer Pump 1GP-020 IG Scrubber CSW Pump
2GP-021 DO Transfer Pump 1GP-021 IGG Topping Up CSW Pump
2GP-022 LO Transfer Pump 1GP-022 Fire Pressurising Pump
2GP-023 Toilet Exhaust Fan
Issue: 1 IMO No. 9297345 Section 2.13.3 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.3c Main 220V Distribution
No.1 90kVA 440/220V
Transformer
Interlocking No.2 90kVA 440/220V
Transformer
2P-006-001 Main Switchboard 1P-006-001
220V Feeder No.2 Group No.2 440V No.3 Generator Synchronising Panel Bus-Tie and ESBD No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel F Feeder Panel Panel Panel Feeder Panel Starter Panel
Panel 1.1 to 1.8 Panel H1 and H2 Panel G Panel E Panel D Panel C Panel B1 and B2 Panel A1 to A8
L-001 Navigation, Bridge and E Deck Lighting Distribution Board (2LD)
L-002 C and D Deck Lighting Distribution Board (3LD)
L-003 B Deck Lighting Distribution Board (4LD)
L-004 A Deck Lighting Distribution Board (5LD)
L-005 No.1 Upper Deck Lighting Distribution Board (6LD)
L-006 No.2 Upper Deck Lighting Distribution Board (7LD)
L-007 No.1 Engine Room Lighting Distribution Board (8LD)
L-008 Navigation Light Control Panel
L-009 Navigation and Safety Equipment Distribution Board (Chart Console)
L-010 Fire Alarm Control Panel
L-011 No.2 Engine Room Power/Lighting Distribution Board
L-012 Engine Control Console
L-013 Main Switchboard Room Console
L-014 Public Address Main Amplifier
L-015 Spare
L-016 Fans for Engine Room Steam Radiators (Port)
L-017 Spare
L-018 Fans for Engine Room Steam Radiators (Starboard)
Issue: 1 IMO No. 9297345 Section 2.13.3 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.3d Emergency Switchboard 440V and 220V Distribution No.1 54kVA 440/220V
Transformer
EP-003
EP-004
No.2 54kVA 440/220V
Transformer Emergency Switchboard
220V 440V Group 440V Group Emergency Bus Tie and Shore
Feeder Panel Starter Panel Feeder Panel Generator Panel Power Control Panel
G Shore Power
Emergency
Generator
350kW 437.5kVA
Main Switchboard
EL-001 Power Distribution Board in Chart Console EGP-001 No.1 Engine Room Supply Fan (Reversible) EP-001 No.2 Steering Gear
EL-002 EGP-002 Steering Gear Room and Emergency Fire EP-002 Emergency Fire Pump
No.1 Emergency Lighting Distribution Board (2ED)
EL-002A Pump Room Exhaust Fan
EP-005 Elevator
EL-003 Navigation Lighting Control Panel EGP-003 Steering Gear Room and Emergency Fire
Pump Room Supply Fan EP-006 General Use Battery Charger and Distribution Board
EL-004 Engine Control Console Distribution Board
EP-007 No.2 Generator Engine LO Priming Pump
EL-005
No.2 Emergency Lighting Distribution Board (3ED)
EL-005A EP-008 No.3 Generator Engine LO Priming Pump
EL-006 Battery Charger for Emergency Generator EP-009 General Service Air Compressor
EL-007 Coolant Heater for Emergency Generator EP-010 No.2 Group Starter (No.2 Main Air Compressor)
EL-008 Battery Charger for Radio System EP-011 Whistle
EL-009 Fire Alarm Control Panel EP-012 Generator Engine MDO Booster Pump
EL-010 SMS File Server EP-013 CABA Air Compressor
EL-011 Main Switchboard Room Console EP-014 No.2 Hydraulic Power Pack Unit for Remote Control Valve Panel
EL-012 EP-015 Ship Side Valve Control Panel
No.3 Emergency Lighting Distribution Board (4ED)
EL-012A
EP-016 No.2 Local Group Starter (No.2 Fresh Water Hydrophore Pump)
EL-013 Cargo Control Console
EP-017 Lifeboat Davit Starter
EL-014 Hot Foam Control Panel
EP-018 Hot Foam Fire Fighting
EL-015 Public Address Main Amplifier
EP-019 Spare
EP-016 Spare
EP-020 Spare
EP-017 Spare EP-021 Spare
EP-022 Spare
Issue: 1 IMO No. 9297345 Section 2.13.3 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.4a Shore Power
Generator Panel Key
BUS TIE & SHORE PANEL SHORE PANEL
EL: Earth Lamps
Main Switchboard
ES: Earth Lamp Test Button
MW: Insulation Resistance Meter
No.3 Generator Bus-Tie and ESBD No.2 Generator No.1 Generator
GA: AC Ammeter Panel Synchronising Panel Panel Panel
Feeder Panel
GW: Watt Meter
MW GV: AC Voltmeter
EL EL EL ES SA SBF SBO FM: Frequency
AS11: Ammeter
LTT LTT LTT
VFS11: Voltage and Frequency Meter
GAU: Group Alarm Unit
GA GW GV FM SL16: Emergency Generator Automatic Standby
kWh SL11: Emergency Generator Run Indicator
SL12: ACB Open Indication Panel G Panel F Panel E Panel D Panel C
SL13: ACB Closed Indication
SL21: Main Source Indication
3-11L: Lamp and Buzzer Test Button
AS11 VFS11 3R-28: Flicker Stop and Abnormal Reset
SL22: Bus-Tie ABC Open
SL23: Bus-Tie ACB Closed G G G
EGT
RHM: Running Hour Meter
CS11: ACB Open/Close Switch No.3 Diesel No.2 Diesel No.1 Diesel
GAU SL14: Space Heater Indication Generator Generator Generator
SHS: Space Heater On/Off Switch 910kW 910kW 910kW
SL16 SL11 SL21 SA: Shore Power Available 1,137.5kVA 1,137.5kVA 1,137.5kVA
SBF: Shore Breaker Off Main/Emergency
SBO: Shore Breaker On Board Interconnector
EGT: Emergency Generator Test Switch
SL12 SL13 3-11L 3R-28 SL22 SL23
O C
Shore Power Connection Box
ACB: Generator Air Circuit Breaker
CS11 SL14 SHS RHM
VR: Voltage Regulators
SB: Shore Breaker
VR SB
Emergency Switchboard SA SO
ACB ACB
Emergency Bus Tie and Shore
Generator Panel Power Control Panel
PSI
PST
G
800A
Emergency
Generator
350kW 437.5kVA
SA: Shore Power Available Lamp
VR: Shore Breaker On Lamp
PSI: Phase Sequence Indicator
Generator Panel PST: Phase Sequence Test Button
Issue: 1 IMO No. 9297345 Section 2.13.4 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.4 Shore Power Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
a) Isolate the emergency generator to ensure that it does not start. a) Isolate the emergency generator to ensure that it does not start.
Shore power supply: 440V AC, 3 phase, 60Hz
Maximum current: 800A b) When it is intended to receive power from the shore, confirm the b) Isolate all non-essential services. Ensure the sequential restart
SHORE POWER AVAILABLE indicator lamp is illuminated at system is still isolated. Reduce load at the main switchboard to
the shore connection box. the absolute minimum.
Introduction
c) Isolate all non-essential services, including the sequential restart c) Ensure the main switchboard GENERATOR CONTROL MODE
A shore connection box is provided in the emergency generator room on A deck
system. Reduce load at the main switchboard to the absolute switch is still set to the MANUAL position. This is to ensure
to accept electrical power supply cables during refit. The shore connection box
minimum. that no main generators start when the vessel blacks out.
connects, via a breaker, to the emergency switchboard shore panel, where a
further breaker connects it to the main/emergency switchboard bus tie line.
d) Set the main switchboard GENERATOR CONTROL MODE d) Run up the selected main generator on local control.
switch to the MANUAL position. This is to ensure that no main
When on shore power, the emergency switchboard can be supplied as normal
generators start when the vessel blacks out. e) At the synchronising panel, turn the SYNCHROSCOPE and
through the main/emergency switchboard bus tie circuit breakers.
FREQUENCY/VOLTMETER switch SYS to the incoming
e) Check the shore supply voltage by turning the VOLTAGE and generator’s position (G1, G2 or G3).
Monitoring lamps and a kilowatt/hour meter for the shore supply are located
FREQUENCY meter selection switch to the SHORE position.
on the shore power section of the emergency switchboard.
The voltage should be 440V. f) Adjust the frequency to 60Hz by means of the GOVERNOR
CONTROL switch on the synchronising panel. The rated values
A phase sequence monitoring system is fitted at the shore connection box.
f) Check the phase sequence is correct. are indicated by red marks on the corresponding meters.
The phase sequence should be checked before connecting shore power to the
switchboards. When the shore supply has been connected at the box, it should
g) At the main switchboard, open all the generator ACBs. The g) Turn the CHECK SYNCHRONISING OVERRIDE switch to
be switched on ashore and the PHASE SEQUENCE TEST pushbutton pressed.
vessel blacks out. the ON position. The check synchroniser is overridden, allowing
If the phase sequence is correct, the CORRECT lamp will illuminate. If the
the generator to connect to the bus without synchronising.
sequence is found to be incorrect, the WRONG lamp will illuminate. In this
h) Close the breaker for shore power at the shore connection box.
case, the shore supply must be isolated and two supply phases changed over.
h) Open the main/emergency switchboard bus tie breaker at the
The supply should then be reinstated and the phase sequence checked again.
i) Close the shore supply breaker at the emergency switchboard main switchboard. The main switchboard blacks out.
shore power section.
A SHORE POWER AVAILABLE lamp and a SHORE BREAKER ON lamp
i) Turn the generator BREAKER CONTROL switch to the CLOSE
are also fitted to the connection box.
j) Close the main/emergency switchboard bus tie breaker at position. The ACB closes and the generator supplies the main
the emergency switchboard. The shore supply now feeds the switchboard. The ACB CLOSED LAMP is illuminated on the
At the main switchboard synchronising panel, a further SHORE POWER
emergency switchboard. generator panel and the synchronising panel GSL.
AVAILABLE lamp and a SHORE BREAKER ON lamp are also fitted.
k) Close the main/emergency switchboard bus tie breaker at j) Check the voltage and adjust the frequency to 60Hz. Supply
The kilowatt/hour meter is provided to measure and record the power consumed
the main switchboard. The shore supply now feeds the main main lighting, fire detection, etc.
by the vessel when on shore supply.
switchboard.
k) At the emergency switchboard, open the shore supply
Interlocking is provided between the ship’s main generator ACBs, the
l) Proceed to supply essential services such as fire detection, breaker, the emergency switchboard blacks out. Close the
emergency generator ACB and the shore supply breaker. The shore supply
lighting etc. main/emergency switchboard bus tie breaker. The emergency
breaker cannot be closed if any generator ACB is closed. Conversely, none
switchboard is now back to its normal supply.
of the ship’s generator’s ACBs can be closed if the shore supply breaker is
m) If no maintenance is scheduled for the emergency generator, it
closed. This arrangement prevents the shore supply being paralleled with any
may be left on automatic standby. The emergency generator will l) Change the PMS mode to automatic, if required. Supply
other supply.
then feed emergency lighting, etc, in the case of failure of the emergency and main consumers as required.
shore supply.
m) Ensure the emergency generator is returned to normal automatic
n) The shore supply should be closely monitored to ensure the start.
800A current limit is not exceeded.
n) Isolate the shore supply from ashore, switch off at the shore
connection box and remove cables.
Issue: 1 IMO No. 9297345 Section 2.13.4 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.5a Main Alternators
Main Switchboard
Main Switchboard Reference/Power Line
SYNCHRONISING PANEL
IL
Local/Manual Control
Generator
ACB
Synchronising Panel Key
No.3 GE No.2 GE No.1 GE Power/Current Auto Synchronising
EL EL EL SLA SBO EL: Earth Lamps ACB Control
Measuring Unit
SLA: Shore Power Available
VAR VAR VAR OHM DFM SBO: Shore Breaker On No Volt,
WM: Generator Wattmeter Overload,
VAR: Generator VAR Meter High/low
OHM: Insulation Resistance Meter Load Signals
WM WM WM SY DVM SY: Synchroscope From Other
DFM: Double Frequency Meter Generators Power Management
DVM: Double AC Voltmeter System Engine Local
GSL: Group Signal Lamp Panel Control Panel
SYL: Synchronising Lamps
Power
SYS: Synchroscope Selection Switch
Management
ECS: Generator Engine Start/Stop Switch
Reference and
CS: Generator ACB Control Switch
SYL Governor Engine Stop/Start Supply Lines
GS: Governor Control Switch (Raise/Lower)
GSL GSL GSL GSL Control
ELT: Earth Lamps Test Pushbutton Control
M A M A M A
GCM: Generator Engine Control Mode Switch
ECS ECS ECS
ELT ESBD ACB: Emergency Switchboard Bus-Tie ACB
MCSD: Manual Check Synchronising Device
O C O C O C ILS: Light Switch Inside Panel for Maintenance
CS CS CS SY ESBD Current
ACB ILS Sensing 3 Phase
L R L R L R 440V 60Hz
GS GS GS GCM Output
MCSD
Alternator AVR 4
Diesel Engine
Manual VoltageTriming 2 Governor
Synchronising Panel 22 Alternator Key
25
11 24 1. Frame
GENERATOR PANEL
2. External Equipment Housing
AC45OV 3Ø 60Hz 1137.5kVA 3. Earthing Terminal
8 4. Housing Cover
5. Shaft: Prime Mover
6 Access to 6. Fan
Rotating 7. Diesel Engine End Shield
23 AVR Excitation 15
Rectifier 8. Air Guide
7 16 9. Free End End Shield
VR Discharge
9 10. Stator Core
SL11 SL12 SL13 Rotor Resistor Diodes Exciter Rotor 11. Stator Winding
Winding
12. Rotor Core
21
GA GV Generator Panel Key 13. Damper Winding
14. Rotor Winding
SL11: Generator Run Indication 15. Exciter Stator Core
SL12: ACB Open Indication 16. Exciter Stator Winding
SL13: ACB Closed Indication 17. Exciter Rotor Core
RHM GA: Generator Amp Meter 18. Exciter Rotor Winding
SL GV: Generator Voltmeter 19. Rotating Rectifier
SL: Space Heater On Indication 20. Rectifier Lead to Rotor Winding
RHM: Running Hour Meter Alternator Rotor Electrical Diagram 5 21. NDE Sleeve Bearing
SHS: Space Heater On/Off Switch 22. Air/Water Cooler
SHS AB AS: Ammeter Phase Selector Switch 17 23. Generator Side Automatic
AS VS 1 14 13 3 10 12 20 19
VS: Voltmeter Phase Selector Switch Voltage Regulator
AB: Abnormal Reset Button 18 24. Current Transformers
Generator Panel Hyundai HFJ5 Alternator 25. Air Opening
Issue: 1 IMO No. 9297345 Section 2.13.5 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.5 Main Alternators excitation levels are boosted for heavy loads and reduced for light loads. This
provides a constant output voltage independent of load levels. Initial voltage
Specification build-up is via residual magnetism in the rotor.
Maker: Hyundai
The automatic voltage regulator (AVR) is contained within the generator
Type: HFJ6 564-84K-SB
section of the main switchboard. The AVR’s associated current transformers
Capacity/rating: 450V AC, 3 phase, 60Hz, 910kW, 1,459A, and diodes are located within the generator cover, access is via a bolted plate
1,137.5kVA, 0.8pf, 8 pole in the housing.
Speed: 900 rpm
IP rating: IP44 An external manual voltage regulator, VR1, is fitted inside the generator panels
at the main switchboards.
Weight: 5.3 ton
Rotor weight: 1,865kg The electrical power system, fed by the generators, is designed with
discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.
Introduction
In any case where two or more generators are on load, one generator has
Three main diesel driven alternators are fitted. They are all of the totally
enough capacity to supply the total load after the operation of the preferential
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type.
and forced trips.
Alternator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperaure can be Main Alternator Circuit Breakers
monitored via the alarm and monitoring system. The cooler is fitted with Maker: Hyundai
double-walled tubes to reduce the chances of leakage. The space between the
Model: AT16
tubes drains to chambers where leak detectors will activate an alarm if a water
level is detected. Type: Air circuit breaker
Protection: AOR-1BS-AS protection unit
A space heater is fitted, which is energised when the generator circuit breaker
is open. This protects against internal condensation during shut down periods. The main alternators supply the main switchboard via a 3 phase motor charged
Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
There are 6 embedded PT100 sensors fitted to monitor the stator temperature charged after each closing cycle by an internal motor. In the case of a motor
in each phase winding, 3 are in use and there are 3 spare. These temperatures failure, the springs may be manually charged using the charging handle on the
are monitored via the alarm and monitoring system and will raise alarms when front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
the temperature set points are exceeded. device. Controlled tripping is carried out from the overcurrent protective
device. The trip levels may be adjusted at his unit.
Bearings
The ACB is of the withdrawable type; it may be partially removed to the TEST
The non-drive end bearing is a self-lubricated sleeve bearing. The bearing is position for testing or completely withdrawn to the ISOLATED position for
fitted with a PT100 sensor to monitor the bearing temperature. This will raise maintenance purposes. In the TEST position, the auxiliary control contacts
an alarm via the alarm and monitoring system when the temperature set point are connected but the main contacts are isolated so the ACB can be operated
is exceeded. without any electrical problems. In the ISOLATED position, the auxiliary
control contacts and the main contacts are isolated
Electrical
The ACBs are normally operated remotely via the main switchboard BREAKER
The on-load voltage is kept constant by the AVR which regulates the excitation
CONTROL switches or automatically via the PMS. They can also be operated
current to the exciter. Output power from the alternator stator is fed into a
locally at the ACB using the front panel buttons, in an emergency.
current/voltage compound transformer and the output of this is regulated
and fed through the exciter stator windings. The magnetic field in the exciter
stator induces AC into the exciter rotor, which is rectified by the rotating
diode rectifier set and passed to the main rotor DC windings. In this way the
Issue: 1 IMO No. 9297345 Section 2.13.5 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.6a Emergency Alternator 24V
Starting
Battery
EMERGENCY SWITCHBOARD
BUS TIE & SHORE PANEL 1 - Source Indication
2 - Battery Low Voltage Alarm
3 - Equalisation Lamp
4 - Equalisation- Float Switch
Mains Monitoring 5 - Float Indication Lamp
Emergency Generator BATTERY CHARGER
MW Emergency Generator
Engine Control Panel
ACB
EL EL EL ES
1 2
ACB Control
GA GW GV FM A V
2 3 4 5 6 7 8
3 5
9 10 11 12 13 14 15
4
Voltage/Current
AS11 VFS11 Monitoring
Control
EGT
16 17 18 19
GAU Excitation
Off On M A
20 21
SL16 SL11 SL21
22 23
SL12 SL13 3-11L 3R-28 SL22 SL23 Key
O C
EL: Earth Lamps
ES: Earth Lamp Test Button 2 - Source Indication
MW: Insulation Resistance Meter 3 - Automatic Start Standby
CS11 SL14 SHS RHMHM
GA: Generator Ammeter 4 - Generator Running Lamp
GW: Watt Meter 5 - LO High Temperature Indication
6 - LO Low Pressure Indication
VR GV: Generator Voltmeter Engine Control/
7 - Cooling Fresh Water High Temperature Alarm
AS11: Ammeter Selection Switch Alarms/Monitoring
8 - Cooling Fresh Water Low Pressure Alarm
ACB ACB VFS: Voltage and Frequency Meter Selection Switch 9 - Battery Charger AC/DC Source Failure Alarm
GAU: Group Alarm Unit 10 - Start Failure
SL16: Emergency Generator Automatic Standby Lamp 11 - Overspeed Trip Activated
SL11: Emergency Generator Run Indicator 12 - Cooling Fresh Water High Temperature Trip Alarm
SL12: ACB Open Indication 13 - LO Low Pressure Trip Alarm
SL13: ACB Closed Indication 14 - Battery Low Voltage Alarm
SL21: Main Source Indication 15 - Spare
3-11L: Lamp and Buzzer Test Button 16 - Start Pushbutton
3R-28: Flicker Stop and Abnormal Reset 17 - Stop Pushbutton
SL22: Bus-Tie ABC Open 18 - Reset Pushbutton
SL23: Bus-Tie ACB Closed 19 - Lamp and Bell Test Pushbutton
RHM: Running Hour Meter 20 - Bell Stop
CS11: ACB Open/Close Switch 21 - Emergency Stop Pushbutton with Lock Pin
SL14: Space Heater Indication 22 - Power Source, On/Off
SHS: Space Heater On/Off Switch 23 - Manual - Automatic Selection Switch
SA: Shore Power Available Starter Motor
SBF: Shore Breaker Off
SBO: Shore Breaker On
EGT: Emergency Generator Test Switch
HM: Hours Meter
Emergency
Generator
Emergency Switchboard Generator Panel
Issue: 1 IMO No. 9297345 Section 2.13.6 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.6 Emergency Alternator c) The operator presses the START pushbutton at the generator a) The emergency generator supplies the emergency switchboard.
engine control panel. The generator starts via the battery The main/emergency switchboard bus tie ACB at the emergency
Maker: Leroy Somer operated starter. switchboard is closed. The main/emergency switchboard bus tie
Type: LSA M47.1 L10 ACB at the main switchboard is open.
Capacity/rating: 450 volt, 3 phase, 60Hz, 350kW, 561A, 437.5kVA, d) When the emergency generator speed >700 rpm and voltage is
0.8pf, 4 pole established, the GENERATOR RUNNING lamp is illuminated b) The main switchboard recovers mains power from the
on the engine control panel. connection of one main generator. The MAIN SOURCE lamp
Speed: 1,800 rpm is illuminated on the emergency switchboard.
Heating: 220V, 250W e) The operator turns the ACB control switch to the CLOSE
position. The ACB closes and the ACB CLOSED lamp and c) At the main switchboard synchronising panel, turn the
Introduction is illuminated on the emergency switchboard. The emergency SYNCHROSCOPE and FREQUENCY/VOLTMETER switch
generator now feeds the emergency switchboard. SYS to the incoming emergency generator position (EG). Align
A self-contained emergency diesel generator, rated at 350kW, is fitted in the frequency of the emergency switchboard and generator with
The operator reverses the above procedure to shut down the generator, pressing that of the main switchboard, using the governor control switch
the emergency switchboard room on A deck for use in an emergency. The
the STOP pushbutton at the generator engine control panel to stop the generator and observing the dual frequency meter.
generator is of the self-excited, brushless type and can be set for manual or
when completed.
automatic operation. Automatic (AUTO) is normally selected, with manual
being used for testing the generator. d) Once the voltage and frequency of both systems is identical,
Emergency Generator Automatic Start and ACB Closure onto Dead Bus check the synchronous state by means of the synchroscope.
The emergency switchboard is normally supplied from the main 440V Use the synchroscope and the generator governor control to
a) The emergency generator and switchboard are normal, the synchronise the two systems. The check synchroniser should be
switchboard. When AUTO is selected, the emergency generator is started generator engine control panel 24V DC power is switched
automatically by detecting zero-voltage on the emergency switchboard left active for safety, if possible.
ON. The EMERGENCY GENERATOR STANDBY lamp and
busbar. The emergency generator Air Circuit Breaker (ACB) will connect the MAIN SOURCE lamps on the emergency switchboard
automatically to the emergency switchboard after confirming the continuation e) At the point of synchronism, turn the main/emergency bus tie
generator panel are illuminated. ACB control switch to the CLOSE position.
of zero-voltage. The emergency generator is designed to restore power to
the emergency switchboard within 45 seconds. The bus tie breaker on the b) The operation switch at the generator engine control panel is set
emergency switchboard, which connects to the main 440V switchboards, is f) After 0.5 seconds, the emergency generator ACB opens at the
to AUTOMATIC. emergency switchboard. The main switchboard now supplies
opened automatically when zero-voltage is detected on the switchboard bus.
the emergency switchboard.
c) The main switchboard bus tie breaker opens due to a no volt
The alternator’s automatic voltage regulator is fitted within the alternator situation (main switchboard blackout).
terminal cover. There is a potentiometer inside the generator cubicle to enable g) The emergency generator can be stopped locally.
the voltage to be manually adjusted. The AVR is powered from a rotor-mounted d) The emergency switchboard bus voltage drops to zero. The
Permanent Magnet Generator (PMG). emergency generator receives a start command. Emergency Generator Automatic Start Test Procedure
There is an emergency generator TEST switch located inside the emergency
The generator is fitted with a space heater to prevent condensation when the e) When the emergency generator speed >700 rpm and voltage generator panel to test the generator’s operation. The switch has two positions;
generator is stationary or idling. The heater is interlocked with the generator is established, the EMERGENCY GENERATOR RUN lamp is NORMAL and TEST. The test switch should always be in the NORMAL
ACB. The windings are protected and monitored against high temperature by illuminated on the emergency switchboard. position whilst the ship is at sea.
embedded sensors, one in each phase, which will activate a protection relay in
the case of over-heating. f) If the emergency switchboard bus voltage is still zero, the When the switch is turned to the TEST position, the emergency generator is
emergency generator ACB closes and the EMERGENCY started and the main/emergency bus tie ACB at the emergency switchboard
The generator has sufficient capacity to enable the starting of the required GENERATOR ACB CLOSED lamp is illuminated. The opens. The emergency generator ACB then closes supplying the emergency
machinery to power up the vessel from a dead condition. emergency generator now feeds the emergency switchboard. switchboard.
Manual Emergency Generator Start and ACB Closure onto Dead Bus Main Switchboard Power Restoration The above procedure interrupts the supply to all emergency consumers,
a) The emergency generator and switchboard are normal, the consequently it is important that the bridge and ECR are informed beforehand
The following is the procedure to manually change the emergency switchboard
generator engine control panel 24V DC power is switched ON. and the necessary precautions taken.
back to normal supply after the restoration of mains power:
b) The engine control panel emergency generator operation switch The emergency switchboard is returned to normal manually, the supply to
is set to MANUAL. emergency consumers will again be interrupted.
Issue: 1 IMO No. 9297345 Section 2.13.6 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.7 FORCED AND Preferential Tripping and Illustration 2.13.7a Preferential Tripping
Sequential Restarting
Forced Tripping 1 Preference Trips
10 Seconds
1P-007 No.1 Packaged Air Conditioning Plant for the Main Switchboard Room
The Power Management System (PMS) matches the generator capacity to the
power requirements of the vessel. However, should an overcurrent occur due to 1P-010 No.1 Air Conditioning Plant
the abnormal tripping of a generator when two or more generators are running 1P-011 No.3 Air Conditioning Plant
in parallel, then the following consumers linked to the forced tripping action No.1 440V
will be shed immediately. Feeder Panel 1P-019 Refrigeration Provision Plant
1P-024 Control Panel for No.1 Generator Engine Jacket Preheater
Circuit Number Description 1P-025 Control Panel for No.3 Generator Engine Jacket Preheater
1P-001 No.1 forward deck hydraulic machinery pump
1P-002 No.2 forward deck hydraulic machinery pump 2P-007 No.2 Packaged Air Conditioning Plant for the Main Switchboard Room
1P-003 No.3 forward deck hydraulic machinery pump No.2 Air Handling Unit
2P-008 No.3 Power Distribution Board (Engine Room 440V Distribution) Control Panel for Provision Crane Starter
1P-010 No.1 air conditioning plant Control Panel for Rescue Boat Davit Starter
1P-011 No.3 air conditioning plant No.2 440V 2P-010 No.2 Air Conditioning Plant
Feeder Panel
1P-019 Refrigeration provision plant 2P-011 Transformer for Galley/Laundry AC 440/440V 120kVA Distribution Board (2PD)
1P-013 No.1 auxiliary boiler power panel 2P-020 Transformer for Galley/Laundry AC 440/220V 90kVA Distribution Board (9LD)
1GP-015 No.1 ballast pump
2P-020 Transformer for Room Unit Heater AC 440/220V 60kVA (5PD)
2GP-015 No.2 ballast pump
2P-001 No.1 aft deck hydraulic machinery pump 2P-025 Control Panel for No.2 Generator Engine Jacket Preheater
2P-002 No.2 forward deck hydraulic machinery pump
No.2 Local Group 2GP-019 Engine Room Welding Space Exhaust Fan
2P-003 No.3 aft deck hydraulic machinery pump
Starter Panel
2P-010 No.2 air conditioning plant 2GP-023 Toilet Exhaust Fan
2P-013 No.2 auxiliary boiler power panel
3GP-001 Galley and Pantry Exhaust Fan
3GP-002 Galley Supply Fan
Preferential Tripping
3GP-003 Dry Provision Store Exhaust Fan
If the current on a running generator exceeds 1,750.8A (120%) for a period 3GP-004 Sanitary Space Exhaust Fan
exceeding 10 seconds, the PMS will initiate the release of the preferential
tripping, thereby providing protection against the overcurrent which would No.3 Local Group 3GP-005 Hospital Space Exhaust Fan
otherwise trip the ACB. Starter Panel
3GP-006 Reception and Conference Room Fan
When normal conditions resume, the breakers indicated in the following 3GP-007 Officer's Lounge Fan
illustration must be manually reset. 3GP-008 No.1 Air Handling Unit
The consumers’ circuit breakers are fitted with undervoltage trips whose supply 3GP-010 Control Panel for Food Lift
is interrupted by tripping relays activated by the PMS. The list of consumers
3GP-011 Unit Cooler for Galley
is shown on the right.
3GP-021 Provision Crane
Preferential tripping is accompanied by an alarm on the machinery alarm
system.
Issue: 1 IMO No. 9297345 Section 2.13.7 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Sequential Restart
Illustration 2.13.7b Sequential Restarting
The PMS system will automatically restart the required machinery to restore Full Blackout
power to the vessel. To fulfil this requirement, at least one diesel generator (Zero Volts at all Main Switchboards)
must be left in the automatic standby mode. Power is Restored to the Main Switchboard - Sequence Starts
Time Consumer Capacity (kW)
The essential machinery is started automatically according to the sequence
0 Seconds
shown on the right. The sequence is started when power is restored to the 440V
main switchboard. Lighting
Navigation Equipment and Communication Equipment
The restart sequence is usually left enabled, however, the operator may disable 0 Steering Gear 60.kW
Seconds Main Engine and Generator Engine Fuel Oil Supply Pump 3.5kW
the sequence and if the sequence is disabled, an ‘auto start sequence disabled’
Main Engine and Generator Engine Fuel Oil Circulating Pump 4.6kW
alarm is raised. The sequence is automatically halted in the case of another
blackout.
5 Seconds
Motors that were selected for duty before the blackout will be automatically 5
Main Engine Lubricating Oil Pump 90kW
Seconds
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty 5 Seconds
does not restore normal system conditions, such as pressure, within a preset
Main Engine Jacket Cooling Water Pump 22kW
time, the standby motor will cut in automatically. If power is only restored 10
Seconds Main Engine Cylinder Lubricator Pump 2.2kW
to the emergency switchboard, motors whose supply is from the emergency
Stern Tube Lubricating Oil Pump 2.0kW
switchboard will start irrespective of any previous selection.
5 Seconds
15
Low Temperature Fresh Water Pump 75kW
Seconds
5 Seconds
20 Main Cooling Sea Water Pump 65kW
Seconds
5 Seconds
25 Auxiliary Boiler Feed Water or Economiser Feed Water Pump 65kW
Seconds
Auxiliary Boiler Water Circulating Pump 3.7kW
5 Seconds
Condensate Water Pump 7.5kW
30
Inert Gas System Deck Seal Pump 3.7kW
Seconds
Control Air Compressor 18.5kW
5 Seconds
35
No.2 Engine Room Ventilation Fan 18.5kW
Seconds
5 Seconds
40
No.4 Engine Room Ventilation Fan 18.5kW
Seconds
5 Seconds
45
No.1 Main Engine Auxiliary Blower 90kW
Seconds
5 Seconds
50
No.2 Main Engine Auxiliary Blower 90kW
Seconds
Issue: 1 IMO No. 9297345 Section 2.13.7 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.8 Uninterrupted Power Supply (UPS) and The general use battery charger in the converter room has two 440V supplies, to equalising charge and this rapidly charges the battery. As soon as the battery
battery systems one from the emergency switchboard 440V feeder panel (EP-006)and one from becomes fully charged, it reverts to floating charge. The charge performed after
the main switchboard 440V feeder panel. the recovery from a power interruption is controlled by the silicon controlled
The ship’s emergency power requirements are supplied by the emergency rectifier (SCR) control system, which protects the battery and charging circuits
switchboard network, see illustration 2.13.3b for a detailed list of emergency The board contains the following equipment: from excess current.
consumers. • 24V DC voltmeter for feed, battery and rectifier monitoring
Maintenance
Essential general service low voltage equipment is supplied from the battery • Ammeter for feed, battery and rectifier monitoring
charger/24V DC distribution board. This is located in the converter room on The 24V charge/discharge board is designed for continuous operation and is
• Earth leakage monitoring
D deck. practically maintenance free. However, the unit should be kept clean and dry
• Isolation switches and a visual inspection of connection integrity, cable condition etc, made once
The Lyngsø machinery control equipment is supplied from a dedicated battery • Alarm function test facilities a year. At this time the charging voltage should be checked using a high quality
charger/24V DC distribution board. This is located in the main switchboard digital voltmeter.
• Indicator lamps for the normal and emergency power supplies
room.
All the ship’s batteries should be kept clean and dry. The battery poles and
The charger is fitted with a battery voltage monitoring facility which will raise connections must be kept covered with acid free vaseline. The cell voltages
The radio/GMDSS equipment is backed up by a separate radio use battery
an alarm if the battery voltage moves above or below a preset level or the should be checked and logged once a month and the connection terminals
system. The back-up batteries are located in the battery room on E deck. The
battery current rises above a preset level. The unit is also fitted with charger checked for tightness once a year.
radio use batteries are made by Sonnenschein of 2 sets of 4 x 6V batteries (24V
failure, mains failure and earth fault alarms.
total) of 100Ah capacity.
When an earth is present on an outgoing circuit, the earth leakage alarm will Engine Room (Lyngsø) UP System
A separate 24V battery and charger system is provided for the emergency
sound. Operation of the earth test pushbutton will cause one earth lamp to The uninterupted power supply control box is located at the aft outboard
generator starting arrangements; this is located in the emergency generator
glow bright and the other earth lamp to dim. Careful isolation of the outgoing bulkhead in the main switchboard room and provides backup power for the
room on A deck.
circuits (mindful of essential consumers), will locate the faulty circuit, the engine room (Lyngsø engine safety and monitoring system). This system is
lamps returning to equal brilliance and the alarm clearing once the faulty dedicated to the Lyngsø system and provides up to 30 minutes of power in the
The 24V converter room systems consist of a battery charge/discharge
circuit is isolated. event of failure of the main power supply system to the Lyngsø control. The
distribution board backed up by 2 separate 24V (12 x 2V) batteries. These
battery charger supply comes from the emergency switchboard 220V panel
provide a smooth changeover to a constant power source upon loss of the
EL-006.
ship’s main or emergency power. The 24V batteries are normally on a floating Operating Procedure
charge, with the rectifier supplying the load.
The battery charger is a fully automatic charging device which automatically Maker: Hyundai
General Service Battery System 24V Batteries charges the 24V storage battery. Voltage (supply): 220V AC, 60Hz
Voltage output (floating): 24V DC
Battery: Lead-acid sealed The charger has a facility to adjust the charging voltage. This, however, should Rated current: 22A DC, UPS 30 min
Type: Sonnenschein 40P2V not be altered once the charger has been commissioned.
Battery: AC12V, 22Ah x 2
Capacity: 24V, 200Ah/10h
Voltage (nominal): 2V each, 24V total The duty battery should be changed over once per month by operation of the
battery changeover switch.
Voltage (max): 26.4V
Voltage (min): 21.8V
Floating and Equalising Charge Modes
Number of cells per set: 12
While the storage battery is fully charged, it is subjected to a floating charge. In
this condition, the charger supplies the 24V system with power. During periods
General Servicve Battery System 24V Charger/Discharger Boards of high demand and failure of the power source, the battery will take over.
Maker: Hyunjin A constant voltage is applied to the battery regardless of any load, power or
temperature variation and the charging current varies according to the charged
Voltage (supply): 440V AC, 60Hz
state, thus maintaining the battery in a fully charged condition.
Voltage output (floating): 26.5DC
Rated current: 60A DC If the battery has been subjected to a period of duty due to power failure, on
Rating: Continuous restoration of the power supply, the battery charger is automatically transferred
Issue: 1 IMO No. 9297345 Section 2.13.8 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.13.9a Impressed Current Cathodic Protection
Profile
Remote Readout Unit
Engine Control Room Forward Power Supply Unit
Bosun's Store
No.5 Cargo Oil Tank
Deck Store
(Port&Starboard)
Bosun
Store
No.6 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port&Starboard) (Port&Starboard) (Port&Starboard) (Port&Starboard) (Port&Starboard)
Engine
Room
Pump
Room
-5 0 10 20 30 40 50 55 60 65 70 75 80 85 90 95 100 105 110 115
100A Anode Reference Anode
200A Anode Reference Anode Frame 102 + 1/2 Frame 112 + 1/2
Frame 21 +1/2 Frame 33 +1/2 Port and Starboard Port and Starboard
Port and Starboard Port and Starboard
Port
200A Anode Reference Cell 100A Anode Reference Cell
Focsle Distribution Board
LGSP No.6
Input Remote Monitoring Unit Input
440V AC 440 V AC
CECR
Aft Controller Forward Controller
Power Unit Power Unit
Input
440 V AC
200A Anode Reference Cell 100A Anode Reference Cell
Starboard
Issue: 1 IMO No. 9297345 Section 2.13.9 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.13.9 Cathodic Protection System Operation Propeller and Rudder Stock Earthing
Maker : Korea Cathelco Ltd. Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
Type: Impressed Current metal and anodes, insulated from the hull, but in contact with the sea water. fitted and bonded to the ship’s structure. In the case of the shaft, a slip ring
Power supply: AC 440V, 60Hz, 3phase The electrical potential of the hull is maintained more negative than the is clamped to the shaft and is earthed to the hull via brushes. A second set of
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control brushes, insulated from earth, monitors the shaft mV potential and this signal
is necessary over the flow of impressed current, which will vary with the ship’s is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
The vessel is provided with an Impressed Current Cathodic Protection speed, salinity and temperature of the sea water and the condition of the hull cleaned on a regular basis.
(ICCP) system. This method of corrosion protection automatically controls paintwork. If the potential of the hull is made too negative with respect to
electrochemical corrosion of the ship’s hull structure below the waterline. the anode, then damage to the paint film can occur electrolytically or through The rudder stock is earthed via a 70mm2 flexible earth cable between the deck
Cathodic protection can be compared to a simple battery cell, consisting of two the evolution of hydrogen gas between hull steel and paint. The system on head and rudder stock to minimise any electrolytic potential across bearings
plates in an electrolyte. One of the battery plates in the electrolyte will waste this vessel controls the impressed electrical current automatically to ensure and bushes.
away through the action of the flow of electrical current if the two battery optimum protection. Current is fed through four titanium electrodes, two
electrodes are connected electrically. When two metals are immersed in sea situated at the forward end and two at the and aft end of the ship. The titanium Routine checks:
water, which acts as the electrolyte, one of the metals acts as the anode and prevents the anodes themselves from corroding and the anode surfaces are
will waste away. Which metal, in any pair, acts as the anode depends upon their • Record the total current on a daily basis.
streamlined into the hull. Fixed zinc reference electrodes, two forward and
relative positions in the electrochemical series but steel will act as an anode to two aft are used to compare the potential of the hull with that normally found
copper, brass or bronze. The strength of the electric current generated in the between unprotected steel and zinc electrodes. Sufficient current is impressed • Check the reference electrode voltage on a daily basis.
corrosion cell, and hence the rate at which wastage takes place, depends upon via the anodes to reduce this to a level of between 150 and 250mV.
the metals involved and the strength of the electrolyte. • Check and clean the propeller shaft slip ring and brushes every
month.
If a third electrode is added to the cell and a current is made to flow then Electrical Installation
the new third electrode acts as the cathode and the old anode will act as the Two sub-systems consisting of a Controller Power Unit, reference electrodes
• Inspect the rudder stock earth strap every month.
new cathode. This is how an impressed current cathodic protection system and anodes are installed, one forward and one aft. They are data connected
functions. When a vessel is fitted with ICCP the hull steel is maintained at to a central remote monitoring unit mounted in the main switchboard room.
an electrical potential more negative that the surrounding sea water. For this System status readings are available at the monitoring unit and these should be • Inspect and clean control unit cooling fans and grills every three
reason, loading and discharging terminals normally comply with the ISGOTT inspected and logged each day. months.
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which
states, referring to IMO recommendations for the safe transport, handling and These control units are also equipped with an alarm to give warning of any
storage of dangerous substances in port areas, that ship shore bonding cables system abnormalities.
should be discouraged. High currents that can occur in earthing cables and
metallic connections are avoided. These are due to potential differences between
ship and terminal structure particularly due to the residual potential difference Aft System
that can exist for up to 24 hours after the shipboard ICCP has been switched
off. These terminals usually utilise insulating flanges on hose connections to The aft system has a power supply and control unit fitted in the engine room
electrically isolate the ship and terminal structure. During preparations for which feeds two 200A anodes, one port and one starboard. The control
berthing at terminals where such insulation is not employed, or where earth unit receives reference levels from two reference cells, one port and one
connections are mandatory by local regulation, or when bunker barges come starboard.
alongside, the ICCP should be switched off at least 24 hours in advance.
The aft unit is supplied from the engine room 440V distribution board.
Fresh Water Operation
Forward System
When the vessel enters a river estuary the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water. The forward system has a power supply and control unit fitted in the bosun’s
Normally this would cause the voltage output to increase to compensate for store which feeds two 100A anodes, one port and one starboard. The control
this. This would be accompanied by very low current levels and the reference unit receives reference levels from two reference cells, one port and one
electrode potentials may indicate under protection. However, in this system, the starboard.
output is taken care of by the computer and the system will automatically return
the hull to the optimum protective level when the vessel returns to sea water. The forward unit is supplied from the 440V distribution board No.6 LGSP
located in the focsle.
Issue: 1 IMO No. 9297345 Section 2.13.9 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
WG002 To ODMS
Illustration 2.14.1a Domestic Fresh Water System In Incinerator
Cleaning
Deck Connections Room
WG003 Water Supply WF507
To and From Accomodation
For Nozzle For Nozzle Lifeboat Flushing
IGS and Fan Room
LI LT LT LI Flushing Flushing (C-Deck Centre)
1627 WG004 for IGS Blower
1629 1623 1625 Port Starboard Cleaning Casing System
WP018 WP006
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
WG054F
To H/T L/T Fwd WG052
Water Tank Water Tank Water Tank Water Tank Expansion Tank Safety Shower and
(S)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³) Eye Wash
LI LI LI WG005
WP025 WP027 (in Chemical Store)
Engine Store WG053
LAL WP LAL LS LAL WP LAL Emergency
LI WP026 WP026
1624 019 1626 1624 007 1626 To Rehardening Filter Generator Room
for Backwashing
WG043
Drinking Water WG006 Economiser
WG055F WG056F
Fountain Workshop
WH003
2nd Deck
To Boiler Water Sampling WG042
WH WH Cooler Near Economiser
WP016 004 005 Engine Room Toilet
To Bilge To Bilge
Primary Tank WP009 Primary Tank PI PI To Grease Main Engine
Trap Soot Drain Tank
To Local Fire
Fighting Pump
Control Unit Drinking Water WG013
Panel No.1 In Purifier
WP008 WP005 Fountain Room
FI 3rd Deck No.2 WG014
FS WH WH
Steriliser Ion Type
006 007 4th Deck (S)
(2.0m³/h)
WP WG014
To Stern To Cascade 035 Compressed Air WP017
Tube Tank Supply Floor (S)
Cooling WG007
WaterTank WP Calorifier Near Sewage Hold Tank
004 WH001 To Sewage Treatment Plant WG047
Rehardening Filter (2.0m³/h) 0.2m3 Dilution Water Supply
To Bilge WG040
To Generator Engine P2
Primary Tank
Exhaust Gas Uptake Drain
PI WG008 PI
Auto Scum Holding Box P1
WP Stop/ PI PS WP015
002 Start Blackflow Preventer PI
See Illustration To Bilge
2.3.5a WG001 Primary Tank WG009
WP014 No.1
Near Cascade Tank
Fresh Water
Main Engine WG035
WP013 Hydrophore To Fresh Water Generator
WP Tank (1.0m3) Turbocharger Cleaning PI Priming Water Supply
003 AR025 Air for Soft
Blast Cleaning WG010
To Scupper No.2 Turbocharger
To Safety Shower
To Eye Wash
PI
From Fresh Water WG017 WG016 WG009 WG046
Service Line Floor (P)
WP032 To Bilge P2
To Bilge To Oily Water Separator and
Primary Tank Primary Tank Oily Bilge Pump P1 PI
WG022
Generator LO Purifier
WG030 SAH XA WG
Fresh Water WG WG
Generator 1424 1423 To Bilge WG023 019 018 028
35 Ton/Day Primary
Tank Main Engine
Air Cooler WG026 WG
PI Cleaning PI 027
WP001
WG031
WG
029
PI
Key
Chemical
Dosing TI Main Engine Air
Air Cooler Chemical
To Bilge Cleaning Tank Fresh Water
Primary Tank
To Bilge Holding WG025
Tank and Separating WG020 Electrical
Bildge Oil Tank Signal
No.1 HFO Purifier No.2 HFO Purifier No.1 LO Purifier No.2 LO Purifier
Issue: 1 IMO No. 9297345 Section 2.14.1 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14 Accommodation Systems Cold water is also supplied to the calorifier where it is heated for the domestic Operation of the Domestic Fresh Water System
hot water system. The calorifier is a 200 litre thermostatically controlled
2.14.1 Domestic Fresh Water System vertical storage and heating vessel which utilises steam or electricity to Set up the valves as shown. The description has assumed that the No.2 fresh
provide the heat. The electric heater is reserved for use when the steam plant water tank is being used.
Fresh Water Hydrophore Unit is shut down or during periods of refit. The water is heated to 70°C and is then
circulated around the ship by one of the two hot water circulating pumps. By Position Description Valve
No. of sets: 1
continuously circulating the water in this way, wastage is kept to a minimum
Capacity: 1,000 litres with water not having to be run off to get hot water through. Open No.2 FW tank outlet valve
Closed No.1 FW tank outlet valve
Hydrophore Pumps The domestic fresh water system is used to supply the following:
Open No.1 FW pump suction valve WP013F
Maker: Teikoku Machinery Works Ltd • Sanitary system
Open No.2 FW pump suction valve WP014F
No. of sets: 2 • Drinking water system
Model: MSS JU1M Open No.1 FW pump discharge valve
• Calorifier and accommodation hot water services
Capacity: 5.0m3/h at 6.0kg/cm2 Open No.2 FW pump discharge valve
• LO and FO purifier operating water systems
Closed Hydrophore discharge to domestic FW system WP015F
Hot Water Circulation Pumps • Inert gas fan washing
Open Cold water fountain (3rd deck) supply valve WP017F
Maker: Teikoku Machinery Works Ltd • Exhaust gas boiler washing
No. of sets: 2 Open Cold water fountain (2nd deck) supply valve WP016F
• HT/LT cooling water expansion tanks
Model: MSS JH1M Open Inlet valve to calorifier WH001F
• Rehardening filter back washing
Capacity: 2.0m3/h at 1.0kg/cm2 Open Inlet valve to No.1 hot water circulating pump WH004F
• Lifeboat flushing
Open Outlet valve from No.1 hot water circulating pump WH006F
• Emergency generator room
Introduction Open Inlet valve to No.2 hot water circulating pump WH005F
• Safety shower
Open Outlet valve from No.2 hot water circulating pump WH007F
Fresh water for domestic use is stored in two tanks located aft on the port side • Chemical dosing unit
of the engine room and they supply drinking water and fresh water for general Open Supply valve to accommodation hot water system WH002F
services on the vessel. The water is pumped to the tanks from the evaporators • Oily bilge water separator and oily bilge pump
Open Supply valves to engine room washbasins WH003F
via a silver ion steriliser which provides a reserve of silver ions in the water • ODMS cleaning water
maintaining it in a sterile condition during storage. The water also passes
through a rehardening filter where it has its hardness and pH value increased. • Generator engine turbocharger cleaning
Technical Water Distribution System
• Main engine turbocharger cleaning
Distilled water is also produced and is taken from distilled water tanks located Fresh water is used for a number of purposes throughout the ship and all
• Main engine air cooler cleaning
on the starboard side of the vessel and is used for boiler water make-up and systems are supplied by the hydrophore pumps via the hydrophore tank.
stern tube cooling. This aspect of the fresh water system is detailed in section • Oil bilge separator
2.3.5 Distilled Water Transfer and Distribution. • Evaporator steam heating circuit primimg system The technical water system is supplied from the hydrophore unit via a backflow
preventer.
Water is taken from the fresh water storage tanks and pumped to a hydrophore • Fire hose reels inside the accommodation block
tank from where it is distributed around the ship as fresh domestic water Position Description Valve
for human use and as technical water for use in the machinery spaces. Both The fresh water supply to the lifeboat area, ODME unit cleaning water supply
the domestic and technical water systems are supplied by the same single and the flushing water around the liferaft and rescue boat water mist canopy Open Technical water supply valve WG001F
hydrophore unit. There are two pumps which pressurise the hydrophore tank, areas are fitted with isolation valves before the respective line passes out onto
Open Backflow preventer inlet valve
one pump being the duty pump and the other switched to standby should the deck. This is in order to isolate these particular areas which are susceptible
duty pump fail. The system supplies water at a rate of 5.0m3/h and 6.0kg/cm2. to freezing when the ship is operating in cold climate areas. The lines to the Open Backflow preventer outlet valve
The water supplying technical water does so through a back flow preventer to liferaft and rescue boat areas are also fitted with a drain valve after the isolation Closed Incinerator room supply valve WG002F
stop the drinking water in the system being inadvertantly contaminated. valve to deck.
Closed IG and fan room supply valve WG003F
Ordinarily one fresh water tank is being filled by the fresh water generator Closed IG fan room for blower cleaning WG004F
while the other is in use supplying water to the ship.
Issue: 1 IMO No. 9297345 Section 2.14.1 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
WG002 To ODMS
Illustration 2.14.1a Domestic Fresh Water System In Incinerator
Cleaning
Deck Connections Room
WG003 Water Supply WF507
To and From Accomodation
For Nozzle For Nozzle Lifeboat Flushing
IGS and Fan Room
LI LT LT LI Flushing Flushing (C-Deck Centre)
1627 WG004 for IGS Blower
1629 1623 1625 Port Starboard Cleaning Casing System
WP018 WP006
No. 2 Distilled No. 1 Distilled No. 1 Fresh No. 2 Fresh
WG054F
To H/T L/T Fwd WG052
Water Tank Water Tank Water Tank Water Tank Expansion Tank Safety Shower and
(S)(178.8m³) (S)(71.5m³) (P)(71.5m³) (P)(178.8m³) Eye Wash
LI LI LI WG005
WP025 WP027 (in Chemical Store)
Engine Store WG053
LAL WP LAL LS LAL WP LAL Emergency
LI WP026 WP026
1624 019 1626 1624 007 1626 To Rehardening Filter Generator Room
for Backwashing
WG043
Drinking Water WG006 Economiser
WG055F WG056F
Fountain Workshop
WH003
2nd Deck
To Boiler Water Sampling WG042
WH WH Cooler Near Economiser
WP016 004 005 Engine Room Toilet
To Bilge To Bilge
Primary Tank WP009 Primary Tank PI PI To Grease Main Engine
Trap Soot Drain Tank
To Local Fire
Fighting Pump
Control Unit Drinking Water WG013
Panel No.1 In Purifier
WP008 WP005 Fountain Room
FI 3rd Deck No.2 WG014
FS WH WH
Steriliser Ion Type
006 007 4th Deck (S)
(2.0m³/h)
WP WG014
To Stern To Cascade 035 Compressed Air WP017
Tube Tank Supply Floor (S)
Cooling WG007
WaterTank WP Calorifier Near Sewage Hold Tank
004 WH001 To Sewage Treatment Plant WG047
Rehardening Filter (2.0m³/h) 0.2m3 Dilution Water Supply
To Bilge WG040
To Generator Engine P2
Primary Tank
Exhaust Gas Uptake Drain
PI WG008 PI
Auto Scum Holding Box P1
WP Stop/ PI PS WP015
002 Start Blackflow Preventer PI
See Illustration To Bilge
2.3.5a WG001 Primary Tank WG009
WP014 No.1
Near Cascade Tank
Fresh Water
Main Engine WG035
WP013 Hydrophore To Fresh Water Generator
WP Tank (1.0m3) Turbocharger Cleaning PI Priming Water Supply
003 AR025 Air for Soft
Blast Cleaning WG010
To Scupper No.2 Turbocharger
To Safety Shower
To Eye Wash
PI
From Fresh Water WG017 WG016 WG009 WG046
Service Line Floor (P)
WP032 To Bilge P2
To Bilge To Oily Water Separator and
Primary Tank Primary Tank Oily Bilge Pump P1 PI
WG022
Generator LO Purifier
WG030 SAH XA WG
Fresh Water WG WG
Generator 1424 1423 To Bilge WG023 019 018 028
35 Ton/Day Primary
Tank Main Engine
Air Cooler WG026 WG
PI Cleaning PI 027
WP001
WG031
WG
029
PI
Key
Chemical
Dosing TI Main Engine Air
Air Cooler Chemical
To Bilge Cleaning Tank Fresh Water
Primary Tank
To Bilge Holding WG025
Tank and Separating WG020 Electrical
Bildge Oil Tank Signal
No.1 HFO Purifier No.2 HFO Purifier No.1 LO Purifier No.2 LO Purifier
Issue: 1 IMO No. 9297345 Section 2.14.1 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Position Description Valve There are also direct water lines to a number of services and these are fitted Procedure for Setting-up the Hydrophore System
with their own isolating valves. These services are as follows:
Closed Engine store supply valve WG005F
• HT and LT cooling system fresh water expansion tank a) Start one FW hydrophore pump.
Closed Workshop (2nd deck) supply valve WG006F
• Boiler water sample cooler b) Fill the hydrophore tank to about 75%.
Closed Near sewage holding tank (supply valve) WG007F
• Rehardening filter backflush water
Closed Near generator engines (supply valve) WG008F c) Stop the pump.
• Sewage treatment plant dilution water
Closed Turbocharger cleaning supply valves WG016F/WG017F
• Generator engine scum holding box d) Connect the compressed air supply line to the tank and slightly
Closed Near cascade tank supply valve WG009F
open the air inlet valve until the operating pressure is reached.
• FW generator priming water supply and chemical dosing water
Closed Safety shower and eye wash WG010F
• Oily water separator and oily bilge pump e) Close the compressed air supply valve.
Closed Floor port near generator engines (supply valve) WG011F
• Main engine soot drain tank
Closed Purifier room supply valve WG013F f) Repeat steps b) to e) until the tank is at the correct operating
• Purifier operating water pressure, with the water level at about 75%.
Closed 4th deck starboard supply valve WG014F
• Economiser
Closed Floor starboard supply valve WG015F g) Switch one hydrophore pump to AUTOMATIC operation.
Closed Main engine air cooler chemical tank supply
valve WG028F WP009F WG032F The hydrophore system is now ready for operation.
Closed Main engine air cooler cleaning water valve WG022F WP005F WP008F WP004F WP002F WP003F
h) Slowly open the hydrophore tank outlet valves to the domestic
Closed Main engine turbocharger water washing valve WG016F water system and the technical water system until the systems
Closed Lifeboat flushing water valve isolating valve WF054F pressurise.
Closed Lifeboat flushing water valve (C-deck centre) WF507F i) Start the hot water circulating pump.
Closed Safety shower and eye wash (Chemical store) WG052F
j) Vent air from the calorifier.
Closed Emergency generator room water supply valve WG053F
Closed Evaporator steam heating circuit priming valve WG035F k) Start the electric heater for the calorifier.
Closed Port liferaft and rescue boat area water mist flushing area
l) Switch the other cold water and hot water pumps to standby.
isolating valve WG025F
Open Port liferaft and rescue boat area water mist flushing area m) Supply steam to the calorifier by opening valve ST204F when
drain valve WG026F steam is available from the 7.5kg/cm2 main.
Closed Starboard liferaft and rescue boat area water mist flushing
area isolating valve WG027F n) Ensure the calorifiers steam inlet temperature control valve
ST205F is operational and able to take control of the heater.
Open Starboard liferaft and rescue boat area water mist flushing
area drain valve WG028F o) Shut down the electric heater.
Closed ODME supply isolating valves WG055F/WG056F
The valves supplying the spaces or pieces of equipment listed above can be
opened individually as necessary. Fresh Water Rehardening Filter Valves
Issue: 1 IMO No. 9297345 Section 2.14.1 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.2a Domestic Refrigeration System
VT-60 T RT 11 T RT 2 VT-60 T RT 11 T RT 2 VT-60 T RT 4 Ozone Generator DS-30 VT-60 T RT 4
Fan
NRV 28S NRV 28S KVP 15 KVP 15
Switchboard
BMSL 12 BMSL 12 BMSL 12 BMSL 12
TES 2(03) Meat Room TES 2(02) Fish Room TES 2(01) Vegetable Room TES 2(00) Dairy Room
REG10 19.9m3 REG10 14.1m3 REG10 21.0m3 REG10 10.5m3
EVR 6 -18°C EVR 6 -18°C EVR 6 +4°C EVR 6 +4°C
GVC 28S BMSL10 GVC 28S BMSL10 BMSL 15 BMSL10 BMSL 15 BMSL10
Heat
Exchanger
PS PI PI PS
Oil Oil
Separator Separator
Compressor Oil Pressure Oil Pressure Compressor
Control Control
Air PT PT Air
Vent Vent
TI TI
Liquid Level Liquid Level
Glass Condenser TI TI Condenser Glass
Drain Drain
Key
Refrigerant Liquid
Compressor From/To Low Temperature
Switchboard Cooling Fresh Water
Refrigerant Gas
System
Liquid Charge Valve Filter/Dryer Unit
Fresh Water
Issue: 1 IMO No. 9297345 Section 2.14.2 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14.2 Domestic Refrigeration System The plant is automatic and consists of two compressors, two condensers/ When the system is charged to full capacity the excess oil will be separated out
receivers, and an evaporator coil in each of the four cold and cool rooms. and returned to the sump. If the system does become undercharged the whole
During operation, one compressor will control all the rooms while the other system should be checked for leakage.
Refrigeration Plant
serves as standby, but left on manual start up with all its valves closed until
Maker: York Marine required. In cases of increased loads such as during loading in a tropical When required, additional refrigerant can be added through the charging
Refrigerant: R507 climate, it is possible to run the refrigeration plants in parallel until the rooms valve, after first venting the connection between the refrigerant bottle and the
No. of sets: 2 have been pulled down to their operating temperatures. This should only be charging connection. The added refrigerant is dried before entering the system
allowed to continue for a short period as running the compressors in parallel as any trace of moisture in the refrigerant system will lead to problems with the
can result in the transfer of lubricating oil from one machine to the other. It thermostatic expansion valve icing up and subsequent blockage.
Compressors will therefore be necessary to make periodic oil level checks when operating
Maker: Sabroe in this way.
Operating Procedures
Model: SBO 42 single stage
Type: Reciprocating air cooled Air in the cold and cool rooms is circulated through the evaporator coils To Start the Refrigeration Plant
by electrically driven fans. The meat room and fish room evaporators are
No. of cylinders: 4 a) All system valves, except the compressor suction valve should
equipped with a timer controlled electric defrosting elements. The frequency of
Compressor speed: 1,250 rpm be opened and fully back seated to prevent gas leakage through
defrosting is chosen by means of a defrosting relay built into the starter panel.
the valve gland. Check that the correct cut-in and cut-out values
Motor: 12.7 kW at 1,752 rpm continuous rating This is normally set for 20-30 minutes every 11 hours.
are set according to the system design book.
The compressor draws R507 vapour from the cold and cool room evaporators
Condensers b) The crankcase heater on the compressor to be used should be
and pumps it under pressure to the low temperature fresh water cooled
No. of sets: 2 switched on a least 6 hours prior to starting the compressor.
condensers where the vapour is condensed. The liquid refrigerant is returned
Model: CRKF 271230 through a solid core dryer filter and heat exchanger to the cold room evaporator
c) Check that the oil level within the sump is correct.
Type: Horizontal shell and tube, fresh water units.
Receiver volume: 30 litres d) Start up the ancillary equipment and pumps.
The compressors are protected by high pressure, low pressure and low
lubricating oil pressure cut-out switches. Each unit is also fitted with a
Air Coolers e) Open the valves for the cooling water supply to the refrigeration
crankcase heater.
units and check there is sufficient flow through the condensers.
Meat room: 1 type HFS-4-SS for -18°C operation
Fish room: 1 type HFS-4-SS for -18°C operation A thermostat in each room enables a temperature regulating device to operate
f) Open the refrigerant supply and return valves on the evaporators
Vegetable room: 1 type HFS-3 for +4°C operation the solenoid valves independently, so as to reduce the number of starts and
in each cold room.
the running time of the compressor. The air coolers accept the refrigerant as it
Dairy room: 1 type HFS-1 for +4°C operation expands into a super-cooled vapour, under the control of the expansion valves.
g) Switch on the ozone generators in the rooms where fitted.
This vapour is then returned to the compressor through the non-return valves.
Ozone Generator
h) Check the settings for the automatic cut-outs on the
Type: DS-30 When all the solenoid valves on the air coolers are closed by the room
compressor.
thermostats, the low pressure switches on the compressor inlet will stop the
compressors running.
i) Open the compressor suction valve one turn and start the
Introduction compressor.
Any leaks of refrigerant gas from the system will result in the system becoming
Cooling for the meat, fish, vegetable and dairy rooms is provided by a direct undercharged. The symptoms of this will be low compressor suction and
j) Continue opening the suction valve slowly taking care not to
expansion R507 refrigeration system. To comply with modern environmental discharge pressures with the system eventually becoming ineffective. Bubbles
allow liquid into the compressor. If the oil in the crankcase
restrictions, the maximum annual leakage of this gas into the atmosphere will also become visible in the sight glass downstream of the condenser.
foams or knocking noises are heard from the compressor,
should be restricted to 10% of the total system charge. To verify this and to indicating that droplets of liquid are being fed in with the
monitor the number of times the system has to be recharged, a record has to A side effect of low refrigerant gas charge is apparent low lubricating oil level
suction gas, throttle the suction valve immediately.
be made in the refrigerant recharge log. A regular system of leak detection to in the sump. A low charge level will result in excess oil being entrapped in the
minimise gas leaks is to be implemented to ensure leaks are detected at an circulating refrigerant, thus the level in the sump will drop.
k) Increase the capacity gradually, allowing the compressor to
early stage. adjust to the new conditions before switching to the next stage.
l) Check that the oil return pipe from the oil separator is warm.
Issue: 1 IMO No. 9297345 Section 2.14.2 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.2a Domestic Refrigeration System
VT-60 T RT 11 T RT 2 VT-60 T RT 11 T RT 2 VT-60 T RT 4 Ozone Generator DS-30 VT-60 T RT 4
Fan
NRV 28S NRV 28S KVP 15 KVP 15
Switchboard
BMSL 12 BMSL 12 BMSL 12 BMSL 12
TES 2(03) Meat Room TES 2(02) Fish Room TES 2(01) Vegetable Room TES 2(00) Dairy Room
REG10 19.9m3 REG10 14.1m3 REG10 21.0m3 REG10 10.5m3
EVR 6 -18°C EVR 6 -18°C EVR 6 +4°C EVR 6 +4°C
GVC 28S BMSL10 GVC 28S BMSL10 BMSL 15 BMSL10 BMSL 15 BMSL10
Heat
Exchanger
PS PI PI PS
Oil Oil
Separator Separator
Compressor Oil Pressure Oil Pressure Compressor
Control Control
Air PT PT Air
Vent Vent
TI TI
Liquid Level Liquid Level
Glass Condenser TI TI Condenser Glass
Drain Drain
Key
Refrigerant Liquid
Compressor From/To Low Temperature
Switchboard Cooling Fresh Water
Refrigerant Gas
System
Liquid Charge Valve Filter/Dryer Unit
Fresh Water
Issue: 1 IMO No. 9297345 Section 2.14.2 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Whilst running d) With the coolers covered in ice, the melting takes nearly all If more substantial repairs are to be undertaken, it may be necessary to remove
of the heat supplied and the temperature of the cooler and all of the refrigerant gas/liquid from the system. Because this operation
• Check the refrigerant pressure and temperature readings
refrigerant is kept near zero. When the ice has melted, the involves evacuating the condenser and pressurising cylinders, it should only
• Check the oil level and oil pressure refrigerant temperature rises in the rooms. be undertaken by a member of ship’s staff trained in this operation or by a
• Check for leakages certified service engineer. Additionally, for safety reasons, reference should be
e) When the temperature reaches the predetermined set point on made to the maker’s operating manuals before undertaking this task.
• Check the settings of the automatic cut outs. the defrosting thermostat of approximately +10°C, or when
the maximum permissible defrost time has elapsed, the heating The first stage in this process is to shut down the refrigeration plant in
Shutting Down the Refrigeration Plant elements are switched off. accordance with the previously described procedure. For full refrigerant
evacuation, a designated gas recovery unit must be used together with dedicated
a) Shut off the liquid outlet valve from the receiver and pump f) The compressor will restart. gas recovery cylinders. The cylinders used to charge the system cannot be used
down the refrigerant in the evaporators to the condenser. as they only have a single non-return valve on the top of the bottle as opposed
g) When the coil surface temperature in the meat and fish rooms to a normal recovery bottle that has two isolating valves, one for gas and one
b) If necessary reduce the compressor low pressure cut-out setting has gone below freezing point, the fans in those two rooms will for liquid, and an internal dropper pipe from the liquid valve.
during evacuation. restart.
The liquid valve from the recovery cylinder must first be connected via a
c) Allow the temperature in the evaporators to rise, then repeat the h) The system is now back on the refrigeration cycle and all of the flexible hose and isolating valve to the bottom of the condenser and the
evacuation process. solenoid valves operate again to regulate the temperatures in the gas valve of the cylinder connected in a similar manner to the suction side
spaces. of the recovery pump. The discharge side of the recovery pump must then
d) When the suction pressure is slightly above atmospheric, stop be connected to the top/gas side of the condenser. With the valves open to
the compressor. Shut the suction and discharge valves and shut Because the operating temperatures of both the dairy and vegetable rooms the bottle and recovery pump, the pump is to be run until all of the liquid
the oil return valve. remain at +4°C, the evaporators do not require defrosting and so no heaters refrigerant has been evacuated. The purpose of the pump is to compress gas
are fitted. evaporating from the top of the recovery bottle and use it to put a positive
e) Shut off the cooling water supply to the condenser. pressure inside the condenser on top of the liquid refrigerant. When all liquid
System Running Checks at Regular Intervals has been expelled, the connections to the recovery pump need to be changed.
f) Shut the gas inlet valve to the condenser so trapping all of the The suction side of the pump now needs to be connected to the condenser.
• Lubricating oil levels in the crankcase The pump’s discharge should be connected to the liquid connection on the
refrigerant in the condenser and receiver.
• Lubricating oil pressure recovery bottle and the gas valve on the recovery bottle either left closed or
g) Isolate the electrical supply. also connected to the inlet side of the recovery pump. Using this method all of
• Moisture indicators the gas is then removed from the condenser.
• Suction and discharge pressure and temperature and any unusual
Defrosting variations investigated The gaseous refrigerant passes through the recovery pump where it is condensed
in its own air cooled condenser and pumped into the liquid connection on the
• Check all room temperatures and evaporation coils for any sign
The air coolers in the meat and fish rooms are fitted with an electrical defrosting recovery bottle. When the unit has been run sufficiently and allowed to pull a
of frosting
system. The evaporator and drip trays in each of the two rooms are provided small vacuum on the main condenser, all of the refrigerant gas will have been
with electric heating elements. The frequency of defrosting is chosen by means removed. Switching off the pump and closing all of the valves will allow any
of a defrosting relay built into the starter panel. Shutting Down the Refrigeration Plant for Maintenance necessary maintenance work to be undertaken. During this operation a set of
weighing scales must be used to ensure the recovery bottles are not overfilled.
The defrosting procedure is as follows: If the plant is to be shut down for maintenance or repair and it involves opening It is important to ensure that any bottle used is only filled to 80% capacity. The
up the compressors or breaking into the refrigerant lines, the refrigerant must scales will also allow a record of the amount of gas recovered to be logged in
a) All of the solenoid valves in the system close and the compressor first be pumped down to the condenser or receiver and locked in as descibed the refrigerant log book.
stops. in the section for routine plant shutdown. Particular emphasis is to be made on
evacuating the system by repeating the process of allowing the compressor to Before reintroducing any refrigerant into the system, all repair works must
b) The fans in the meat and fish rooms stop but the fans in the cut out on low suction pressure, so ensuring maximum gas entrapment in the have been completed and the pipelines and compressors checked for integrity.
vegetable and dairy rooms continue to keep the evaporators free condenser. When complete, the inlet and outlet valves must be kept closed until A vacuum pump, not the recovery pump, must then be used to create a vacuum
of ice. all maintenance work has been completed and the system returned to normal in the the system. This will allow leakage checks to be undertaken and also
operation. ensure any atmospheric moisture has been removed before refrigerant is
c) The electric heating elements in the meat and fish rooms switch introduced.
on.
Issue: 1 IMO No. 9297345 Section 2.14.2 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.3a Accommodation Air Conditioning Unit
Humidistat In Chief Humidistat In Chief
Engineer's Day Room Engineer's Day Room
7.5kg/cm2
Recirculated Recirculated Steam Supply
Air Air
HSV40 HSV40 HSV40 HSV40
Filter Filter
Humidification Humidification
Section Section
Fan Fan
Section Section
Heating Section
Heating Section
Cooling Section
Cooling Section
Cooling Section
Cooling Section
AC1-1
AC1-2
AC2-1
AC2-2
Fresh Air Fresh Air
Air Out Air Out
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Mixing Mixing
Section Water Section Water
Elimination Elimination
Section Section
PT PT PT PT
TT TT TT TT
To Condensate System Air Handling Unit No.1 To Condensate System Air Handling Unit No.2
PT PT PT PT
SCV80 TT TT SCV80 TT TT
SCV80 SCV80
Key
Liquid Refrigerant
Gas Refrigerant
Saturated Steam
Condensate
HSV40 HSV40
SCV80 SCV80
PS PS PS
PI PI PI PI PI PI
Oil Oil Oil
Separator Separator Separator
PI PI PI
Compressor T Compressor T Compressor T
Oil Pressure Oil Pressure Oil Pressure
Control Control Control
Air Air Air
Vent Vent Vent
To/From To/From To/From
Low Low Low
Temperature Temperature Temperature
Cooling Condenser Cooling Cooling
Condenser Condenser
System System System
Drain Drain Drain
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit
Issue: 1 IMO No. 9297345 Section 2.14.3 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14.3 Accommodation Air Conditioning Plant Air is supplied to the accommodation by two air handling units located on the The compressors take suction from the returning superheated gas from the
upper deck in the air handling unit room. Each air handling unit consists of a evaporators inside the air handling units. After compressing and raising the
Air Conditioning Plant belt driven centrifugal fan drawing air through the following sections: pressure of the gas to approximately 20 bar, it leaves as a superheated gas
Maker: Hi-Pres which is then passed through an oil separator and on to the condenser where it
• Mixing chamber for fresh and recirculated air
is cooled by the low temperature fresh water cooling system into a liquid.
Refrigerant: R507 (approximately 916kg) • Filter
No. of sets: 3 The liquid R507 then flows, via filter dryer units, back to the expansion valves
• Heating coil (steam)
of the evaporators inside the air handling unit being used. The expansion
Compressors • Air cooler for evaporative refrigerant (cooling) valve is regulated by the operating parameters put in to the RWR 62.732
Model: Sabroe • Steam humidifier nozzles control panel by the duty engineer. Once expanded through the evaporator and
converted back to a superheated gas, it then returns back to the compressor to
Model: SMC 106S • Water eliminator section
repeat the cycle.
Type: Reciprocating • Fan section
Compressor speed: 1,100 rpm Depending on climatic conditions the air handling unit can supply air that has
Motor: 63.25kW at 1,780 rpm been preheated by the steam heat exchanger or cooled by the evaporator. Only
WARNING one function can be active at a time. When the outside temperature is higher
It is essential that no water should be lying in the air conditioning system than the required set point, the electric valve to the preheater will be closed
Condensers as this can become a breeding ground for legionella bacteria which can and the cooling regulation system will operate. When the outside temperature
No. of sets: 3 have serious, or even fatal, consequences. The drain should be kept clear is lower than the set point, the preheat regulation will commence by opening
Model: CRKC 502320 and areas where water can lie should be sterilised at frequent intervals. the electric valve on the preheater and the expansion valves in the refrigerant
Type: Horizontal shell and tube, fresh water lines will be closed. A temperature sensor in the supply air line regulates the
Air is forced into the distribution trunking which supplies the accommodation cooling and heating so the set point is active for both functions. Should the fan
block. It may be drawn into the system either from outside or from the inside the air handling unit be stopped or trip, the valves to both the cooling
Refrigerant Dryer accommodation via recirculation trunking. The inlet to the air handling unit and heating units will automatically go to the closed condition. Only when the
Type: DCR 19213 has two contra-rotating damper blades for mixing the recirculated air with fan’s operation has been reinstated will the valves operate normally.
the fresh air from outside so evening out the temperature difference between
the warm and cold air. The ratio of recirculated to fresh air can be manually The expansion valve (Seimens MVL 661) in the air handling units are designed
Air Handling Units
adjusted at the inlet to the air handling unit. to regulate the superheat of the refrigerant gas in the evaporator block. During
Maker: Hi-Pres
cooling down after the plant has been started, the valve regulates the flow
Type: HPB-08 The inlet filters are of the washable polyamide filter mat type consisting of four through the evaporator based on the lowest allowable superheat temperature
No. of sets: 2 pieces. Heating is provided by a finned heat exchanger supplied by steam from in the compressor suction lines. When the temperature has been sufficiently
the 7.5kg/cm2 system. reduced, the valve regulates according to the supply air temperature.
Air Handling Unit Controller
Cooling is provided by a direct expansion R507 system. The plant is automatic The compressors are protected by high and low gas pressure cut-out switches,
Maker: Poly Cool and consists of three compressor/condenser units supplying each evaporator overcurrent relays, cooling water low pressure and low lubricating oil pressure
Type: RWR 62.732 contained within the two accommodation air handling units. The air handling trips. The shutdowns must be reset manually before the equipment can be
unit evaporators consist of copper finned tubes and headers and are designed run.
for horizontal air flow
Introduction Any leakage of refrigerant gas from the cooling system will result in the system
Eight steam spray nozzles are provided inside each air handling unit to becoming undercharged. The symptoms of undercharge are low suction and
The air conditioning system is designed to cool air if required, provide heating provide a degree of humidity to the cooled air before it is discharged to the discharge pressures on the compressors and the system temperatures slowly
to the air when needed, remove excess moisture from the air if necessary and accomodation. The purpose of the steam being to reintroduce moisture after rising.
humidify the air to the correct level for comfort. the cooling process so providing a more comfortable atmosphere.
A side effect of low refrigerant gas charge is apparent low oil level in the sump.
A comfortable atmosphere is a combination of temperature and humidity and Each compressor/condensing unit has 75% of the total capacity requirement A low charge level will result in excess oil being entrapped in the circulating
both must be controlled. The cooling effect on the air as it passes over the and under normal conditions only one compressor will be in use, supplying refrigerant gas, causing the level in the sump to drop.
evaporator coil removes moisture and a level of humidity is important for refrigerant to one of the air handling units. The air handling units have the
comfort so it is necessary to humidify the air again by spraying steam into the facility to cross-connect and be supplied by either compressor/condenser unit. When the system is charged to full capacity, this excess oil will be separated
circulating air flow. out and returned to the sump.
Issue: 1 IMO No. 9297345 Section 2.14.3 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.3a Accommodation Air Conditioning Unit
Humidistat In Chief Humidistat In Chief
Engineer's Day Room Engineer's Day Room
7.5kg/cm2
Recirculated Recirculated Steam Supply
Air Air
HSV40 HSV40 HSV40 HSV40
Filter Filter
Humidification Humidification
Section Section
Fan Fan
Section Section
Heating Section
Heating Section
Cooling Section
Cooling Section
Cooling Section
Cooling Section
AC1-1
AC1-2
AC2-1
AC2-2
Fresh Air Fresh Air
Air Out Air Out
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Controller
Mixing Mixing
Section Water Section Water
Elimination Elimination
Section Section
PT PT PT PT
TT TT TT TT
To Condensate System Air Handling Unit No.1 To Condensate System Air Handling Unit No.2
PT PT PT PT
SCV80 TT TT SCV80 TT TT
SCV80 SCV80
Key
Liquid Refrigerant
Gas Refrigerant
Saturated Steam
Condensate
HSV40 HSV40
SCV80 SCV80
PS PS PS
PI PI PI PI PI PI
Oil Oil Oil
Separator Separator Separator
PI PI PI
Compressor T Compressor T Compressor T
Oil Pressure Oil Pressure Oil Pressure
Control Control Control
Air Air Air
Vent Vent Vent
To/From To/From To/From
Low Low Low
Temperature Temperature Temperature
Cooling Condenser Cooling Cooling
Condenser Condenser
System System System
Drain Drain Drain
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit
Issue: 1 IMO No. 9297345 Section 2.14.3 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
If the system does become undercharged, the whole system pipework should Procedure to Start the Air Conditioning Compressor j) Check that the oil return pipe from the oil separator is warm.
be checked for leakage. For the vessel to comply with modern environmental
If one compressor is to be started manually, the following procedures are to
restrictions, the maximum annual leakage of refrigerant gas into the atmosphere k) When the plant has been run up and stable conditions achieved,
be observed.
should be restricted to 10% of the total system charge. To verify this and to the controller will ensure fully automatic operation.
monitor the number of times the system has to be recharged, a record should
a) All manual stop valves in the refrigerant lines of the unit being
be made in the refrigerant recharge log. A regular system of leak detection to Whilst running
used should be opened and fully back seated to prevent leakage
minimise gas leaks should be implemented to ensure leaks are detected at an
of the gas through the valve glands. • Check the refrigerant pressure and temperature readings
early stage.
• Check the oil level and oil pressure
b) Check that the oil level in the compressor sump is correct. The
When required, additional gas can be added through the charging line, after • Check for leakages
level should be visible in the sight glass.
first venting the connection between the gas bottle and the charging connection.
Care must be taken to ensure that no moisture or dirt is drawn into the system • Check the settings of the control panel
c) Start up all associated ancillaries such as cooling water pumps
when charging and so the new charge is introduced at the inlet side to the filter
etc. see section 2.5.2. Ensure service steam is available to the air
and dryer unit. Compressor Running Checks
handling unit heater and to the humidifier. The set point for the
humidifier control valve on both of the air handling units can be
Any trace of moisture in the refrigerant may lead to problems with icing of the • The lubricating oil pressure should be checked at least daily.
altered remotely from the Chief Engineer’s day room.
thermostatic expansion valve and subsequent blockage.
• The oil level in the crankcase should be checked daily.
d) Open the condenser cooling water valves and check there is • The suction and discharge pressures should be checked
Operation of the Air Conditioning System sufficient flow. regularly.
The air conditioning system is designed to run with one compressor e) Ensure power is available to the controllers and to the starting • The temperature of the oil, suction and discharge lines should
operating on one air handling unit but the pipework is so configured that two panel of the compressor. Check also the settings of the air be checked regularly. A regular check on motor bearing
compressors can be utilised on one air handling unit. Inside each air handling handling control unit temperatures should also be kept.
unit are two sets of cooling sections, C1 and C2. These are identical to each • A check should be kept for any undue leakage. A regular system
other but are controlled by separate expansion valves and are fed internally f) The expansion valve in the refrigerant line will take control of leak detection to minimise gas leaks should be implemented
by different compressors. Illustration 2.14.3a shows the layout of the system when the compressor is started. to ensure leaks are detected at an early stage.
and shows how the compressors can be operated on the different units. Having
segregation within the coolers enables each compressor to have its own closed g) Pressing the START button on the control panel whilst the
compressor is stopped will give the machine a start signal. Compressor Operating Pressures and Temperatures
cycle so preventing the transfer of gas and lubricating oil between machines.
The machine will therefore start and automatically be on its
• Compressor high pressure cut out: 22 bar
With this installation having three compressors and only two air handling units, minimum capacity setting.
it is possible to use the third compressor as a standby when maintenance is • Compressor high pressure cut in: Manual reset
required on one of the other two machines. To prevent damage when changing h) Pressing the START button again will further increase the • Compressor low pressure cut out: 4 bar
the machines over, the plant must be stopped and all of the valves set to the capacity of the compressor but care should be exercised to
correct position. ensure that unstable regulation and liquid carry over to the • Compressor low pressure cut in: 5.6 bar
compressor does not occur. This would be heard in the form of • Oil pressure cut out: 3.5 bar
liquid hammering inside the compressor. The START button can
Procedure for Starting the Ventilation System be pressed up to four times, each time increasing the capacity • Oil pressure cut in: Manual reset
of the compressor. (The compressor has an automatic unloading • High discharge temperature cut out: 120°C
a) Check that the air filters in the air handling units are clean. system which unloads groups of cylinders when running under
• High oil temperature cut out: 80°C
light load: this prevents excessive stopping and starting of the
b) Set the air dampers to the required position to achieve the compressor.)
correct balance between fresh air and recirculated air.
i) During the cooling down process, the expansion valve regulates
c) Start the supply fans. the flow through the evaporator based on the lowest allowable
superheat temperature in the compressor suction lines. When
d) Ensure the compressor sump heaters are on. the temperature has been sufficiently reduced, the expansion
valve regulates according to the supply air temperature.
Issue: 1 IMO No. 9297345 Section 2.14.3 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
To Stop the Compressor for Short Periods c) After a period of time the suction pressure may rise, in which the condenser on top of the liquid refrigerant. When all of the liquid has
case, the compressor should be allowed to pump down again, been expelled, the connections to the recovery pump need to be changed.
a) In automatic mode with the RUN diode lit, the compressor will until the suction pressure remains low. The suction side of the pump now needs to be connected to the receiver. The
start and stop as determined by the control system. By pressing pump’s discharge valve should be connected to the liquid connection on the
the STOP/RESET button the running compressor will stop. d) Switch off the compressor and close the suction and discharge recovery bottle and the gas valve on the recovery bottle either left closed or
valves. also connected to the inlet side of the recovery pump. Using this method all of
b) If it is required to stop the compressor and to pump down the gas is then removed from the condenser.
the refrigerant into its condenser then the following needs e) Close the outlet valve of the condenser.
to be applied. The condenser outlet valve must be closeed. The gaseous refrigerant passes through the recovery pump where it is condensed
Reduce the compressor’s capacity to a minimum by pressing f) Close the inlet and outlet valves on the cooling water to the in its own air cooled condenser and pumped into the liquid connection on
the STOP/RESET button twice. Allow the compressor to condenser. the recovery bottle. When the unit has been run sufficiently and allowed to
pump out the system so that the refrigerant is collected in the pull a small vacuum on the receiver, all of the refrigerant gas will have been
condenser. Further pressing the STOP/RESET button will bring g) The compressor discharge valve should be marked closed and removed. Switching off the pump and closing all of the valves will allow any
the compressor to a stop. Alternatively bringing the suction the compressor motor isolated, to prevent possible damage. necessary maintenance work to be undertaken. During this operation a set of
pressure down low may cause the machine to cut out on low weighing scales must be used to ensure the recovery bottles are not overfilled.
pressure. It is important to ensure that any bottle used is only filled to 80% capacity. The
Shutting Down the Refrigeration Plant for Maintenance scales will also allow a record of the amount of gas recovered to be logged in
c) Isolate the compressor motor. the refrigerant log book.
If the plant is to be shut down for maintenance or repair and it involves opening
up the compressors or breaking into the refrigerant lines, the refrigerant must Before reintroducing any refrigerant into the system, all repair works must
d) Close the compressor suction valve.
first be pumped down to the condensers and locked in as described in the have been completed and the pipelines and compressors checked for integrity.
section above. Particular emphasis is to be made on evacuating the system by A separate vacuum pump, not the recovery pump, must then be used to create
e) Close the compressor discharge valve and the outlet valve of the
repeating the process of allowing the compressor to cut out on low suction a vacuum in the the system. This will allow leakage checks to be undertaken
condenser.
pressure, so ensuring maximum gas entrapment in the condenser. When and also ensure any atmospheric moisture has been removed before refrigerant
complete, the inlet and outlet valves must be kept closed until all maintenance is introduced.
f) Close the inlet and outlet valves on the cooling water to the
work has been completed and the system returned to normal operation.
condenser.
If more substantial repairs are to be undertaken, it may be necessary to remove
g) Shut off the steam supply to the air handling unit.
all of the refrigerant gas/liquid from the system. Because this operation
involves evacuating the condenser and pressurising cylinders, it should only
To Shut Down the Compressor for a Prolonged Period be undertaken by a member of ship’s staff trained in this operation or by a
certified service engineer. For safety reasons, reference should also be made to
Leaving the system with full refrigerant pressure in the lines increases the the maker’s operating manuals before undertaking this task.
possibility of losing charge through system leaks or through the compressor’s
end shaft seal. If the air conditioning system is to be shut down for a prolonged The first stage in this process is to shut down the air conditioning plant
period, it is advisable to pump down the system and isolate the refrigerant in accordance with the previous section. For full refrigerant evacuation,
gas charge in the condenser. This would need to be performed manually by a designated gas recovery unit must be used together with dedicated gas
manipulating the system valves and locking the refrigerant gas into the three recovery cylinders. The cylinders used to charge the system cannot be used
condensers. as they have a single non-return valve on the top of the bottle as opposed to a
normal recovery bottle which has two isolating valves, one for gas and one for
a) Shut the liquid outlet valve on the condenser. liquid, and an internal dropper pipe off the liquid valve
b) Reduce the capacity control on the compressor to a minimum The liquid valve from the recovery cylinder must first be connected via a
and allow the compressor to pump out the system so that the flexible hose and isolating valve to the bottom of the condenser and the gas
low level pressure cut-out operates. It may be necessary to valve of the cylinder connected in a similar manner to the suction side of
reduce the low pressure cut-out setting. Reset after stopping the the recovery pump. The discharge side of the recovery pump must then be
compressor. connected to the top/gas side of the condenser. With the valves open to the
bottle and recovery pump, the pump is to be run until all of the liquid refrigerant
has been evacuated. The purpose of the pump is to compress gas evaporating
from the top of the recovery bottle and use it to put a positive pressure inside
Issue: 1 IMO No. 9297345 Section 2.14.3 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14.4 miscellaneous Air Conditioning units The compressors fitted inside the AC cabinets are of the hermetically sealed which mode of operation is required. Switching to COOL and then pressing
reciprocating type, where the compressor and motor are encased in a single the COOL pushbutton will start the compressor after a 3 minute delay and will
Switchboard Room housing. also switch off the compressor’s sump heater. The green running lamp will be
illuminated as soon as the button is pressed. The compressor will then operate
Maker: Century
The cooling system is regulated automatically by the thermostat sensing the in accordance with the thermostat setting on the cabinet front.
Model: MP-G5HF6 intake air temperature. Automatic regulation is effected by an R507 high/low
Power supply: 440V, 3 phase, 60Hz pressure switch. Switching the COOL-HEAT switch over to HEAT will put the unit into heating
Quantity: 2 mode and pressing the HEAT pushbutton will put power onto the internal
Condenser: Water cooled tube shell type The condensers for the units are water cooled shell and finned tube type, the heater.
cooling water coming from the low temperature auxiliary central cooling fresh
Refrigerant: R507
water system, see section 2.5.2. The pressurised refrigerant is fed into the steel The unit is fitted with a number of protection devices that are listed below:
Refrigerant capacity: 4.6kg body of the condenser and transfers its heat to the water passing through the
• Compressor high discharge pressure: Manual reset
Compressor: Hermetically sealed reciprocating type MTZ56-4 cooling tubes.
• Compressor low suction pressure: Automatic reset
Workshop The evaporators are of the multi-pass cross finned coil type consisting of • Cooling water low pressure: Manual reset
Maker: Century aluminium fins attached to copper tubes. Air is blown over the evaporator and
its temperature is reduced as it imparts heat to the evaporator. As the surface • 3 phase thermal overload relay: Timer reset
Model: MP-G10HS6 temperature of the evaporator will normally be lower than the dew point • Internal motor thermostat: Time reset
Power supply: 440V, 3 phase, 60Hz temperature of the air, part of the moisture in the air is condensed, lowering
• Thermostat overheat: Time reset
Quantity: 1 the absolute humidity and thereby achieving dehumidification.
Condenser: Water cooled tube shell type • Power supply fuse: Manual change
The air conditioning units are also equipped with circulating fans, filter and
Refrigerant: R507
strainer. If the unit develops a fault and trips out, the timer will prevent the system from
Refrigerant capacity: 6.4kg restarting until normalisation of the fault has occured.
Compressor: Hermetically sealed reciprocating type MTZ100
Operation of the Unit Coolers A local pressure gauge is also provided for reference and the unit is also fitted
Galley with a fusible valve vented to atmosphere to the top of the condenser to protect
Prior to operating any of the package air conditioning units, the cooling water the system from being overpressurised.
Maker: Century inlet and outlet valves to the units must be opened and the supply from the
Model: MP-F10HF6 engine room low temperature cooling fresh water system established. Maintenance of the unit under normal operation should be limited to a monthly
Power supply: 440V, 3 phase, 60Hz check for refrigerant loss and cleaning of the air filter. A more intensive
Quantity: 1 Position Description Valve inspection should be carried out every year which should include a check of
Condenser: Water cooled tube shell type Open Galley unit cooler inlet valve WF029F the fan belt tension and condition.
Refrigerant: R507 Open Galley unit cooler outlet valve WF030F More detailed information is available in the manufacturer’s handbook for this
Refrigerant capacity: 6.4kg equipment.
Open Workshop unit cooler inlet valve WF035F
Compressor: Hermetically sealed reciprocating type MTZ100
Open Workshop unit cooler outlet valve WF036F
Heating element: EHC-G10HS2 Workshop and Switchboard Room Packaged Air Conditioning Unit
Open Switcboard No.1 unit cooler inlet valve WF031F
The packaged air conditioning units fitted in these spaces are similar to that
Open Switcboard No.1 unit cooler outlet valve WF033F
Introduction fitted in the galley but without the heating element. The operation is therefore
Open Switcboard No.2 unit cooler inlet valve WF032F similar to that described above but without reference to the COOL-HEAT
Package air conditioning units are fitted in the main switchboard room, engine Open Switcboard No.2 unit cooler outlet valve WF034F switch and the pushbutton. The units are also protected in the same way as the
room workshop and in the galley where the temperatures are more likely to galley unit but no thermostat overheat protection has been provided.
vary due to local conditions compared to the more stable conditions found
in the accommodation. The units fitted in the switchboard room and the Galley Packaged Air Conditioning Unit Maintenance is also as per the galley unit.
workshop are only fitted with cooling coils however the unit in the galley also When power is available to the unit the white lamp on the front casing will
has a heating element. be illuminated. Pressing the FAN pushbutton will start the internal fan and the
green running lamp will be illuminated. The COOL-HEAT switch will select
Issue: 1 IMO No. 9297345 Section 2.14.4 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.5a Sewage Treatment System
Grey Water from Black Water Black Water Black Water Drain Pipe from Galley Chamber
Hospital (Port) (Starboard) from Hospital Waste Disposer Grey Water (Port) Grey Water (Starboard) Drains
Funnel Top
Upper Deck (Port) (Starboard) Upper Deck
Key
Bilge / Waste
Vent Line
Fresh Water
VA001F
Electrical Signal
BS009F
BS001F BS010F From Hot Water
BS007F Service Line
BS006F
Inspection
Hole PS PS PI
BS008F WH008F
Float Level
Gauge BS003F PI BS011F
Sealing Grease
Liquid Tank Trap
LAH XA
LS
1508 BS002F 1422
2nd Deck
LI XA BS012F
Sewage Holding Timer 1486 LS To Bilge Primary Tank
Tank Start WG037F
Aeration Clarification Chlorination
(8m3)
From Auto Tank Tank Tank
LS To Bilge
Fire/Deck Stop LS Pump suction
Wash Line Vacuumarator From General
PI
for Cleaning Service Fresh Auto LAH
LI
Water Line ST-SP BS014F
Sewage Grey Water
BS004F Sewage Discharge Collection Tank BS013F
Discharge Pump Pump 20m3
W.C In Engine Room
From Fire / Deck
Wash Line for Cleaning
BS015F Sewage Treatment Plant (37 Persons)
3rd Deck
To Bilge Hold Tank
3rd Deck (For Emergency Overflow)
Issue: 1 IMO No. 9297345 Section 2.14.5 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14.5 Sewage Treatment indicator and a high level alarm. When the ship is allowed to put the sewage surface and returns it to the activation tank via an air lift pipe. It is of the
treatment tank back in line, the sewage holding tank discharge pump is then upmost importance that both air lift systems are maintained in working order
Sewage Treatment Plant used to discharge its contents to the treatment plant. The discharge pump is to maintain the efficiency of the plant. Each of the air lift returns has a clear
Maker: Hamworthy KSE Marine normally set to discharge the sewage to the treatment plant but it may also plastic pipe which allows the operator to monitor the pumping action.
be configured to discharge to the deck connections for discharge ashore, or if
No of sets: 1
necessary overboard via the treatment plants discharge line (see the Note: in
Model: ST2A Chlorine Contact Tank
the following column for discharge of raw sewage).
Type: Biological oxidation and discharge Water from the clarification chamber is brought into contact with sterilising
Capacity: 37 persons Grey water from the hospital flows directly into the sewage holding tank via a tablets containing the required amount of chlorine and is sterilised. The
pipe fitted with a 500mm long U-bend. disinfecting tubes are filled with chlorine tablets (the amount and number of
tubes in use depending upon the sewage plant throughput), and the water is
Vacuumarator sterilised when it comes into contact with the tablets and dissolves the chlorine
The vacuumarator has a single inlet, via a liquid sealing tank, and a single
Maker: Jets outlet to the sewage treatment or holding tank. in the tablets. After flowing through the disinfecting tubes the water passes to
No of sets: 1 (plus 1 spare) the discharge chamber which is fitted with float switches controlling the start
Model: 25-MB-A The Hamworthy sewage treatment plant is a biological unit which works on and stop of the discharge pump.
the aerobic activated sludge principle. The plant will treat black and grey water
and is fully automatic in operation. CAUTION
Sewage Treatment Tank Discharge Pump
Discharge overboard should not take place within 12 nautical miles of
Maker: Hamworthy This sewage treatment plant consists of a tank with three main compartments: the coast. Raw sewage may only be pumped to sea in waters where such
No. of sets: 1 • Aeration tank discharge is permitted and permission from the bridge must be obtained
Model: NO-91670-01 before the discharge takes place.
• Clarification tank
Type: Batch-2002
• Chlorinating and discharge tank Note: Rules governing the discharge of raw sewage must be complied
Capacity: 8m3/h at 25mth
with at all times and the discharge of raw sewage overboard must only
The sewage treatment plant vents at the funnel top. be contemplated should the sewage plant not be serviceable. The bacterial
Sewage Holding Tank Discharge Pump
action requires a regular supply of raw sewage and the discharge of raw
Maker: VEM
Sewage Treatment Plant sewage overboard can impair effective bacterial action.
No. of sets: 1
Aeration Tank The sewage treatment plant works automatically once the control switch is
The sewage in this tank is from the lavatory pans and urinals in the set to the AUTO position. Periodic attention is required and the unit must be
Introduction monitored for correct operation.
accommodation spaces; flow from the accommodation is by gravity.
The sewage collection system is a vacuum system with one vacuumarator
The incoming effluent material mixes with the activated sludge already The plant requires a throughput of raw sewage in order to keep the bacteria
providing a vacuum in the collection pipes from lavatory pans throughout
present in this tank. The bacterial action breaks down the sewage producing active. If there is no sewage flow for a prolonged period the bacteria will
the ship. The vacuumarator is stopped and started automatically by means of
carbon dioxide, water and new bacteria. The gases produced are vented to become inactive and operation of the plant subsequently impaired. When raw
pressure switches so the correct level of vacuum is always maintained in the
atmosphere. An air compressor rated at 0.5 bar and 15m3/h supplies air to the sewage supply is resumed it may take some days before full bacterial activity
vacuum pipe and the outlets from the toilet bowls. By virtue of this design, a
tank, which provides the oxygen the aerobic organisms require for digesting is restored and this can result in imperfect treatment and the discharged of
vacuum only exists in the vacuum manifold and collecting pipes and not in the
the raw sewage and it also assists in mixing the incoming sewage with the untreated sewage.
sewage collecting tank. The vacuum pipe is connected via a network of pipes to
water, sewage sludge and bacteria already present in the tank. The rate of flow
the lavatory bowls throughout the ship. When bowls are flushed the discharge
through the aeration tank into the clarification tank is designed to be as slow Disinfectant material must never be used for cleaning lavatory pans or urinals
valves at the rear open to discharge the contents and draw surrounding air into
as possible to enable maximum bacterial effect. The aeration period is about 24 as this kills the bacteria which are essential for satisfactory operation of the
the bowl. A synchronised valve allows fresh water into the bowl for flushing
hours after which the effluent is displaced to the clarification compartment. sewage treatment plant.
and for sealing the main discharge valve. This system provides for effective
flushing of the bowls and only uses about 1.0 litre of water per flush. The sewage treatment plant discharge pump normally takes suction from the
Clarification Chamber
chlorine contact compartment but valves on the other two compartments allow
The vacuumarator macerates the waste from the sewage pipe where during The effluent passes into this tank and settles out. The water passes into the those compartments to be pumped out if necessary. Valve BS015F allows the
normal sea going conditions when the ship is outside of prohibited discharge chlorine contact tank, whilst the remaining sludge, containing the active tanks of the treatment plant and the discharge system to be flushed with sea
areas, it discharges it to the sewage treatment tank. When the ship is in areas bacteria, returns to the aeration tank for further processing via an air lift pipe. water if necessary.
were the discharge from the treatment tank is not allowed, then the macerated A surface skimmer in the tank removes floating sludge and debris from the
waste is discharged to the sewage holding tank which has a local level
Issue: 1 IMO No. 9297345 Section 2.14.5 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.5b Sewage Treatment Tank
Vent to Funnel Port Side Starboard Side
Upper Deck Upper Deck
SOURCE
AVAIABLE
440V Supply
DISCHARGE
From COMPRESSOR
RUNNING
PUMP
RUNNING
Sewage Holding
Tank Discharge Pump BS007F
0 1 MANU. OFF AUTO To Alarm
BS006F System
OFF ON
Discharge from
Vacuumarator
Air Blower
PI
Chlorinator
Emergency Overflow
to Bilge Holding Tank VA001F
XA High
Aeration Tank Clarification Chlorination Alarm
Tank Tank
Key
Level
Switch
Sewage
BS009F BS010F
Vent/Drains
High
Level Electrical Signal
Switch
Compressed Air
Low
Level
Switch
BS008F
From Fire / Deck
Wash Line Discharge
for Cleaning Pump BS013F
BS015F
Issue: 1 IMO No. 9297345 Section 2.14.5 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Procedure for Operating the Sewage Treatment Plant g) Check that there are sufficient chlorine tablets in the chlorination Maintenance
tank.
Daily Checks
a) Set the system valves as in the following table, it is assumed
that the system is set for sea going conditions. Note: The number of tablets may need to be adjusted depending upon the Check that the liquid in the sludge and skimmer lines is being returned to the
use of the sewage plant. activation chamber from the settling chamber, and that the discharge pump and
blower are working. Check that the sterilising unit is functioning correctly and
Position Description Valve replenish as necessary.
i) Check that the blower and the discharge pump are operating
Open Port black water line inlet valve to vacuumarator correctly.
Open Starboard black water line inlet valve to vacuumarator Monthly Checks
j) Check that ample air is being supplied and that liquid from
Open Vacuumarator suction valve Check that air flows are correct and that compartment vents are clear. Clean
the sludge and surface skimmer lines are being returned to the
the blower suction strainer.
Open Vacuumarator discharge valve activation tank from the clarification (settling) tank. This can be
checked by looking at the transparent hose in the return line.
Closed Vacuumarator outlet valve to sewage holding tank BS002F
Grey Water Discharge
Open Vacuumarator outlet valve to sewage treatment plant BS003F k) The sewage treatment plant is now operating. Grey water is discharged overboard by means of gravity and an overboard
Closed Holding tank discharge pump suction valve discharge valve BS014F. This valve on most occasions will be open to allow
l) The discharge pump will only operate when the final discharge the water to drain away directly overboard. Although with this ship trading
Closed Holding tank discharge pump discharge valve chamber is full. in environmentally sensitive areas, grey water where necessary according to
Closed Inlet valve to sewage treatment plant BS006F local legislation must retain any grey water on board. Therefore a 20m3 grey
CAUTION water holding tank has been installed. A three-way valve BS017F is installed to
Closed Discharge valve to overboard and shore lines BS007F
Tanks may only be pumped to sea in waters where such discharge is either direct the water overboard or to the collection tank. The contents of this
Open/Closed Fresh water for dilution (as required) WG037F permitted and permission from the bridge must be obtained before the grey water tank is discharge by the engine room bilge pump, either directly to
Open Sewage treatment plant discharge pump discharge takes place. shore facilities or to the primary bilge tank and thereafter via the OWS unit.
discharge valve BS008F The OWS unit has a direct suction from this tank, see section 2.9.1 for details
of the piping system.
Closed Sewage plant discharge valve to shore connections BS009F Sewage Discharge Ashore
Open Sewage plant discharge valve to overboard BS010F The galley waste disposer discharges overboard via the same overboard
When in confined waters where the overboard discharge of treated sewage discharge valve and a grease trap. The grease trap is fitted with a three-way
Open Sewage overboard discharge valve BS013F is prohibited it is necessary to discharge the treated effluent, or the raw outlet valve which is normally set for overboard discharge. The grease in the
sewage, ashore. Approval must be obtained from the harbour authorities and grease trap is flushed away using hot water from the hot water circulation
the reception facility must be provided which can accommodate the amount system and valve WH008F. The three-way outlet valve is turned to the drain
b) Check the settings of the vacuumarator cut-in and cut-out
of sewage to be discharged. The blank is removed from the port or starboard position and the grease/hot water flows to a collection scupper and the primary
switches and adjust them if necessary. Check the vacuumarator
discharge pipe and the hose to the reception facility connected. The overboard bilge tank.
liquid sealing tank and replenish it if necessary.
discharge valve BS010F is closed and the discharge valve to the shore
connection BS009F is opened. The grease trap, grey water collection tank and the sewage plant vent at the
c) Start the vacuumarator and ensure that it is set to
AUTOMATIC. funnel top.
Treated effluent is discharged by operating the sewage treatment plant
discharge pump. Raw sewage from the sewage holding tank is discharged
d) The sewage treatment unit should be initially filled with water
by means of the holding tank discharge pump but the discharge valve to the
and activated sludge added if it has been emptied for any reason
sewage treatment tank BS006F must be closed and the discharge valve to the
or when commissioning the plant for the first time. This will not
shore/overboard line BS007F opened. Pumps must be set to manual operation
be required when the unit has been operating previously but the
for discharge ashore.
description is included for completeness.
After discharge the pump must be stopped and the valves reset to their normal
e) Turn the sewage treatment plant main switch to the ON
positions as above, unless a further shore discharge is intended.
position.
f) Set the overboard discharge pump switch to the AUTO position
and turn on the air blower.
Issue: 1 IMO No. 9297345 Section 2.14.5 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.6a Incinerator
B Deck B Deck
Incinerator Diesel Oil LAH
OF357F
1419
Service Tank LS
TIAHL
(0.6m3) 1421
OF357F LI
TIAHL TI
1420
Exhaust Gas LAL Incinerator Waste Oil
(Locked 1419
Key
OF360F Service Tank (1.4m3)
Closed)
OF Diesel Oil
OD351F
OD408F 425F
LS TC OF Waste Oil
426F
PI
Bilge
OF351F Compressed Air
OD355F OD352F Saturated Steam
Incinerator
To Bilge
PI PI Primary Tank
OF356F
OF354F
PI Waste Oil Circulation Pump
(15m3/h x 1.5kg/cm2)
OF355F OF353F OF352F
To / From Emergency
Generator Diesel Oil
From 7.5kg/cm2 Steam Service Tank
ST024F To / From Topping
Up Inert Gas
From General Service To Bilge
Air (7.5kg/cm2) Generator Diesel Oil
AR027F Primary Tank
Service Tank
From Generator Diesel
Oil Pump
From Sludge
Pump
To Seperated
Bilge Oil Tank
Issue: 1 IMO No. 9297345 Section 2.14.6 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.14.6 Incinerator and garbage disposal The flue gas outlet is located at the top of the chamber. The garbage is ignited Summary of Regulations
by radiant heat from the oil fired burner. Remnants of particulate matters in the
gas flow are neutralised by the burner. As the fumes leave the chamber, cooling Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
Incinerator Plant air drawn from the lower part of the casing, is mixed with the flue gases to by Garbage from Ships, controls the way in which waste material is treated on
bring the temperature down to approximately 310°C before discharge. board ships. Although it is permissible to discharge a wide variety of garbage
Incinerator
at sea, preference should be given to disposal by utilising shore facilities where
Maker: Teamtec (Golar) The burning process is monitored by the PLC (programmed logic controller) available. A summary of the garbage disposal regulations are given below.
Type: OGS 400C and scanned by a photo resistor. The temperatures are also monitored/regulated
Capacity: 580kW incineration capacity automatically by the PLC control system. A sight glass in the inspection door The special areas are as follows:
is provided to enable the operator to observe the amount of garbage in the
400 litres of solid waste per charge • The Mediterranean Sea
chamber and the functioning of the system.
65 litres/h sludge oil • The Baltic Sea
Diesel oil consumption: 10/28 litres/h The combustion chamber is of steel construction and insulated. A double steel • The Black Sea
Burner blower capacity: 1,500m3/h (maximum) casing with a cooling air jacket forms the outside of the combustion chamber.
The combustion chamber is equipped with a two-stage diesel oil burner and an • The Red Sea
Furnace temperature: 1,200°C (maximum)
atomising nozzle for sludge. The burner unit is monitored by the PLC and has • The Persian Gulf
Flue gas temperature: 350°C (maximum)
a built in primary air fan and diesel oil pump.
Flue gas fan capacity: 9,500m3/h • North West European Waters
The electrical control panel is installed on the incinerator and it contains fuses, • The Gulf of Aden
starters, a PLC and an operator panel. The operator panel which is located at
Introduction the right side of the control panel, has an LCD display and keys for selecting
• The Antartic
burner modes. • The Wider Caribbean Area
The incinerator consists of a combustion chamber with burner unit, sludge
burning equipment and electric control panel all assembled in one complete The purpose of the flue gas fan is transportation of the flue gas from the
unit. A flue gas damper and cooling fan are fitted separately and are installed combustion chamber and to create a negative pressure in the furnace. The
Garbage Outside Special Areas
in the flue gas duct. The starter for the cooling fan is installed in the incinerator same fan draws ambient air through the cooling jacket on the combustion • Disposal of plastics including plastic ropes and garbage bags
control panel. The unit is fitted in the incinerator room which is located on A chamber and the hot gas from the furnace is diluted with the cooling air at the are prohibited.
deck inside the engie room casing. flue gas outlet on the combustion chamber in order to reduce the temperature
• Floating dunnage, lining and packaging are allowed over 25
to approximately 310°C.
The incinerator can burn solid garbage waste, engine room waste oil and diesel miles offshore.
oil to assist the total combustion when required. The unit is capable of burning The automatic flue gas damper adjusts the gas flow in the flue gas duct and is • Paper, rags, glass, bottles, crockery and other similar materials
65 litres of waste oil per hour or 400 litres per charge of compacted solid waste controlled from the electric control panel which senses the negative pressure in are allowed over 12 miles offshore.
or a combination of both to a maximum of 580kW. the furnace and regulates the damper to give the desired pressure. • All other garbage including paper rags etc. are allowed over 3
The incinerator consists of four main parts: miles offshore.
Waste oil is transferred to the incinerator from the waste oil service tank by
• Combustion chamber with diesel oil burner, sludge burner, pilot means of a circulating pump and the return line ensures an even temperature • Food waste can be disposed in all areas over 12 miles
fuel heater and electric control panel throughout the waste oil charge. A quick-closing valve with a collapsable offshore.
bridge is fitted to the suction line and this is operated by a wire pull located
• Flue gas fan Due regard should also be taken of any local authority, coastal, or port
immediately outside of the incinerator room space. The tank is also provided
• Flue gas damper with level monitoring equipment and a high level switch for automatic stopping regulations regarding the disposal of waste. To ensure that the annex to
of the sludge pump. MARPOL73/78 is complied with, waste is treated under the following cases:
• Waste oil circulating pump and tank heater
• Food waste
The combustion chamber is a box chamber with a hinge mounted feeding A steam heating coil supplied off the 7.5kg/cm2 steam service system keeps the
• Burnable dry waste, plastic and others
sluice and an ash door which can only be opened when the incinerator is waste oil temperature in the tank to approximately 60 - 90°C.
not burning. The feeding sluice is flare-back safe and can be used during • Non-burnable dry waste
incineration. When it is necessary to burn large amounts, the sluice can be A drain valve is fitted for draining off any water.
• Other waste, including oily rags and cans, chemical cans and
opened like a door in order to feed the combustion chamber but this can only incinerator ash
be done when the incinerator is stopped. The control system interlocks prevent
the door from being opened before the correct cooling down temperature has
been reached.
Issue: 1 IMO No. 9297345 Section 2.14.6 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.14.6a Incinerator
B Deck B Deck
Incinerator Diesel Oil LAH
OF357F
1419
Service Tank LS
TIAHL
(0.6m3) 1421
OF357F LI
TIAHL TI
1420
Exhaust Gas LAL Incinerator Waste Oil
(Locked 1419
Key
OF360F Service Tank (1.4m3)
Closed)
OF Diesel Oil
OD351F
OD408F 425F
LS TC OF Waste Oil
426F
PI
Bilge
OF351F Compressed Air
OD355F OD352F Saturated Steam
Incinerator
To Bilge
PI PI Primary Tank
OF356F
OF354F
PI Waste Oil Circulation Pump
(15m3/h x 1.5kg/cm2)
OF355F OF353F OF352F
To / From Emergency
Generator Diesel Oil
From 7.5kg/cm2 Steam Service Tank
ST024F To / From Topping
Up Inert Gas
From General Service To Bilge
Air (7.5kg/cm2) Generator Diesel Oil
AR027F Primary Tank
Service Tank
From Generator Diesel
Oil Pump
From Sludge
Pump
To Seperated
Bilge Oil Tank
Issue: 1 IMO No. 9297345 Section 2.14.6 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Garbage Disposal Procedures d) Inspect the combustion chamber for foreign objects and ash or Sludge Pump
slag and remove these if necessary. Allows for manual start of the sludge transfer pump. The pump will stop
Food Waste
automatically when the level switch in the tank is activated. The pump
Food waste production for approximately 50 people is given as 15 to 25kg per e) Check the combustion chamber air inlets are clear. may be stopped by pressing the STOP pushbutton or the SLUDGE PUMP
day or 75 to 125 litres per day without compacting.
pushbutton.
f) Clean the photocell.
The daily food waste produced is collected in bags in the galley.
Sludge Service Tank Heating
g) Clean the ignitor electrodes.
Burnable Dry Waste This allows for manual starting of the waste oil tank heating system.
h) Check the condition of the refractory.
Dry waste production for approximately 50 people is given approximately
30kg per day or 1,000 to 1,500 litres per day. The volume can be reduced by a Detailed instruction for setting these programmes in the incinerator operator
i) Clean the diesel oil burner. panel MAC E300 are given in the incinerator operating manual. Once set the
factor of 5 by shredding the waste.
programmes should not be changed without good reason. The manual also
j) Clean the waste oil burner. provides a full list of alarms, error messages, running information, etc. which
Dry waste from the accommodation is collected, shredded and then transported
to the incinerator room for burning. may be displayed on the MAC E300 graphic screen.
k) Supply atomising air to the burner unit.
Dry waste from the engine room is taken directly to the incinerator room. l) Close the ash door and loading door. Burning Solid Waste
a) Turn the main switch on the control panel to the ON position.
Non-Burnable Dry Waste m) The exhaust dampers should be fully opened.
Non-burnable dry waste production for approximately 50 people is given as The furnace should be warmed up by burning diesel oil at first, as the best b) Load the incinerator and close the incinerator doors
approximately 20kg per day or 80 to 100 litres per day without compacting. combustion cannot be established in a cool furnace.
c) At the program controller select the burning time. This depends
Non-burnable waste, from the accommodation is collected in the waste The incinerator DO service tank outlet valve OD351F should be open and the upon the amount of solid waste but is automatically repeated
management room before overboard dumping or discharge ashore. DO supply valve to the incinerator OD355F should also be open. from the previous burning. If 0 burning time is selected the
burning will continue until the STOP button is pressed.
Other Waste The incinerator may be operated on one of a number of predefined programs
which are chosen at the control panel. d) If SLAGGING is shown in the display press the STOP button;
• Oily rags may be burnt in the incinerator in small quantities the flue gas FG fan will stop and READY will appear in line 4
of the display.
• Cans that have contained oils or chemicals must be stored Stop
before discharge ashore e) Press the SOLID WASTE pushbutton and SOLID WASTE will
The incinerator is shut down and undergoes the shutdown procedure with all
• Incinerator ash must be stored on board in the location of a previously selected programs cancelled. appear in line 4 of the display for 5 seconds. The incinerator
special site if less than 12 miles offshore, otherwise the ash can program will commence with the flue gas fan and diesel oil
safely be dumped overboard burner operating when the conditions are correct. Green LEDs
Slagging
for FG Fan, Burner and Running are illuminated.
To be used when slagging the incinerator.
Procedure for the Operation of the Incinerator
f) When the set burning time has expired or the STOP button is
Preparation pressed the burner will stop and the cooling down sequence will
Solid Waste
a) Clean the waste oil tank strainer and drain any water from the commence. COOLING appears in line 4 of the display.
Used when burning solid waste in the incinerator. Operation of the incinerator
tank.
is controlled by the PLC to ensure complete combustion of the garbage loaded g) When the temperature of the combustion chamber has fallen to
b) Heat the waste oil service tank to 60-90ºC.
into the furnace. 170oC the flue gas fan will stop and the door interlocks will be
released so that the doors may be opened.
c) Open the waste oil supply valve to the incinerator OF351F and Sludge
the return valve OF354F. Open the waste oil circulating pump
Allows for the burning of waste oil at the incinerator’s maximum capacity.
inlet and outlet valves OF352F and OF353F respectively and
start the waste oil circulating pump.
Issue: 1 IMO No. 9297345 Section 2.14.6 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Burning Waste Oil In the event of a loss of electrical power during a blackout when the incinerator
a) Fill the incinerator waste oil service tank (see section 2.6.4.) is running it is important to start the flue gas fan as soon as possible upon
and activate the tank heater by pressing the SLUDGE HEATER restoration of electrical power in order to cool the combustion furnace
pushbutton. The green SL HEATER LED will be illuminated. effectively. The incinerator program automatic restart is set to AUTO and the
STOP pushbutton is pressed.
b) Drain water from the incinerator waste oil service tank and
start the circulation pump by pressing the SLUDGE PUMP Incineration of Solid Waste (trash, rags, waste oil filter
pushbutton. The green SL PUMP LED will be illuminated. cartridges etc.)
c) Open the incinerator waste oil pump inlet and outlet valves a) Control the size of charge depending on the type of material.
OF355F and OF356F respectively.
b) Remove ash before running.
d) Check the atomising air supply pressure is correct at 7kg/cm2 or
Overflow Line to Separated
the atomising steam at 7.5kg/cm2. c) For simultaneous burning of solid and oily wastes, reduce the Bilge Oil Tank
rate of waste oil burning to avoid an overheat trip. OF359F OF360F OF357F
e) If SLAGGING is shown in the display press the STOP button;
the flue gas fan will stop and READY will appear in line 4 of d) Warm up the furnace as described previously before charging
the display. with solid waste.
f) Press the SLUDGE pushbutton and SLUDGE will appear e) Cut large solid items into smaller pieces and divide them into
in line 4 of the display for 5 seconds. The incinerator will charging lots depending upon combustibility.
commence the procedure for burning waste oil and the green
FG Fan, Burner, SL Heater, SL Pump and Running LEDs will f) Avoid overcharging the incinerator with high calorific materials
be illuminated. such as plastics and oily material.
g) Waste oil will be burned for a defined burning period if one has g) To avoid damage to the furnace and burner, ensure that the fans
been set or until the waste oil circulation pump stops because are running while solid waste is burning.
the low level switch on the incinerator waste oil service tank has
been activated.
CAUTION
h) When the time has expired or the stop signal has been activated Oily rags etc., must be loaded in small quantities only (approximately
the burner will stop and the cooling down sequence commences 1.5kg per loading) and must not be present in the combustion chamber
with COOLING being displayed in line 4 of the display. unless the induced draught fan is running.
i) When the temperature of the combustion chamber has fallen to WARNING
170oC the flue gas fan will stop and the door interlocks will be Do not attempt to burn explosives or aerosol spray cans in the
released so that the doors may be opened. incinerator.
Emergency Stops
The incinerator may be stopped in an emergency by turning the main switch
on the control panel to the OFF position or by activation of the EMERGENCY
STOP pushbutton located outside the incinerator room. The incinerator waste
oil quick-closing valves and the incinerator DO service tank quick-closing OF351F OD352F
valve may be tripped by means of the wires located outside the incinerator
room.
Incinerator Waste Oil Tank
Issue: 1 IMO No. 9297345 Section 2.14.6 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.15.1a Inert Gas System - Engine Room Hinged Flap With Flame ZS
Screen For Fresh Air Intake Operation Signal IGS
TI
Weather Deck 12 Litre Receiver Funnel Top
Boiler for IG Main Isolating
Uptake Valve to Deck
Fresh WF508F Remote Control
Water Valve With Timer
Supply
GE GE TI h2
014F 015F Blower 100% To Inert Gas
PI
System On Deck
ZS
Boiler
Sealing Air Uptake
from Auxiliary WF509F
TI PI
Boiler
FD Fan Scrubber Unit
h1
No.1 FD No.2 FD
Fan Fan
TI PI Remote Control
ZS Valves With Timer Deck Water Seal
Air LHA
Blowing GI541F Closed
(1 - 3)
Oxygen Air N2
LS
Blower 100%
Pressure Pressure
AR024F Analyser
Max 0.3 bar Max 0.3 bar
TI
Sample
TI LAL
Incinerator PI ZS
Room
LS TI
Inert Gas Generator AUTO WS WS
and Fan Room CH-VR 041F 042F
Engine Room
Drain
Remote Control
Valves With Timer
Upper Deck
IGG Cooling
Sea Water Pump Steam Exhaust
(35m3/h x 4kg/cm2) Deck Water
Seal Supply Pumps WS WS GI526F
(3m3/h x 4kg/cm2) 039F 040F
WS046F WS044F Drain To Engine Room
ZS
IGS IG Scrubber Sea Water
Pump (150m3/h x 4.5kg/cm2) Steam Supply
ZS WS050F
IGS PI
(Locked
WS045F Closed) WS043F
WS048F
(Locked Inert Gas Generator
Closed) Emergency Feed Connection Unit
TI
rom Bilge, Fire and GS Pumps Topping Up Inert Gas Generator Diesel Oil Pump
Silencer Key
Weather Deck Spark TI
Arrestor Inert Gas
Sea Water
Test Cock
Wire Rope PI Air
(Outside)
GI524F Fresh Water
M
LS TI Gas Oil
Air Blower Unit
IG523F Blower Effluent Drain Line
GI525F Silencer Polyethylene Coated
Sea Water Effluent Drain
Gas Oil Supply Gas Oil Service Tank
Line Polyethylene Coated
Drain
Issue: 1 IMO No. 9297345 Section 2.15.1 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.15 Inert Gas System - main and top-up The IG used on this vessel is produced either by a conventional flue gas plant,
WARNING
generator which cools and cleans exhaust gas from the boiler uptake, or by an independent
inert gas topping up generator system, which burns marine diesel oil at a very When running with the boiler on a low load, the flue gas blower may
low excess air setting. The resulting exhaust gas from either system is cooled draw air down the boiler funnel uptake resulting in an out of range O2
2.15.1 System Description acceptability.
and cleaned before being fed into the cargo tanks.
General The main system is designed to maintain a positive tank pressure of 900mm The system consists of the following components:
WG, with a tank O2 content of less than 5% maximum.
Maker: Hamworthy KSE a.s. Moss Scrubber
Type: Moss Flue Gas System The system is used during:
Maker: Hamworthy KSE a.s. Moss
Capacity: 10,500Nm3/h each blower • Cargo oil unloading No. of sets: 1
• Hydrocarbon gas purging Type: Triplex
Stage 1: Venturi with water injection
Deck Seal Sea Water Pumps • Tank cleaning Stage 2: Mesh wet filter
Maker: Teikoku Machinery Works Ltd • Crude oil washing Stage 3: Open water mist spray tower
No. of sets: 2 • Reducing the O2 content in the tank volume
Model: 50MSS-JH1m The scrubber is of the tower type and consists of inlet water seal tanks, tower
• Emergency inerting of the pump room by fitting a spool piece elements and spray nozzles.
Type: Horizontal centrifugal
Capacity: 3m3/h at 4.0kg/cm2 • Emergency inerting from deck of the ballast tanks via dedicated
flexible hoses. The system offers additional flexibility for The purpose of the scrubber unit is to cool the exhaust gas, remove soot
Motor: 3.7kW at 3,600 rpm inerting and purging the ballast tanks, by the IG main connecting particles and sulphur and sulphur dioxide from the exhaust gases drawn from
into the ballast main piping via a spool piece on deck before the the boilers and therefore produce a ‘clean’ inert gas.
Inert Gas Scrubber Circulating Sea Water Pump
IG main block valves.
Maker: Teikoku Machinery Works Ltd Hot flue gases are drawn from the boiler uptake and accelerated through the
No. of sets: 1 inlet venturi tube where they are sprayed with sea water. In this stage, the gases
Main Inert Gas System are pre-washed and cooled to between 60 and 70°C. At the lower end of the
Model: 125TVS-B1m
venturi scrubber, the gases are deflected through a wet filter, providing further
Type: Vertical centrifugal The flue gas from the boiler uptake is led into the plant, then cooled and cooling and cleaning. The gas then passes into the open spray tower, which
Capacity: 150m3/h at 4.5kg/cm2 cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks is the final cooling process. The water mist is highly efficient in removing
Motor: 30kW at 1,800 rpm via a deck water seal non-return valve and distribution piping. The system is sulphur. The spray also assists in maintaining the wet filter in a clean condition
used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases by a continuous flushing action. The clean cool gas passes through a mesh
Inert Gas Generator Topping Up Sea Water Pump and replace them with an inert gas, keeping the oxygen content below 5% by demister in the top of the scrubber tower, which effectively prevents water
Maker: Teikoku Machinery Works Ltd volume. droplets from being carried over with the outlet gas flow.
No. of sets: 1
When the boilers are operating efficiently, the composition of the inert gas by An independent cooling sea water supply pump supplies the scrubber.
Model: 100TVS-B1m volume should be: Emergency cooling water can be provided from either of the bilge, fire and GS
Type: Vertical centrifugal pumps. The water leaving the scrubber is discharged overboard.
Carbon dioxide (CO2) approximately 13.0%
Capacity: 35m3/h at 4.0kg/cm2
Oxygen (O2) approximately 5.0%
Motor: 11kW at 1,800 rpm
Sulphur dioxide (SO2) < 100ppm
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue Nitrogen (N2) Balance
gas and an independent inert gas generator plant, to provide a gas explosion
protection system, i.e. a low O2 content in the cargo oil tanks and slop tanks. However, during low boiler load operation, the oxygen content of the boiler
This is achieved by maintaining a slight overpressure in the tanks at all times. exhaust gas will tend to rise, due to the higher excess air required for good
combustion.
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by
inert gas. At all times, pressure of the inert gas in the tanks is to be maintained
above atmospheric pressure.
Issue: 1 IMO No. 9297345 Section 2.15.1 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Inert Gas Fans The deck seal is constantly supplied with sea water from one of two supply by solenoid valves, pneumatically operate the master uptake valves. These flue
Maker: Flebu pumps; a pressure sensor on the sea water supply will start the standby pump gas isolating valves should be air blasted (PUSH TO CLEAN button on the
No. of sets: 2 (each 100% capacity) which should be set to automatic, should the pressure fall below the alarm limit control panel) before flue gas is directed into the inert gas system.
Type: Centrifugal single stage or the running pump fail.
Model: BK91.5 Sealing Air Valve
Pressure/Vacuum Breakers
To prevent boiler flue gas leaking past the boiler uptake valves when the plant
Two electrically driven inert gas fans are supplied. Each is capable of supplying
is shut down and a boiler is running, a sealing air supply line is fitted. This runs
the full rated inert gas capacity, 10,500Nm3/h. They draw the gas from the Main IG Line (Port)
from the discharge side of the boiler forced draught fan to the pipeline between
boiler uptake, through the scrubber, and deliver to the deck distribution pipe Maker: Hamworthy KSE a.s. Moss the boiler flue gas isolating valve and the downstream main valve. When the
system via the deck water seal with sufficient overpressure to form a high No. of sets: 1 boiler uptake valves are open, the sealing air pneumatic piston operated valve
velocity gas jet at the inlet to the cargo tanks. The blower casing of each fan is Type: Dual pipe - liquid filled is closed and vice versa.
provided with water washing spray nozzles and drains. The washing system is Capacity: 14,280m3/h
automated so that when the fans are stopped, but during their run down period, Opening Pressure: 0.20kg/cm2
fresh water is injected onto the fan impeller in order to clear away any soot Flow Control Valves
Vacuum: 0.07kg/cm
particles. Butterfly control valves operated by pneumatic actuators, will control the flow
through the system. To protect the blower motor, the valves are held in the
Secondary IG Line (Starboard)
Deck Water Seal closed position during the blower start-up period.
Maker: Hamworthy KSE a.s. Moss
Maker: Hamworthy KSE a.s. Moss No. of sets: 1
No. of sets: 1 Blow Off Valve
Type: Dual pipe - liquid filled
Type: Displacement Capacity: 4,760m3/h One butterfly valve is provided for gas venting. It is pneumatically operated
Sealing height: 2,500mm WG Opening Pressure: 0.20kg/cm2 and used to control the inert gas main pressure. When the plant is started with
Capacity: 10,500m3/h Vacuum: 0.07kg/cm the blower running and the main deck line control valve closed, the blow off
valve will open, relieving the gas from the blower outlet to atmosphere, thus
The deck water seal is of the displacement type. The water inside the seal is A pressure/vacuum breaker is fitted to each of the main and secondary inert preventing overheating of the running blower.
displaced into a reservoir during operation, and immediately falls back and gas lines on deck as indicated above. Each is filled with a mixture of antifreeze
closes the seal in case of loss of positive gas pressure, preventing any back- (glycol) and water. They will open at a preset pressure or vacuum, thus
flow of cargo gases. Inert Gas Main Control Valve
protecting the tanks against too high a pressure or vacuum.
One main control valve, driven by a pneumatic double acting actuator, is
The deck water seal is gas leakage proof, due to an internal double seal pipe There is a level sight glass fitted to the side of the PV breakers which should provided on the main line. During start up and shut down the valve is held in
forming two gas barriers. A small tube with a gooseneck on the water seal be checked before cargo operations. The correct mixture of antifreeze is 50% the closed position. A 12 litre air reservoir ensures closing of the valve if the
top indicates a possible leakage in one of the barriers. The water seal has a fresh water to 50% ethylene glycol for both the port and starboard breaker. instrument air pressure is lost or there is a system power failure.
built-in retractable heating coil for use in cold weather conditions. There is an Testing of the density is according to the planned maintenance programme,
inspection glass with a locking cover for water level sighting. The deck seal is with the results recorded in the Inert Gas Record Book parts B and C.
fitted with a sealing water high and low level alarm. Oxygen Analyser
Before topping up of the mixture can take place, the pressure on the IG main A fixed oxygen analyser is installed, which samples the inert gas after it has
The mesh demister in the upper part of the seal effectively prevents carry-over must be reduced to slightly above or near to atmospheric, in order that the passed through the blowers.
of water droplets under all flow conditions. In the event of a loss of IG delivery pressure on the PV breaker is relieved in order to add the antifreeze.
gas pressure, the water immediately falls back and closes the seal, thereby
preventing any back-flow of gases to the boilers in the engine room.
Flue Gas Isolating Valves
Any back pressure from the cargo tank area will induce an overpressure in the As the flue gas isolating valves are subject to high temperature variations they
reservoir chamber above the water level and force water into the centre tube. are therefore not gas tight in the closed condition. Gas leakage into the system
The water level in the centre tube will rise and thus prevent gas from leaking is prevented by the automatic provision of air sealing from the boiler FD fan
past the seal. An externally mounted sight glass is provided, enabling the level when the flue gas system is shut down and the boiler is operating.
of the seal water within the chamber to be checked. A seal water low pressure
alarm is fitted in the sea water supply line, additionally, a low and high level A manually operated valve is mounted close to each boiler uptake duct for soot
alarm float switches are fitted to the deck seal chamber. Overfilling of the deck cleaning on the boiler side of the flue gas isolating valve; air for this operation
water seal is prevented by a weir and direct overboard discharge. comes from the general service air system. Double acting cylinders, controlled
Issue: 1 IMO No. 9297345 Section 2.15.1 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.15.2a Inert Gas Control Panel - CECR
TOPPING UP MOSS FLUE GAS COMMON
GENERATOR GAS SYSTEM FREEING
PAl
PI-220 INERT GAS PRESSURE TI-188 I.G. TEMPERATURE
185 INDICATE h 320 h 321 h 322 s 306 s 307
h 83 h - LAMP/LED FLUE AIR LAMP ALARM
RUN GAS VENT TEST ACCEPT
s - PUSH BUTTON READY READY
AAh/I - OXYGEN CONTENT HIGH/LOW
FUEL OIL TAh - TEMPERATURE ALARM HIGH
LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW h/s 313 h/s 305 h/s 310 s 309 s 304
INSTRUMENT PAh - PRESSURE ALARM HIGH
AIR SELECT START AIR
PAl PAh PAl - PRESSURE ALARM LOW T.U.G. FLUE VENT ALARM STOP
BA 200 MODE GAS START RESET
h 109 180 180 PAll - PRESSURE ALARM VERY LOW
lAl - BLOWER FAILURE
LAl BA - FLAME FAILURE
191 0 - 3000 mmWG 0 - 100°C CAPACITY SET POINT
h/s 311 s 214-1 s 214-2 h/s 315
COMBUSTION START
T.U.G. EMERG.
AIR AUTO STOP
TO TO
ATMOSPHERE ATMOSPHERE
HIC 22-1 HIC 22-2 DECK PRESSURE SET POINT
h/s 319 s 215-1 s 215-2
h 200 LOCAL
0 50 100 0 50 100 T.U.G.
START
FLAME REMOTE WATER WASH I.G. BLOWER
ON h/s 330 h/s 331
h 19-G OPEN CLOSED OPEN CLOSED
PAl
184-G BLOWER BLOWER
LAh 1 2
193-G
SEA WATER h 5-G s 22-1 s 22-2 CAUTION WATER TO BE USED ONLY
AUX. SUPPLY DURING RUN DOWN AFTER STOPPING I.G. BLOWER
h6
DECK WATER SEAL WATER PUMP 1
h 124
s 125-1 s 126-1 MANUAL AUTO h 125-1 h 126-1
SEA WATER DECK DECK
SUPPLY SECONDARY LOCAL STAND
MAIN T.U.G. STOP RUN
START BY
PAl PAl
PAI
183 187-1 187-2 s 340
INSTRUMENT DECK WATER SEAL WATER PUMP 2
h 17 h 14-G
AIR
PAll PAll s 125-2 s 126-2 MANUAL AUTO h 125-2 h 126-2
182-1 182-2
LOCAL STAND
s 301 T.U.G. STOP RUN BY
BOILER 1 START
SOOT 2 3 PAh PAh
h 24-1 h2 s 341
BLOWING BILGE TANK POS.1: MANUEL DRAIN TO BILGE 182-1 182-2
h 25-1 1 POS.2: BILGE - FLAME FAILURE
POS.3: EFFLUENT OVERBOARD
RUN h/s 28
h/s 308-1 h/s 308-2 HIC-214 HIC-215 PIR/AIR 217
DRAIN TO BILGE lAl h7 CAPACITY DECK PRESSURE DECK PRESSURE MAIN LINE INDICATOR/RECORDER
BOILER 1 SELECT h 260 180 SELECT SELECT
h 10 SET POINT SET POINT DECK PRESSURE SECONDARY LINE INDICATOR/RECORDER
UPTAKE DECK DECK
MAIN SECOND. OXYGEN CONTENT INDICATOR/RECORDER
h 27
h 103
TAh AAh/I
188 204 h 12-1 h 12-2 RECORD
s 53 DISPLAY
h 266 h/s 103-1
AIR FOR VALVE PUSH BLOWER 1 LIST
TO SELECT
CLEANING CLEAN BLOWER FEED
1 -500/ -500/
+2500mmWG +2500mmWG 0 - 25% 02
h 24-2
0 - 100% -500 - +2500mmWG
lAl h8 h1
RUN h/s 30 h 11 181
BOILER 2 SELECT
UPTAKE h 104
h 29
BOILER 2 h/s 104-1
h4 BLOWER 2 DECK PRESSURE DECK PRESSURE O2 CONTEMNT
SOOT
SELECT LAh MAIN LINE SECONDARY LINE
BLOWING BLOWER 195
h 25-2 2
LAh
FUJI
193-F
SEALING AIR
LAl AI-204 PI-182-1 PI-182-2
TAh h 300
h 19-F PAl 192
194 02 - CONTENT DECK PRESSURE DECK PRESSURE
184-GF MAIN LINE SECONDARY LINE
POWER ON
24V DC POWER FAILURE
SEA WATER h 5-F PAl
AUX. SUPPLY 189
h 14
h 129
SEA WATER SEA WATER
SUPPLY
BUZZER
0 - 25% -500 - +2500mmWG -500 - +2500mmWG
Issue: 1 IMO No. 9297345 Section 2.15.2 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.15.2 Operation of the Main System i) On the boiler to be used for supplying the flue gas press the Capacity and Deck Main Pressure Control
boiler uptake SELECT button.
The flue gas system main control panel is situated in the CECR. This panel The capacity control and deck main pressure are set by the corresponding
contains the programmable controller, which takes care of the start/stop/alarm j) Press the SELECT BLOWER button for the required blower, potentiometers on the control console. The signal from these two controls
functions and the running mode. On the front of the panel the system is either No.1 or No.2. automatically operates the vent and capacity control valves. When the set
represented in the form of a mimic diagram, with appropriate indications and point of the capacity or the deck main pressure has been reached, the control
pushbuttons. The panel also contains a three pen recorder/indicator unit for IG k) Press the flue gas START FLUE GAS button. valve will partially close to maintain the set point. To maintain a flow
main pressure on the main (port) and secondary (starboard) lines and the IG through the system and prevent the fans overheating, the vent valve will open
O2% content. l) The start sequence is indicated with lamps on the mimic panel. correspondingly.
A sub-panel on the bridge contains indication for inert gas pressure, oxygen The scrubber sea water pump then starts and the sea water inlet valve to the
content and alarm indicators. scrubber opens after 10 seconds. After a further 17 seconds, the selected Gas Freeing
blower will start and the blower outlet valve will open. The uptake sealing air
valve will close and the selected boiler uptake valve will open. The gas will The IG plant is also used for purging the cargo tanks with fresh air during gas
Procedure for Operating the Main Inert Gas System purge through the vent valve for 50 seconds. After the purging period it will freeing operations as follows:
Starting be possible to direct the inert gas to deck, if the oxygen level is below 5%, by
pressing the SELECT DECK MAIN (h12-1, port side IG line on deck) and/or a) Open the inlet valve for the required blower.
a) Ensure that the deck seal is constantly supplied with sea water
the SELECT DECK SECOND (h12-2, starboard side IG line on deck) button
by one of the supply pumps. In normal operation one pump is b) Open the atmospheric intake cover ‘h 260’, located on upper
on the CECR panel.
constantly running in manual mode, with the other pump on deck port side aft adjacent to the entrance doorway into the IG
standby automatic back-up mode. fan room.
m) Regulate the capacity by adjusting the potentiometer using the
Up and Down arrow buttons on the panel. The purge valve to
b) Manually open the scrubber sea water supply pump suction, c) Press the SELECT button for the required blower.
atmosphere will open and close accordingly to regulate the
discharge and the scrubber overboard discharge valve in the
delivery flow to deck according to the line pressure on deck.
engine room. If the scrubber pump is unavailable, either of the d) If all the valves are set correctly, the AIR VENT READY lamp
bilge, fire and GS pumps can be utilised to supply the scrubber will be illuminated.
n) Check temperatures and pressures.
tower via crossover valve WS050.
o) Check and adjust the flow through the oxygen analyser bubbler e) Press the START AIR VENT button. The plant will start in
c) Open the gas outlet valve GI541 from the scrubber and the IG venting mode. Any other functions, such as opening of uptake
unit.
blower gas suction on the selected fan that is to be used. These valves, are interlocked in this mode.
valves have Open/Closed position relays which transmit their
position to the mimic panel. Stopping f) Fresh air is supplied to the cargo oil tanks in the same manner
a) De-select the SELECT DECK MAIN and/or SELECT DECK as inert gas. The IG being displaced from the tanks is discharged
d) Manually open the air supply valve to the respective boiler flue SECOND button. The system will revert to purge mode, deck via the cargo suction lines leading up to the purge pipe risers
gas isolating valve soot cleaning valve. valve h12-1 (port) or h12-2 (starboard) will close and the vent which are fitted with flame screens forward of the port side
to atmosphere h2 will open. manifold.
e) Check and log the calibration of the oxygen analyser and set the
reference airflow to 100 litres/hour. b) Ensure the fresh water cleaning hose is connected to the WARNING
running fan casing cleaning line. Press the SELECT BLOWER When gas freeing is only taking place in one set of tanks for example,
f) The FLUE GAS READY lamp should be illuminated if all pushbutton on the running fan and the boiler SELECT uptake air will be directed down the secondary (starboard) IG main in order to
valves are in the correct position. button. The fan will now stop and the uptake valve will close, maintain an isolation from the other tanks which are gassed up.
the water washing valve for the fan impeller and drain valve
g) One deck seal pump is in continual use and should be running in will automatically open and clean off any soot deposits as the
MANUAL mode with the second pump set for AUTO cut in. fan runs down.
h) Clean soot from the uptake valves by operating the PUSH TO The sea water system for the scrubber tower will continue to run for a cool
CLEAN button. The isolating control valve will open and carry down period.
out the cleaning operation, it will then close on completion.
Issue: 1 IMO No. 9297345 Section 2.15.2 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Illustration 2.15.3a Top-Up Generator Local Control Panel and Wheelhouse Inert Gas Indication Panel
MOSS FLUE GAS SYSTEM
= TOPPING UP GENERATOR
PI-182-1
h/s 82 DECK PRESSURE MAIN LINE
PAl
185
START / PI-220 INERT GAS PRESSURE
STOP h 83
DIESEL OIL
-500 - +2500mmWG
INSTRUMENT
AIR
h/s 209 h/s 158 h/s 156
0 - 3000 mmWG
PI-182-2
DECK PRESSURE SECONDARY LINE
h/s 108 GLOWING IGNITION MAIN
ON ON BURNER BA 200
h 109 ON
START / AAh/l
STOP LAl 204 h6
191
COMBUSTION
AIR
PAl PAh
180 180
h 200 -500 - +2500mmWG
FLAME AI-204
OXYGEN CONTENT
ON
PAl
184-G
LAh
193-G
h/s 123 h 5-G
Inert Gas From
START / Flue Gas System
STOP
h 124
SEA WATER
0 - 25% 02
PAI 187-1 PAh 182-2
DECK MAIN LINE DECK SECONDARY LINE
h 40 LOW PRESSURE ALARM HIGH PRESSURE ALARM
h 311 h/s 312 h 313 h/s 315
START SELECT SELECT INDICATE
COMMON ALARM T.U.G MANUAL T.U.G EMERG.
AUTO START MODE STOP h - LAMP/LED PAI 187-2 AAh/I 204
DECK SECONDARY LINE 02-CONTENT
s - PUSH BUTTON LOW PRESSURE ALARM HIGH / LOW ALARM
h 300 AAh/I - OXYGEN CONTENT HIGH/LOW
h 319 s 306 s 307 s 304 LAh - LEVEL ALARM HIGH
LAl - LEVEL ALARM LOW
LOCAL
POWER ON T.U.G LAMP ALARM STOP PAh - PRESSURE ALARM HIGH PAh 182-1
START TEST ACCEPT DECK MAIN LINE
24VAC POWER FAILURE PAl - PRESSURE ALARM LOW s 306
HIGH PRESSURE ALARM
BA - FLAME FAILURE
LAMP
TEST
Issue: 1 IMO No. 9297345 Section 2.15.3 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
2.15.3 Inert Gas Top-Up Generator (TUG) Starting - Manually Stopping - Manual
a) Manually open the TUG sea water supply pump suction,
Maker: Hamworthy KSE a.s. Moss discharge and the overboard discharge valve in the engine Press the STOP button on the local control panel. The system will shut down
Type: Topping Up room. If the supply pump is unavailable, either of the bilge, fire and reset to the purge mode. The sea water system and the blower will continue
Capacity: 500Nm3/h and GS pumps can be utilised to supply the TUG via crossover to run for a cooling down period.
Fuel oil consumption: Approximately 40kg/h valve WS048.
Starting - Automatic
b) Check and log the calibration of the oxygen analyser.
The function of this inert gas generator is to enable the inert gas inside the
tanks to be topped up to the normal working range without having to put the a) Manually open the TUG sea water supply pump suction,
c) Press the SELECT MANUAL START button. discharge and the overboard discharge valve in the engine
main system on line. Changes in the climatic conditions and the areas the ship
is passing through can radically change the pressure inside the tanks. room. If the supply pump is unavailable, either of the bilge, fire
d) Start the topping-up generator water supply pump. and GS pumps can be utilised to supply the TUG via crossover
The unit comprises of an oil burner and combustion chamber, a scrubber, a valve WS048.
e) Ensure that the cooling jacket sea water inlet valve is open.
blower and a fuel oil pump unit. This unit operates automatically and can be
set to start and stop at given pressures set on the control panel. An independent b) Check and log the calibration of the oxygen analyser.
f) Check that all air is evacuated from the cooling jacket outlet
cooling sea water supply pump supplies the topping-up generator cooling
sight glass. c) Press the SELECT TUG MODE then the START TUG AUTO
system. Emergency cooling water can be provided from either of the bilge,
fire and GS pumps. The water leaving the unit is discharged overboard. button.
g) Start the combustion air blower with the START/STOP
pushbutton. The sea water pump then starts and the sea water inlet valve to the cooling
Fuel oil is burned in the combustion chamber. The products of combustion is
then led through the cooling tower where the gas is cleaned and cooled. The tower opens. After 17 seconds the blower will start. After receiving a running
h) Check and adjust the airflow through the oxygen analyser. signal from the blower, the IG capacity control valve will begin regulation.
inert gas is then delivered to the inert gas main through a flow control valve.
After 50 seconds the fuel oil pump will start and the ignition plug is activated.
i) After a pre-purging time of 45 seconds, start the fuel oil pump After activation of the main burner, the gas will purge through the vent valve
Effluent Discharge with the START/STOP button and energise the ignition glow for 50 seconds. The sequence is the same as for manual operation, except that
plug with the GLOWING ON button. the gas will lead to the inert gas main automatically.
There are two directions that the effluent discharge from the TUG can take,
one is directly overboard and another is to the bilge primary tank, the discharge j) After 30 seconds, admit air and fuel to the ignition burner with d) The start sequence is indicated with lamps on the mimic
route selection is made at the main control panel in the CECR. As previously the IGNITION ON button. diagram.
described, under normal operations the sea water cooling/scrubber effluent
from the TUG is discharged directly overboard. In the event of a flame failure k) After 5 seconds, supply fuel to the main burner by operating the e) Check that all air is evacuated from the cooling jacket outlet and
on the TUG, the duty engineer or deck officer manning the CECR should MAIN BURNER ON button. sight glass before FLAME ON is energised.
immediately change the mode selection switch to discharge the effluent to the
engine room bilge primary tank, i.e., position No.2. This is because there will l) When the flame is established and indicated by the FLAME f) Adjust the combustion air until the desired oxygen content is
be the possibility of diesel oil fuel becoming contained within the effluent ON lamp, allow 5 seconds for the flame to establish, then stop reached.
discharge after the flame failure being sensed and before the fuel solenoid shut- the ignition burner by cancelling the IGN ON and GLOW ON
off valves operating. The effluent line can also be manually drained down to buttons. h) Check the temperatures and pressures for normal running
the bilge primary tank by selection position No.1 on the control panel
conditions.
m) Adjust the air capacity to give the required oxygen content.
Procedure for the Operation of the Top-Up Generator (TUG) i) Check the airflow through the oxygen analyser unit.
n) Check that the temperatures and pressures are normal.
Starting of the generator is done from the local topping up generator (TUG)
panel. The panel contains the programmable controller, which takes care of the o) After the purging period it will be possible to direct the inert Stopping - Auto
start, stop and alarm functions and the running mode. On the front of the panel, gas to the deck, if the oxygen level is below 5%, by pressing
the SELECT DECK MAIN (h12-1, port side IG line on deck) The generator stops when activated by the high-pressure signal from the inert
the system is represented in the form of a mimic diagram, with appropriate
or SELECT DECK SECOND (h12-2, starboard side IG line on gas main. The system will revert to the purge mode and shut down. The sea
indications and pushbuttons.
deck) button on the CECR panel. water system and the blower will continue to run for a cooling down period.
Issue: 1 IMO No. 9297345 Section 2.15.3 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 2: British Cygnet Date: August 2005
Deck Main Pressure Control • Low sea water level in the deck seal reservoir c) Adjust the sample flow regulator to give a reading of 10 litres/h,
The deck main pressure is set by the potentiometer on the control console. The ensure the O2% gauge reading indicates zero %.
• High sea water level in the deck seal reservoir
setting is displayed above. The signal from this unit automatically controls the
vent and capacity control valves. d) Open the compressed air sample line isolating valve and rotate
The following conditions give indication in the alarm system and opening of
the selection switch to the air reference line. Shut the isolating
the vent to atmosphere and closing of the main discharge line valve:
valve on the N2 cylinder.
Control Systems • High gas pressure in deck main line
When the inert gas system is in use, the pneumatic control valve and the • High oxygen content, vent to atmosphere will open (5%) e) Adjust the sample flow regulator to give a reading of 10 litres/h,
vent valve automatically control the pressure in the inert gas main. When the ensure the O2% gauge reading indicates 21%.
• Low oxygen content vent to atmosphere will open (1%)
fan is stopped, the control valve, uptake valves, purge valve and fan outlet
valves close automatically. All the valves utilise instrument air as the control Calibration is now complete, close all valves that are not required, return the
The following conditions give indication in the alarm system: selection switch to the IG sampling position and open the IG sample isolating
medium.
• Low deck IG pressure valves.
The manually operated valves in the system are fitted with microswitches, • Low sea water supply pressure to the deck seal
to provide indication of the open/closed position on the mimic panel on the Illustration 2.15.3b Calibration Sample Selection Switch
console.
The following conditions give indication in the alarm system and a shutdown
signal to the cargo pumps:
Inert Gas System Alarms and Trips Closed
• Low low deck IG pressure 100mm WG (1 - 3)
The following conditions give indication in the alarm system, and cause
The wheelhouse sub-panel contains the following instrumentation:
complete shutdown of the plant and closure of all automatic valves except the
effluent valve and the deck seal sea water supply pump: • Inert gas deck main pressure indication on the main and Air N2
Pressure Pressure
secondary line
• Emergency stop Max 0.3 bar Max 0.3 bar
• Low gas pressure alarm in the deck main and secondary line
• Low instrument air pressure
• High gas pressure alarm in the deck main and secondary line Sample
• High sea water level in scrubber
• High/low oxygen content alarm
• High sea water level in cooling tower generator
The following conditions give indication in the alarm system and cause the Oxygen Analyser
valves to go into shutdown position and the plant to stop operating, including
the FO supply pump for the TUG, although not the deck seal pump: Maker: Panamethics
Model: XMO2-1M-11-S
• Blower failure
• High combustion air pressure A fixed oxygen content meter, to monitor the gas being supplied to the inert
gas main, is supplied complete with calibration arrangements. Prior to cargo
• Low combustion air pressure
discharge operations or the purging of tanks, the oxygen analyser must be
Low sea water supply pressure (0.7 bar) calibrated and the results logged.
• High IG outlet temperature from blower (70°C)
• High IG temperature in scrubber (45°C) Calibration of the XMO2 Oxygen Analyser
• High sea water temperature in the jacket cooling a) Ensure all of the IG sample isolating valves on the gauge board
• Flame failure are closed.
• Fuel oil low pressure to the burner
b) Open the N2 test gas cylinder isolating valve and adjust the
• Low sea water supply pressure to the scrubber - flue gas delivery pressure to 0.2 bar. Rotate the selector switch to draw
• Low sea water supply pressure to the cooling tower - TUG the sample from the N2 line.
Issue: 1 IMO No. 9297345 Section 2.15.3 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.1a Block Diagram of the Engine Room Alarm Monitoring System
From UCS UMS 2100 BASIC ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
24VDC ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
BAP Bridge
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 13
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 12
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 11
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 10
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 09
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 08
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 07
GOS 5 ADD.
LIST
DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
UPS
NEL NEL NEL NEL NEL NEL NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE NANCE NANCE
220V Power Supply Bedroom Bedroom Bedroom
Manoeuvre Log
220v Power Supply
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
AAP 01 AAP 02 AAP 03 AAP 04 AAP 05 AAP 06
ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT
GOS BOX5
ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN.
Accommodation ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
Bridge
LIST LIST LIST LIST LIST LIST
NEL NEL NEL NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE
GOS 2 UPS A Deck Passageway C Deck Passageway
D Deck Passageway
220V Power Supply
UCS 47-55
UCS 41-46
220VAC/24VDC UPS
GOS BOX2 Engine and Cargo Control 10A BAP-Bridge
Ship Office Console 220V Power Supply AAP06-13
220V 10A BAP-ECR
Power Supply
AAP01-05
GOS 3 GOS 4 6A
220V Power Supply From UCS UPS UPS
24VDC
6A
GOS 1 UPS 10A
Alarm Printer Log Printer 6A
UMS 2100 BASIC ALARM PANEL
BAP ECR
ALARM FIRE FAULT
ALARM STOP ALARM
LIST HORN ACKN.
6A
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
UMS 2100 BASIC ALARM PANEL 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
BAP MSBD 6A
ALARM FIRE FAULT
7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM STOP ALARM NANCE
LIST HORN ACKN.
6A
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS BOX3 GOS BOX4
220VAC, 3Ph
GOS BOX1
Main Switchboard Room
GAMMA GAMMA GAMMA PCS
Outstation Outstation Outstation Cabinet
Man. All Eng. Call No.1 No.2 No.3 (DMS/DPS)
Off Deadman Alarm
Man. Alarm Test
All Engineer Call
Rotating Light
Horn
Stop Horn
DMAS WARNING
DMAS Alarm
DMAS Start To Serial Interface to Voyage Data Recorder To Serial Interface to Fire Detection System
DMAS Reset Pushbutton To Serial Interface to Administration Computer To Serial Interface to Master Clock System
Pushbutton To Serial Interface to Saab Tank Monitoring System
Issue: 1 IMO No. 9297345 Section 3.1.1 - Page 1 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.1 Main Machinery Control System Information from the UCS 2100 is displayed on graphics diagrams at the Operation from the Graphic Operator Station
GOS. The GOS display is divided into three parts: a menu bar, a header and From the GOS, the operator can interface with the PMS (Power Management
3.1.1 Machinery Control and Alarm System a selectable diagram, eg. a control and overview picture or an alarm list. The System) for the control of the three diesel generators by means of the PMS
Overview menu bar and the header with status information is always visible. graphic screen.
Maker: Lyngsø Marine A/S The header constantly displays the most essential information from the alarms Interactive operation is by means of a trackball, which is used as a pointing
system such as: device for the arrow on the screen, and a pushbutton to activate the desired
Main System Components
• Oldest unacknowledged alarm function.
UCS 2100 Universal Alarm and Control System
• The number of present and unacknowledged alarms
PMS 2100 Power Management System Alarm Handling from the Graphic Operator Station
• Number of present cut-outs
UMS 2100 Alarm and Monitoring System Alarm acknowledgements may be carried out from the location of the alarm
• The actual watch station, duty officer and back-up officer
watch station.
DPS 2100 Main Engine Remote Safety System
• The time and date
DMS 2100i Bridge Manoeuvring System The alarm horn is silenced by pressing the STOP HORN function key on the
EGS 2000 Electronic Governor System The lower part of the GOS screen displays a graphic mimic diagram which GOS keyboard. The oldest unacknowledged alarm is always displayed in the
deals with the control and monitoring information. header. Acknowledgement of this unacknowledged alarm can be made by
pressing the ACKNOWLEDGE function key on the GOS keyboard.
The main engine remote control and safety system and the bridge manoeuvring
system are described in section 2.1 which deals with main engine control and Picture Main Menu
From the alarm list acknowledgement can be performed by pointing at
manoeuvring. The engine safety system operates in conjunction with the The control and information pictures (mimics) of the UCS 2100 are accessed the unacknowledged alarm(s) marked with red text with the trackball and
universal alarm and control system. via the MAIN MENU pushbutton in the header part of the screen. Any activating the pushbutton.
of the control and information pictures can be selected by pointing at the
square located to the left of the picture text string and pressing the activation
System Overview Data Collection and Data Logging
pushbutton. The square flashes in case of an unacknowledged alarm on the
The UCS 2100 Alarm and Control System control picture area thus giving the operator a fast and safe overview of the Analogue and binary parameters may be logged on the GOS hard disk for
actual situation. later data analysis. All condition changes of parameters and values, defined
Main Features of the UCS 2100 Alarm and Control System to be logged, are stored for a period covering the previous 24 hours with
The PMS, Alarm List and Fire Overview screens can be directly accessed from a maximum of 96 hours. Compressed one-minute mean-values (optional
• A modular system assembled by using basic hardware and
the header via pushbuttons. minimum, maximum, total, actual value or number of events) are stored for a
software modules
period of 30 days.
• A system that offers a comprehensive overview of alarm,
Integrated Alarm System
control and monitoring information The GOS offers the following facilities for data analysis; trend display, data
Alarms related to the controlled machinery components can be displayed on the export, and time-related reports can be generated.
• A system that includes a complete range of standard control
corresponding screen display pictures with clear indication of the alarm state,
applications
the unacknowledged state and the cut-out state. A steady red square indicates
• An Open Automation Architecture (OAA) system that allows an acknowledged alarm, a flashing red square indicates an unacknowledged Reports Facilities
any type of external equipment to be interfaced alarm and a light blue square indicates a cut-out. By pointing at the square and The facilities of the GOS include the following standard reports:
• Redundant Network pressing the trackball’s activation pushbutton, it is possible to read the actual
• Daily reports
state, as for example an unacknowledged low alarm and alarm limits.
• Full Local Operator possibility in a distributed system • Monthly reports
In the alarm list on the GOS it is possible to obtain a common overview of all • Yearly reports
Operator control is from the graphic operator station (GOS) which is a personal present machinery alarms, manual, or automatic cut-outs and system failures in
computer (PC) operating the Stella Windows graphic environment to handle the control system. Alarm acknowledgement can be carried out directly from
the man-machinery interface (MMI). Five GOS stations are fitted around the The reports are based on the compressed data from the log. To generate a daily
the ACKNOWLEDGE function key on the GOS keyboard at the alarm watch report, the compressed one minute data is compressed further to obtain values
vessel, two on the ECR console and one each in the main switchboard room, station. Before acknowledgement the alarm horn must be silenced. This is done
ships office and bridge respectively. Control assignments within the UCS 2100 for each hour.
from the STOP HORN function key on the GOS keyboard.
are handled by Gamma micro computers, these dealing with signal acquisition,
alarm and automatic control functions. Reports can be made as detailed reports or as overview (compressed) reports.
Issue: 1 IMO No. 9297345 Section 3.1.1 - Page 2 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.1a Block Diagram of the Engine Room Alarm Monitoring System
From UCS UMS 2100 BASIC ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
24VDC ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
BAP Bridge
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 13
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 12
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 11
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 10
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 09
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 08
ALARM
ALARM
LIST
FIRE
STOP
HORN
FAULT
ALARM
ACKN.
AAP 07
GOS 5 ADD.
LIST
DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
UPS
NEL NEL NEL NEL NEL NEL NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE NANCE NANCE
220V Power Supply Bedroom Bedroom Bedroom
Manoeuvre Log
220v Power Supply
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 ACCOMMODATION ALARM PANEL
AAP 01 AAP 02 AAP 03 AAP 04 AAP 05 AAP 06
ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT ALARM FIRE FAULT
GOS BOX5
ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN. LIST HORN ACKN.
Accommodation ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
ADD. DISPLAY
CHAN- S1 S2 S3 S4 DIMMER
Bridge
LIST LIST LIST LIST LIST LIST
NEL NEL NEL NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT ALARM ALARM ALARM ALARM ALARM ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE NANCE NANCE NANCE NANCE NANCE
GOS 2 UPS A Deck Passageway C Deck Passageway
D Deck Passageway
220V Power Supply
UCS 47-55
UCS 41-46
220VAC/24VDC UPS
GOS BOX2 Engine and Cargo Control 10A BAP-Bridge
Ship Office Console 220V Power Supply AAP06-13
220V 10A BAP-ECR
Power Supply
AAP01-05
GOS 3 GOS 4 6A
220V Power Supply From UCS UPS UPS
24VDC
6A
GOS 1 UPS 10A
Alarm Printer Log Printer 6A
UMS 2100 BASIC ALARM PANEL
BAP ECR
ALARM FIRE FAULT
ALARM STOP ALARM
LIST HORN ACKN.
6A
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
UMS 2100 BASIC ALARM PANEL 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
BAP MSBD 6A
ALARM FIRE FAULT
7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM STOP ALARM NANCE
LIST HORN ACKN.
6A
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
MAN CON-
ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
7 STU 8 VWX 9 YZ 0space +/-#
ASSIST DUTY MAIN- ALARM ALARM ALARM ALARM ALARM
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS BOX3 GOS BOX4
220VAC, 3Ph
GOS BOX1
Main Switchboard Room
GAMMA GAMMA GAMMA PCS
Outstation Outstation Outstation Cabinet
Man. All Eng. Call No.1 No.2 No.3 (DMS/DPS)
Off Deadman Alarm
Man. Alarm Test
All Engineer Call
Rotating Light
Horn
Stop Horn
DMAS WARNING
DMAS Alarm
DMAS Start To Serial Interface to Voyage Data Recorder To Serial Interface to Fire Detection System
DMAS Reset Pushbutton To Serial Interface to Administration Computer To Serial Interface to Master Clock System
Pushbutton To Serial Interface to Saab Tank Monitoring System
Issue: 1 IMO No. 9297345 Section 3.1.1 - Page 3 of 8
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Detailed reports show both the 60 values for each hour and the totals for each Printers and Screen Dumps The Accommodation Alarm Panel (AAP) is installed in the cabins of the duty
day. The overview report shows the total values for the day only. The hour engineers and in the public rooms. The AAP is used for alarm signalling and
values from the daily reports are then used for generation of the monthly One graphics printer in colour or black and white for: duty call to engineers in the accommodation areas.
report, and the values from the monthly report are used for the yearly report.
Reports can be printed out automatically at a specified time or on request from • Hard copy of the total screen including all windows The Extended Alarm Display (EAD) is used together with the BAP to extend
the operator. • Hard copy of the active window of the screen the amount of information to be displayed simultaneously. The EAD is an
integrated part of the Graphics Operator Station GOS).
• Hard copy of trend curves
Other reports may be user configured.
The Log Printer is used for printing the different logs and reports.
One text printer in black and white for:
Data may also be exported in DIF file format, compatible with a number of
standard PC applications for further analysis or reporting. • Daily reports The STELLA net interconnects the outstations and is mainly used for the
interchange of information between the outstations and the graphic operator
• Monthly reports
stations (GOS) in a UCS 2100 configuration including control.
Trend Display
• Yearly reports
One to five graphs for supervised parameters can be displayed in the same The RTN 2100 panel net connects the outstations and the alarm panels.
• Trend values in tabulating form
trend display with individual colour and measuring scale. The individual
colour is used to separate the ID number, the measuring scale, the trend curve, • Status print-outs for a picture/system (System documentation)
The Alarm System for Unattended Machinery Space
and the digit value for each measurement. A zoom function is available by • Event log
selecting the new area by means of the trackball. The system provides for monitoring of sensors and alarms at a central panel in
The Alarms and Main Events are printed on the text printer directly connected the CECR and at alarm panels that allow remote alarm indication at the switch
Trend displays that are used most frequently can be accessed directly from to a Gamma micro computer, which is related to the UMS 2100 alarm handling board room, bridge, at the engineers’ cabins and in the public rooms. A printer
the command menu named ‘Graph’. The operator has access to all stored function of the system. that logs all the alarms and events is also connected to the system.
measurements from the stored log on the GOS hard disk. Trend curves, showing
values for the previous 24 hours (maximum 96 hours) or part of that period, are When the system is selected for unmanned machinery space an alarm will
based upon the continuous logged data. A trend display for a period exceeding UMS 2100 Main Components cause an audible alarm in the cabin of the engineer who has been selected
the last 24 hours (maximum 96 hours) is based upon compressed values. as the duty engineer, as well as in the public rooms, thus enabling the duty
The UMS 2100 system is formed by a number of standard hardware engineer to move freely between any of these locations and still be certain to
Parameters, which are not pre-defined for logging, may be displayed during components as follows: receive the alarm. To acknowledge the alarm, the duty engineer must go to the
on-line data collection, initiated on the request of the operator. • Outstation engine control room.
Trend curves can be printed as screen dumps, or they can be saved as a file • Basic Alarm Panel (BAP) The extended alarm display (EAD) allows for the presentation of more
on the PC hard disk for subsequent printing or analysis. The data used for the • Accommodation Alarm Panel (AAP) information, giving the operator an improved overview of the system.
trend displays are accessible on the GOS and can be printed in tabulated form
on a printer. • Extended Alarm Display (EAD)
General Introduction to the UMS 2100 System
• Alarm / Log printer
The purpose of an alarm and monitoring system is to collect the information
Event Log • STELLA net concerning the safety on board the ship and to monitor the alarm situations.
Main events such as running feedback signals from motors and engines can be • RTN2100 - Panel net After discovering an alarm situation the system has to announce this to the duty
automatically logged on the alarm and event log printer, giving the engineer a personnel, ie. the following main tasks must accomplished by the system:
complete machinery log. The Outstation handles the functions of the alarm detection, and additionally • Acquisition of supervision data, ie. sensor values
one of the outstations can control the alarm panels (basic alarm panels and
All events, such as commands and feedback changes, may also be logged on accommodation alarm panels). • Detection of alarm states, ie. illegal values or states
the GOS hard disk. The log is accessible on the GOS and may be printed on a • Announcement of detected alarms
printer, either on request as a report or continuously. Basic Alarm Panels (BAP) are installed on the bridge in the engine control
room and in the main switchboard room. The BAP provides the operator with • Supervision of duty engineer response
The commands are only included in the log on the specific GOS from which all of the necessary facilities for use of the alarm system including alarm • Logging of alarms and events
the command is actually activated. acknowledge, duty engineer selection, control of printer etc.
The alarm system gathers raw data by the use of its input channels which are
connected to the various sensors.
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Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.1b Operator Panel / UMS 2100 Basic Alarm Panel
UMS 2100 BASIC ALARM PANEL
Lyngsø Marine
ALARM STOP ALARM
LIST HORN ACKN.
ADD DISPLAY ADJUST
LIST CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI
GHI 4 JKL 5 MNO 6 PQR
DEAD PRINTER ME SHUT ME SLOW ME G/E MISC.
WATCH ESC ENT
MAN CONTROL DOWN DOWN ABNORM. ABNORM. ABNORM.
CANCEL CANCEL
77 STU 8 VWX 9 YZ O SPACE +/-
ASSIST MAINTE- UMS/UCS
DUTY BILGE FIRE
CALL NANCE ALARMS
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Document Section 3: British Cygnet Date: August 2005
The collected data is passed on to the monitoring channels which interpret the Alarm Lists from the cabin of the duty engineer the horn/buzzers in the accommodation
data and convert it into information. An alarm will be presented to the engineer as an alarm in general and also by area and on the bridge will be silenced, but the horn in the engine room and
an alarm group LED which will enable the engineer to determine the nature of the alarms must still be acknowledged from the watch station.
A monitoring channel is a piece of software which is able to: the alarm quickly, eg. if it comes from the main engine, pumps, power plant,
fire, etc. The horn/buzzer can be stopped locally in the public rooms, but this will not
• Read an input
be interpreted as an acknowledgement of the duty call.
• Translate the input value/state into understandable information
The UMS 2I00 system can handle up to 100 alarm groups or lists and each
and compare the value/state in order to preset the alarm limits/ In case the alarms have not been acknowledged within a predetermined time,
individual alarm may be assigned a maximum of four of these groups or lists
states typically 3 minutes, an ALL ENGINEERS CALL will be announced on all of
at a time.
• Announce an alarm the panels. If the buzzers and horns are activated due to an ALL ENGINEERS
While the alarm LED is active at those panels where alarms are directed the CALL these can only be silenced by the acknowledgement at the watch
alarm group LEDs are never suspended. These will always display the status station.
When the UMS 2100 detects an alarm it is announced both by a visual signal
and an audible signal and on the various types of text displays. of the group to which they are assigned.
Any of the AAPs located in the cabins of the duty officers can be made to
The alarm groups feature the following states: function in the same way as the panels in the public rooms. This means that a
In response to the alarm announcement the engineer must stop the buzzer/ cabin panel which is not selected on duty, can be selected to give alert as the
horn and acknowledge the alarm to confirm that he is aware of what has • No alarms and no unacknowledged alarms in a group alarms occur.
happened.
• Alarm in a group. Includes ‘signal validity failure’ (sensor
failure) Selection of Duty Engineer/Back-Up Engineer
If the engineer does not respond to the alarm announcement within a preset
time (adjustable), the UMS 2100 system will announce the alarm in all possible • Machinery alarm in a group. Excludes ‘signal validity failure’ One engineer can be selected as duty engineer at a time. When selected on duty
locations to make sure that the alarm is noticed. • Unacknowledged alarms in a group he is called in his cabin immediately an alarm occurs in the alarm system.
An alarm has four states: The selection of a duty engineer and/or a back-up engineer is made from a
The Bridge and Accommodation Alarm System predefined basic alarm panel (normally the watch station). When selecting
• Normal
In addition to the individual alarm announcements and the group alarms, the a duty engineer the accommodation alarm panel in the engineer’s cabin will
• Present but not acknowledged UMS 2100 has the facility for advising duty engineers of the occurrence of give a steady sound which must be silenced/acknowledged on the panel.
• Normal and not acknowledged new alarms, thus making it possible to operate the vessel with an unmanned Alternatively, the UMS 2100 system can be customised in a way that the
machinery space. The advising of the duty engineers takes place through the duty engineer selection can be acknowledged from the panel from where the
• Present and acknowledged
accommodation alarm panels (AAPs) which are located in the cabins of the selection was initiated.
duty engineers/public rooms and on the basic alarm panels (BAPs) located on
The alarm announcement refers to the announcement of a new alarm, ie. an
the bridge, in the ECR and in the main switchboard room. Selection of the duty engineer may also be made at the GOS via the header
alarm which has changed from being not present to being present but not
in any screen using the trackball. There are two engineering watch station,
acknowledged. An alarm announcement includes the use of both the buzzer
the cargo and engine control room (CECR) or the main switchboard room
and the alarm LED on the alarm panels where it is to be announced and in Duty Engineer Watch System
(MSBR), and selection may be made at the GOS in either watchstation.
addition external horns and lamps are used. At the appearance of a new alarm the UMS 2100 provides selective, automatic
call (duty call) in the accommodation area. At the header display the trackball pointer is moved to DUTY and clicking the
The alarms are always announced in at least one location (the watch station),
trackball brings up the MACH ALM SYS subscreen. This indicates the current
and must always be acknowledged from there within a preset time otherwise Selective means that it is possible to select one engineer as duty engineer watchstation and the current duty engineer; changes can only be made at the
an alarm will be triggered to call other engineers. and that this engineer officer will be able to move freely around the ship’s current watch station so if the GOS is not the current watchstation this must be
accommodation area. changed. Changes are password protected and the password must be entered
The watch station is the centre of the alarm system, and it is from here that
before any change can be accepted. Clicking on WATCH in the MACH ALM
the alarms must be acknowledged. Except for the use of the manual cut-outs, When a duty engineer is selected the accommodation alarm panels in the SYS screen brings up a list of choices for the watchstation and one of these
the alarm announcement cannot be suppressed on the watch station panel public rooms also give an alert as the alarms occur. In response to a duty must be selected. If a change is made this becomes effectively immediately.
regardless of any of the UMS 2100 functional modes. The audible alarm may call the duty engineer must perform the same actions as for a normal alarm
be silenced at an accommodation panel but the alarm condition still exists and announcement; first silence the horn/buzzer and then acknowledge the alarm Selection of the duty engineer is the same except that trackball pointer is
must be acknowledged at the control station in order to prevent an all engineers at the watch station. clicked on DUTY in the subscreen and this brings up the password request.
call.
After correct entry of the password a list of duty engineers is presented and the
The duty selection itself must also be acknowledged, but this is simply done desired duty engineer is selected from the list. The back-up engineer may be
Other locations at which an alarm is announced depends on whether or not the from the cabin of the engineer on duty. If the duty call has been acknowledged selected in the same manner if required.
watch station is attended or if a duty engineer has been selected.
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Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.1c Extension Alarm Panel Accommodation
UMS 2100 ACCOMMODATION ALARM PANEL
Lyngsø Marine
ALARM STOP ALARM
LIST HORN ACKN.
ADD DISPLAY
LIST CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI
GHI 4 JKL 5 MNO 6 PQR
ME SHUT ME SLOW ME G/E MISC.
DOWN DOWN ABNORM. ABNORM. ABNORM. ESC ENT
CANEL CANEL
77 STU 8 VWX 9 YZ O SPACE +/-
ASSIST MAINTE- UMS/UCS
DUTY BILGE FIRE
CALL NANCE ALARMS
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Document Section 3: British Cygnet Date: August 2005
The watch station may be toggled between attended and unattended depending The dead man alarm system can be activated/deactivated in two ways, either
upon requirements in a similar way to selecting the watchstation except that the from a specified Basic Alarm Panel or from the pushbutton located by the
current status, attended or unattended, is clicked and the other option selected. entrance to the engine room stairway on A deck.
The change becomes effective immediately and alarms are routed accordingly.
When unattended is selected the cabin of the previously selected duty engineer The dead man system is activated by the enginner entering the engine room
receives the alarm calls. during an unattended operating period, by pressing the activation pushbutton
at the top of the engine room entrance starway on A deck. Whilst the engineer
remains in the engine room and the engine room remains in unattended mode,
DPS 2100 Main Engine Remote Safety System the engineer must press a dead man reset button at intervals not exceeding 20
minutes otherwise an all engineers alarm is initiated and an alarm is activated
The engine safety system (DPS 2100) is installed in parallel with the bridge
on the bridge.
manoeuvring system (DMS 2100) but is designed to monitor and protect the
propulsion plant independently of the DMS. The DPS 2100 protects the plant
Dead man reset poushbuttons are located on the alarm columns and at other
against inadmissible operating states and an alarm is not created until one of
specific locations such as the main switchboard room.
the limit values is exceeded. All limits are set to values which are below those
at which the engine might be endangered. The alarms are visually indicated on
the assigned operating panel and audibly by means of a buzzer.
The DMS 2100 is covered in section 2.1.2 and the DPS 2100 in section 2.1.3.
Details of facilities and operation of these systems are provided in those
sections but it must be appreciated that the DMS 2100 and the DPS 2100
operate in conjunction with the UCS 2100.
It is essential that the operating engineer understands the functioning of the
DMS 2100 and DPS 2100 systems and appreciates their link with the EGS
2100 system.
Dead Man Alarm Systems
The dead man alarm system provides a safeguard for the duty engineer who
enters the machinery space during periods of UMS operation in response to an
alarm or for any other reason. Should that engineer get into difficulties whilst
alone in the machinery space the dead man system provides an indication to
others that the engineer is in the machinery space but unable to respond by
activating a response button.
The UMS 2100 system handles the dead man alarm systems for the engine
room. If the dead man alarm system has not been acknowledged regularly
from either the reset pushbuttons or from a specified Basic Alarm Panel an
alarm will be raised, first in the cabin of the selected back-up engineer and
afterwards, if no attention has been paid to the alarm, in all of the engineers’
cabins and in the public rooms. A warning will be given before the dead man
alarm is released.
Reset of the dead man timer is made from a specified Basic Alarm Panel from
where the password protected adjustment of the timer (reset period) takes place
also.
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Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.2a Group Operator Station Main Menu
UCS 2100 Lyngso Marine 18/10/03 14:52:24
File Area Diagram Graph Event View Window Help
Alarms: 10 Watch: ECR ATTENDED Fire Overview Ackn.
Manual Supress: 18 Duty: 2ND ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu
Main Menu
Alarm Groups Standard Control Diagrams Control Mimics
MAIN ENGINE SHUT DOWN Thermonitor Power Management
MAIN ENGINE SLOW DOWN Main Engine F.O /L.O Heavy Consumers
ME ABNORMAL Main Engine Misc. Running Hour Counters 1
G/E ABNORMAL Low Temp. Fresh Water System Running Hour Counters 2
MISC. ABNORMAL Performance Running Hour Counters 3
BILGE F.O. Transfer System Standby Pumps 1
FIRE L.O. Purification System Standby Pumps 2
Main Steam System Compressors
Configuration Pump States
SY System Alarms Propulsion Control System Flow Counters
Trim and List
Fire Groups
Fire Overview EAD Displays
ACC. "D" and Nav. Bridge Deck
ACC."B" and "C" Deck No.1 Main Generator Event Log
ACC. Upper Deck and "A" Deck No.2 Main Generator Journals
Casing and Funnel No.3 Main Generator Bargraph
2nd Deck Display Channel
3rd and 4th deck
Floor and Bosun Store
Pump Room
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3.1.2 Operator Stations • On the display of the operating panel in general The keyboard is a standard PC keyboard. In addition to the letter and number
keys the keyboard is also equipped with 12 function keys, some of which
• In the alarm list
The operator panel is located at the operator station. This has function keys are used for dedicated purposes in connection with the GOS operation. The
with LED check back indicators. The keys are as follows: trackball is used to move the pointing arrow (cursor) around the screen.
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the
• Alarm acknowledgement keys LEDs ALARM and the LED in the button SHUTDOWN are illuminated.
General Group Operator Station Layout
• 1 alarm list key As the emergency stop pushbuttons are mechanically built as switches, the
The display is divided into two main parts, a header window and a working
• 1 stop horn key stop order remains active until the pushbutton(s) used for emergency stop are
area window. The header window is always present and displays the Header
pressed again to switch them off. When the emergency stop is switched off, the
• 1 dimmer key Diagram for the actual operator station.
shutdown has to be reset.
• 1 maintenance key
The working area window displays selectable diagrams which are used to
• 1 edit key Operating and Indication Panel control and supervise the machinery components, eg. alarm lists or mimic
The operating panel provides a number of keys which allow communication diagrams. When the GOS is powered up, the working area window will display
• 1 menu key
with the DPS 2100. The keys are directly functional or used to select menus the main menu from which access is granted to the other diagrams and lists.
• 1 ESC key and lists. A description of the keys and their function is given in section 2.1.3
• 1 enter key Main Engine Safety System. A description of the functions available from In addition to the two main windows there is a caption bar in the top of the
the DPS 2100 operator panels is also given in section 2.1.3, including the screen displaying the date and time, and a menu bar from where various
• 4 cursor control keys functions of the GOS can be controlled.
procedure for changing parameter values.
• 12 alphanumeric/function keys
Section 2.1.3 should be read and understood before any attempt is made to Caption:
• 4 S keys
operate the system. In the caption the date and time is displayed, date and time can be
displayed as UTC time or as Local time. Additionally it is possible to
The panel has a display with 4 lines having 40 characters each. The display and indicate the type of time, UTC, LT (local time) or actual time zone.
the keys are equipped with a background illumination which can be dimmed. The Graphic Operator Station
Menu Bar:
The Graphic Operator Station (GOS) is the operator interface for control and In the menu bar various drop down menus can be activated, these
supervision of the machinery components and the GOS is also the interface for
Operating Facilities menus are used to operate some of the functions of the GOS.
alarm handling in the UCS 2100 system.
Header :
The DPS 2100 provides the following operating facilities:
The GOS is based on a Windows environment, allowing the screen to be The header window contains the header diagram.
EMERGENCY STOP pushbuttons are located as follows: divided into several areas (windows), the composition of the visible windows
being decided by the operator. The header diagram displays important information from the alarm system
• On the bridge main control console related to the GOS, such as number of alarms, number of unacknowledged
• On the ECR console at the Main Engine Indication panel in the In addition to the main windows, the system makes use of dialogue boxes alarms, watch location and duty officer and, most importantly, the oldest
cargo and engine control room which are used for both presenting information to the user as well as enabling unacknowledged alarm. The header diagram also includes short cuts (selection
the user to control the system. The dialogue boxes appear when the trackball buttons) to some often used functions eg. the Main Menu Diagram, the Alarm
• In the main switchboard room is used to select certain items from the menu system and such boxes provide List, Stop Horn and Acknowledge.
• On the local panel in the engine room additional information regarding a component or system.
Working Area:
Although a keyboard is provided selection of items and most other functions The working area can contain many different lists or diagrams, the
Emergency Stop
can be carried out by using the trackball alone. most important is listed below:
The emergency stop pushbuttons are wired in parallel with one contact each
directly to the emergency stop solenoid. A second contact of each pushbutton is
The Group Operator Station Components Lists:
wired to the DPS 2100 as individual digital input. A collective output is wired
to the emergency stop solenoid. The emergency stop buttons are provided with The GOS is a personal computer (PC) built into the console, the parts being the • Alarm list
covers to prevent accidental actuation. computer, the screen, the keyboard and the pointing device.
• Alarm group
Pressing any EMERGENCY STOP pushbutton leads to an immediate stop The screen operates in graphic mode at all times and any mix of graphic and • Failure lists (sensor fail, device fail)
of the main engine. The emergency stop is recorded in the DPS 2100 and text information can be presented simultaneously.
indicated: • Suppression lists (cut out, simulated)
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Document Section 3: British Cygnet Date: August 2005
Diagrams: red symbol indicates that an unacknowledged alarm exists. A left click on the A left click on the DISPLAY CHANNEL text will open the display channel
button will acknowledge the oldest unacknowledged alarm, the alarm text for diagram for this alarm channel. The display channel diagram shows detailed
• Mimic diagram this alarm is also shown in the bottom line of the header. It is only possible to information for the alarm channel set up, such as alarm delay, alarm limits,
• Function block diagram acknowledge alarms which are visible. connection terminals, cut out and simulation status; some aspects of the set up
can also be changed from the display channel diagram eg. delays and limits.
• Graph diagram
The horn and acknowledge buttons will only function and indicate an active
• Bar graph diagram state if the GOS is the actual watch station for the alarm system of the new
Different States of an Alarm
alarm.
1. New Unacknowledged Alarm
Operating the Graphic Operator Station A new unacknowledged alarm is indicated with the time the
Main Menu Diagram
alarm started. The alarm can be acknowledged by left clicking
A diagram on the screen consists of a static background drawing with some The Main Menu is the overview diagram at the top of the diagram hierarchy, on the button showing three exclamation marks; this will also
dynamic objects to indicate alarms, measurements and states for machinery from this diagram there is connection to all other mimic diagrams in the system. acknowledge all other unacknowledged alarms visible in the
components. Some of these dynamic objects are also active areas from which It is possible to open diagrams and alarm groups directly from the main menu current page of the alarm list. Note that alarms cannot be
an action can be carried out. This action can, for example, be to open another diagram or to open other overview diagrams for certain parts of the system. acknowledged whilst the horn is sounding.
diagram, to acknowledge an alarm or to send a command to a machinery
component. 2. New Unacknowledged Alarm, Selected
Alarm List
A new unacknowledged alarm which has been selected by a left
On the screen is a pointing device, (the cursor) which can be moved around An alarm list is a list of all standing alarms, both acknowledged and click somewhere on the alarm identification line is indicated by a
the screen with the trackball. The cursor is used for pointing out active areas unacknowledged, in the alarm system. The UCS 2100 system can include from blue background colour. A selected alarm can be acknowledged
in the screen diagrams, such as items in the main menu list. The cursor (tip of 1 to 4 alarm systems (eg. machinery alarms and bridge alarms), and each alarm by left clicking on the button showing one exclamation mark;
the arrowhead) must be placed inside the active area in order to open a new system has its own alarm list. this will only affect the selected alarm. Note that alarms cannot
diagram or select an object to give commands to a machinery component. The be acknowledged whilst the horn is sounding.
active area is indicated by a frame when the cursor is inside the area. One alarm occupies one line in the alarm list. The alarms are sorted by starting
time, so the oldest alarm is at the top and the newest alarm is at the bottom of 3. Unacknowledged Alarm that has Turned Normal Again
If the active area is an ‘open a new diagram’ area, the matching diagram the list. If the alarm is more than 24 hours old the starting time is exchanged An unacknowledged alarm that has turned normal again
will be opened by a left click. If the active area is indicating an alarm a right with the starting date. is indicated by removal of the start time and the state text
click will open the alarm menu, and if it is unacknowledged a left click on is changed to NORM but still flashing. The alarm can be
the acknowledge text will acknowledge the alarm, or a left click on the text The alarm list can display all alarms defined in the alarm system. Normally up acknowledged by left clicking on either of the exclamation
DISPLAY CHANNEL will open a dialogue box with detailed information of to 20 alarm lines can be shown on the screen, if the actual number of alarms mark buttons. Note that alarms cannot be acknowledged whilst
this alarm. is greater than this it is indicated in the bottom of the list. The rest of the the horn is sounding.
alarms can be seen by scrolling in the alarm list using the PAGE UP and PAGE
Description of Lists and Diagrams in the Graphic Operator DOWN keys or by making a left click on one of the scroll buttons. 4. Standing Alarm
Station The alarm line is a standing acknowledged alarm, the state text
The colour of the text in the alarm list is normally green, except for the STATE is steady red, and the starting time of the alarm is indicated.
Header Diagram text. The colour of the ‘State’ text is controlled by the priority of the alarm.
The header diagram contains important information for the alarm system/ For priority 1 the colour is red, for priority 2 the colour is magenta and for 5. Standing Alarm, Older than 24 Hours
systems to which this GOS has access. The UCS 2100 system can have from priority 3 the colour is yellow. The STATE text is flashing as long as the alarm A standing acknowledged alarm older than 24 hours, the state
1 to 4 alarm systems, eg. one for machinery alarms and one for cargo alarms. is unacknowledged. text is steady red, and the starting time is indicated as a date. If
Each GOS can have access to one or more of these alarm systems. needed the time can be found in the Event Log.
A right click on an alarm line will bring up a small menu with two texts,
Besides alarm system information, the header also includes short cuts to some DISPLAY CHANNEL and ACKNOWLEDGE. 6. Alarm that has Turned Normal Again
of the most used diagrams, such as the main menu, the PMS system, alarm lists An acknowledged alarm that has turned normal again is
and the fire system overview. The short cuts are shown as windows buttons, a The ACKNOWLEDGE text is disabled (it is not possible to select, if it is shown indicated by grey text, the state text NORM and no starting
left click on the button will open the matching diagram. in grey) if the alarm is acknowledged, if the horn is not silenced or if this GOS time indication. This line is not removed automatically as this
does not have the right to acknowledge the alarm. If the ACKNOWLEDGE could cause confusion when the other lines are moving while
The header also includes a button for stopping the horn (a horn symbol); a text is enabled (possible to use, shown in black) the alarm can be acknowledged being looked at. The line will be removed when left clicking on
red symbol indicates that the horn is active, a left click on the button will by making a left click on the ACKNOWLEDGE text. the bottom, if another page is selected or if the alarm is closed.
silence the horn. The header also includes a button for ACKNOWLEDGE, a
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Document Title: Machinery Operating Manual Revision: 1
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Alarm Groups Additional Lists Configuration Includes
An Alarm Group list is a list of all alarms included in this group, independent Type: Analogue / binary
of the alarm state. The UCS 2100 system can have up to 100 alarm groups. Additional lists is a set of lists for alarm channels in a certain state, there is one
Alarm System: The name of the alarm system to which alarm
set of additional lists for each alarm system.
channel belongs.
The layout of the list and the alarm lines are the same as for the alarm list,
Additional lists include the following lists: Outstation: The name of the outstation where the Gamma PLC is
but the list is sorted alphabetically after the ID. Alarms in an alarm group
located.
can have more states than in the alarm list, because some of the states of the
alarm channel are moved to separate lists eg. cut out list or list of simulated Addr.: The address (unit number) for the Gamma PLC on
Suppression Lists
channels. the Stella network.
Simulated Channels List of all channels that are in simulation mode.
The possible states (state texts) for an alarm channel in a Alarm Group are Alarm Groups
listed below: Automatic Suppressed List of all channels that are suppressed by automatic
‘cut-out’. Each alarm channel can be included in 0 to 4 alarm groups. The alarm groups
State Appearance Description in which this alarm is included is indicated in the Alarm Group field.
NORM Steady green The alarm channel in normal state Manual Suppressed List of all channels that are manually suppressed ie.
i.e. no alarms and no failures. If a left button click is made at the right of the name of the alarm group, the
manual ‘cut-out’.
matching alarm group diagram is opened.
ALM Flashing red Unacknowledged alarm, priority 1.
Failure Lists Channel Parameters
ALM Steady red Acknowledged standing alarm, Device Fail List List of all channels with device fail (hardware fail in Limit: Binary alarm channels have only one limit. Analogue
priority 1. the Gamma PLC or power fail to the Gamma PLC). alarm channels have from 1 to 3 limits, if more than
one limit is active at the same time, the message
ALM Flashing magenta Unacknowledged alarm, priority 2.
Sensor Fail List List of all channels with sensor fail ie. input from text for the highest number will be displayed in the
sensor is outside the defined range. Alarm List.
ALM Steady magenta Acknowledged standing alarm,
priority 2.
Alarm List, Only High Priority Alarms Type: Binary / low limit / high limit.
ALM Flashing yellow Unacknowledged alarm, priority 3.
Alarm List Priority I Alarm list only including alarms with priority 1.
Message: Displays the message text that is defined for this
ALM Steady yellow Acknowledged standing alarm,
limit, defined during commissioning.
priority 3. Alarm List Priority 1+2 Alarm list only including alarms with priority 1 or 2.
FAIL Flashing red Unacknowledged alarm for sensor Prio.: Priority of the alarm channel, 1 - 3 for alarms and
Additional lists have the same layout as the alarm list and alarm group lists and
fail. 4 for event. Priority is used to select the colour of
the operation of the list is the same, ie. it is possible to acknowledge alarms and
the state text and indication in mimic diagrams,
open the ‘Display Channel’ diagram.
FAIL Steady red Acknowledged sensor fail, outside priority 1 is red, priority 2 is magenta, priority 3
normal range. is yellow and priority 4 white. The priority is also
Display Channel Diagram used to select which alarm to include in the alarm
NORM/CA Steady blue Alarm channel with standing alarm The display channel diagram shows detailed information of an alarm channel, list if ‘Only priority 1 alarms’ or ‘Only priority 1 +
where the alarm is suppressed by a and it is also possible to adjust some parameters for the alarm channel, these 2 alarms’ are selected in the additional list dialogue.
cut-out. adjustments are protected by password level 1. Alarms with priority 4 are not shown in the alarm
list, but can be included in an alarm group and shown
? Steady white The display channel diagrams are divided in smaller areas matching the various on a mimic diagram.
functions that are available.
All state texts can be extended with an ‘S ‘ in the beginning, eg. ‘S NORM’ Value: Limit value for analogue channels, not used for
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode. The various functions in the Display Channel diagram are described below. binary channels. The adjust dialogue can be opened
In simulation mode the displayed value is manually keyed in and has no The top line is the same line as displayed in the alarm group/alarm list for this by a left button click at the end of the line.
connection to the input from the sensor. alarm. This line includes ID for the alarm channel, description, alarm state,
message text, value (only for analogue channels) and start time for the alarm
(if active).
Issue: 1 IMO No. 9297345 Section 3.1.2 - Page 4 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Delay on/off: Delay on is the time from which the limit is exceeded Mod. ID: ID for input module of the Gamma PLC only for Control Right Diagrams
(analogue) or the input is activated (binary) until the sensor inputs.
alarm is announced by horn and displayed in the The UCS 2100 system includes a ‘Control Right Function’ for machinery
alarm list. components (function blocks).
Terminal: Connection terminals on the input module of the
Delay off is the time from which the limit is no Gamma PLC, only for sensor inputs.
longer exceeded (analogue) or the input is suppressed The control right function will allow a machinery component (eg. a controller)
(binary) until the alarm is removed from the alarm to be controlled only from one location (eg. ECR or bridge) at a time. This
list. Range: Sensor range. means that if the control right for a certain machinery component is assigned
The adjust dialogue can be opened by a left button to the CECR console, control of this component is blocked from a GOS in any
click at the end of the line. Channel Time other location of the ship. Control from the LOP (Local Operator Panel) is not
influenced by the control right system. If there is more than one GOS in one
M.cut: Manual cut-out indicates an ON if the alarm is Channel time is the time for latest change of state for this alarm channel. The location (such as the CECR) they will have equal rights, as control right is
suppressed by a manual cut-out. This feature can be following state changes will set the time that the alarm occurs, the alarm turns assigned to the location and not to a specific GOS. The control right function
used if there is a sensor fail or the machinery system normal, the cut-out activated and the channel set in simulation. is disabled.
is under repair to avoid false alarms.
Manual cut-out can be switched on and off from the
Simulation Procedures for Using the Graphic Operator Station
adjust dialogue, this can be opened by a left button
click at the end of the line. All alarm channels can be set in simulation mode. In this mode there is no
connection to input signals for the alarm channel, but the input value can be set
Open Alarm List
Normally cut-out for all limits of the alarm channel
is from limit 1, and the on/off text is only displayed manually. A left button click will open the simulation dialogue.
The alarm list can be opened in any of the following ways:
for limit 1. In some cases there can be separate cut-
out for each limit: this is indicated by an on/off text Data Log a) Click with the left trackball button with the cursor pointer on the
in each limit. screen ALARM LIST button in the header.
The UCS 2100 system is able to print a log of the actual values for selected
alarm channels, this function is called the Data Log. The selection of each
Channel Calculation alarm channel can be changed in the Data Log selection dialogue, which can b) Press the F2 function key at the keyboard.
be opened by a left button click.
In the channel calculation field is displayed which signals are used to calculate c) Click with the left trackball button with the cursor pointer
the state of the alarm channel. located on the text diagram in the menu bar; this will open a
There is one data log for each alarm system.
drop down list of diagrams. Select Alarm List with the cursor
For analogue channels 1 - 3 inputs signals can be used; a main signal, one and click with the left key.
Printing of the data log can only be started from the basic alarm panel
signal that is added to the main signal and one signal that is subtracted from
by pressing the key PRINTER CONTROL, soft key MORE and soft key
the main signal.
DATALOG. Open Lists for Cut Out, Simulation, Sensor Fail or Device
For binary channels 1 or 2 signals can be used, the calculated signal is a logical Fail
operation between the two signals, AND, OR, XOR and XNOR can be used. Toolbar
The window toolbar allows certain functions to be carried out by clicking on These lists can be opened using the dialogue box ‘Additional Lists’, Additional
Each signal is specified in one line with the following information: the selected icon displayed in the toolbar using the trackball left button. The Lists can be opened in any of the following ways:
name of the icon is displayed when the cursor is moved over the icon.
Signal: Indicates how this signal shall be used in the a) Click with the left trackball button with the pointer cursor on the
calculation, Main, Add, Subtract analogue channels, ADDITIONAL LIST button ADD LISTS in the header.
and Main, NOT, AND, OR, XOR or XNOR for
binary channels. b) Press the F5 function key at the keyboard.
c) Click with the left trackball button with the cursor pointer on the
Type: Indicates the type of signal. The following types are text diagram in the menu bar. This will open a drop down list of
available sensor input, another monitoring channel, diagrams select ADD LIST with the cursor and click with the left
constant, serial input, SLS point and an alarm group. key.
ID/Name: The ID and name for the signal.
Issue: 1 IMO No. 9297345 Section 3.1.2 - Page 5 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Open Alarm Group Diagram Open Display Channel Diagram Key in Simulated Value for Monitoring Channels
Most important alarm groups are listed in the main menu diagram and these Open display channel diagram for a specific channel is made in different ways
can be opened by a click of the left trackball button in the matching active area. depending on which diagram is currently open. A monitoring channel can be set to simulated mode. In this mode the channel
Both the text and the square of the alarm group is active. will not display the value from the input sensor, but a simulated value keyed in
from the simulation dialogue box.
From the Menu Bar
If the desired alarm group is not shown in the main menu a list of all alarm • Open the Display Channel diagram for the channel in question
groups in the system can be opened in one of two ways: • Click with the left trackball button on the word DIAGRAM (see above).
• Click with the left trackball button on the text DIAGRAM in the Menu bar, this will open a drop down list of diagrams. • Click on the ADJUST button in the Simulation field. The screen
in the menu bar, this will open a drop down list of diagrams. Select DISPLAY CHANNEL with the cursor and click with the will prompt for a level 1 password, and when this is entered the
Select ALARM GROUP with the cursor and click with the left left button. dialogue below will open.
trackball button. • This will open the Display Channel diagram and a list of all • Enable simulation (On) and key in the value to be displayed,
• Press the F4 function key at the keyboard. Select the desired channels. Select a channel from this list by clicking on the line click the OK button.
alarm group by a left click on the text and make a left click on and click on the OK button (or make a double click on the
the OK button. line).
Changeover Control Right for a Machinery Group (Currently
From the Function Keys
Disabled)
Stop Horn
• Press the F8 function key at the keyboard.
When the horn is sounding it can be stopped in one of the following ways:
This will open the Display Channel diagram and a list of all • Changeover of control right for a machinery group is carried out
channels. Select a channel from this list by clicking on the line from the Control Right Change Over diagram.
a) Press the Fl1 function key at the keyboard.
and click on the OK button (or make a double click on the • Open this diagram by making a left click on the CONTROL
b) Click with the left trackball button with the pointer cursor on the line). RIGHT button in the header.
horn symbol button in the header. • From a list (alarm list, alarm group, additional lists and • Find the row for the machinery group in question and click on
journals) make a right click somewhere in the channel line, this the button with the name of the new control location. Then the
c) The horn can also be silenced by a press on the STOP HORN will open a small pop-up menu. From this menu the Display name in the column Actual Control Location will change to the
key on the basic alarm panel. Channel diagram can be opened by a left click on the DISPLAY new location, control from the old location will be disabled and
CHANNEL text. control from the new location will be enabled.
Acknowledge Oldest Unacknowledged Alarm • From a mimic diagram make a right click on the icon, this
The oldest unacknowledged alarm is always displayed in the header (lowest will open a small pop up menu. From this menu the Display
line if it is a multiple alarm system header). This alarm can be acknowledged Channel diagram can be opened by a left click on the DISPLAY
in one of the following ways: CHANNEL text.
a) Press the F12 function key at the keyboard. Change Alarm Limits, Delays and Cut-Out State
b) Click with the left trackball button with the pointer cursor on the Limits and delays can be changed for monitoring channels from the Display
ACKNOWLEDGE button in the header. Channel Window.
• Manual cut-out can also be enabled or disabled from the Display
Acknowledge Alarms Channel window.
Unacknowledged alarm in lists are indicated by flashing ‘State’ text. These • Open the Display Channel diagram for the channel in question
alarms can be acknowledged in one of the following ways: (see above).
a) Make a right click somewhere in the alarm line, this will • Click on the ADJUST button at the end of the limit that has to
open a small pop-up menu. From this menu the alarm can be be changed, and the screen will prompt for a level 1 password.
acknowledged by a left click on the ACKNOWLEDGE text. Enter the password and a dialogue will open.
• Change limit, delay or cut-out from the dialogue and click on
the OK button. The change will be activated immediately.
Issue: 1 IMO No. 9297345 Section 3.1.2 - Page 6 of 6
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.3a Group Operator Station Example Screen Display
UCS 2100 Lyngso Marine 29/10/03 14:52:24
File Area Diagram Graph Event View Window Help
Alarms: 10 Watch: ECR ATTENDED Fire Overview Ackn.
Manual Supress: 18 Duty: 2ND ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu
Main Menu
TURBOCHARGER
45.3°C
TO SUMP TANK
1.9bar
M/E
Others 44.5°C
CYL. OIL STR. TKS
7 6 5 4 3 2 1
H.F.O. SERV TK
82.3 M3 46.3 M3 45.3 M3
F.O. INJ. PUMP LIFTED AIR
D.O. SERVICE TK F.O. LEAK COOLER
8.0bar L.T.F.W
34.4 M3 OMD FAIL
81.1°C CRANK.C.OIL MIST H
133.2°C
LAL 8.5bar LAL
74.4m3 31.4m3 1 l/hour
11.00cSt CLO. MEAS.TK
LAL LAL P.C.O 3 M3
OUT LOW
TEMP FLOW
1 44.6C
2 44.5C P.C.O.
3 44.5 C
4 44.6C
F.O. PURIFYING
5 44.5C
M/E F.O. 6 44.6°C
44.6C BEARING L.O.
SUPPLY UNIT
MASTER STAND BY 7 44.5C 2.0 bar M/E MAIN L.O.
FILTER
1 2 INT SHAFT DIFF. PRESS.
BRG.
MASTER
1 THRUST PAD M/E SUMP TANK MASTER
4.0bar
45.4°C
31.4m3 1 MAIN
37.6°C
2 24.6m L.O.
MAIN F.O. CLRS
274l/hour MAIN L.O. 2
DPAH BOOST. LAL
STAND BY PUMPS PUMPS
L.O. PURIFYING
MIXING STAND BY
TANK
Issue: 1 IMO No. 9297345 Section 3.1.3 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.1.3 SCREEN DISPLAYS Fire Group • Pump States
• Fire Overview • Flow Counters
The screen displays at the Graphic Operator Stations (GOS) operate in a
standard Windows environment. The GOS screens divided into two parts, a • Acc. D & Navigating Bridge Deck • Trim & List
header window and a selectable working area window, which will be a control
overview or an alarm list. The menu bar and header with status information are • Acc. B & C Deck
EAD Displays
always present. For enhanced safety the header constantly displays the most • Acc. Upper Deck & A Deck
essential information from the alarm system, independent of the actual control • Event Log
• Casing & Funnel
assignment, such as:
• 2nd Deck • Journals
• Oldest unacknowledged alarm
• 3rd & 4th Deck • Bargraph
• Number of present and unacknowledged alarms
• Floor & Bosun Store • Display Channel
• Number of present cut-outs (inhibited alarm channels)
• Pump Room
• Actual watch station, duty officer and back-up officer Control from Screen Displays
• Date and time
Standard Control Diagrams It is possible to control items such as pumps and compressors from the screen
Below the header, pictures with symbolic representation of the control objects, displays of a GOS but that GOS must have control rights: the location of the
• Thermonitor
such as pumps, enable remote control of the controlled machinery components GOS must be selected as the watch station.
and group of machinery components. Control is easily carried out by using • Main Engine FO/LO
the point-out and pop-up menus. The alarm information is clearly indicated by • Main Engine Misc. To select a pump for operating via the GOS the pump must be able to operate
means of a graphic alarm symbol placed close to the symbol for the machinery under remote control via the GOS and it must be selected for REMOTE at its
component. • Low Temp FW System main starter (at the control panel in the main switchboard room). The control
• Performance mimic containing the desired pump is called up from the main menu and left
clicking on the pump icon with the trackball will bring a drop down menu to
Picture Menu on the Graphic Operator Stations • FO Transfer System the screen display. This drop down menu contains the pump identifier and the
• FO Purification System options RESET, STOP, MASTER and STANDBY. Clicking on the desired
The alarm and control pictures of the UCS 2100 control system are placed option activates that option.
in a menu. The menu picture has labels for all of the control and information • Main Steam System
pictures. Any of the pictures can be selected by pointing at the picture label, • Propulsion Control System A running pump has a green icon with an arrow pointing in the direction of
using the trackball to move the cursor pointer, and then left clicking the flow on a system mimic or to the right on the standby pump mimic; a stopped
trackball. • No.1 Main Generator
pump has a purple icon and an arrow pointing at 90o to the direction of flow
• No.2 Main Generator on a system mimic or to the upwards on the standby pump mimic.
The Main Menu gives the following pictures:
• No.3 Main Generator
Compressors can be similarly set from the compressor control mimic.
Alarm Groups
Control Mimics
• Main Engine Shutdown
• Power Management
• Main Engine Slowdown
• Heavy Consumers
• Main Engine Abnormal
• Running Hours No.1
• Generator Engine Abnormal
• Running Hours No.2
• Misc. Abnormal
• Running Hours No.3
• Bilge
• Standby Pumps 1
• Fire
• Standby Pumps 2
• Configuration
• Compressors
• SY System Alarms
Issue: 1 IMO No. 9297345 Section 3.1.3 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.1.4 Alarms handling ALM Flashing yellow Unacknowledged alarm, priority 3. Alarm List, Only High Priority Alarms
Alarm List priority I Alarm List only including alarms with priority 1
The alarm list is a display of all standing alarms both acknowledged and ALM Steady yellow Acknowledged standing alarm,
unacknowledged. The system can include from 1 to 4 systems (bridge alarms, priority 3.
machinery alarms, etc), each alarm system has its own alarm list. Alarm List priority 1+2 Alarm List only including alarms with priority 1 or 2
FAIL Flashing red Unacknowledged alarm for sensor
Each alarm occupies one line in the alarm list and up to 20 alarms can be fail. Additional lists have the same layout as the alarm list and alarm group lists and
displayed on the screen. If there are over 20 alarms the actual number is shown the operation of the list is the same, i.e. it is possible to acknowledge alarms
in the bottom right of the display. Use of the PAGE UP and PAGE DOWN keys FAIL Steady red Acknowledged sensor fail, outside and open the Display Channel diagram.
allows for scrolling through the alarm list. normal range.
There are also lists for alarm suppressions and alarm failures.
The colour of the alarm text is normally green with the alarm state text in NORM/CA Steady blue Alarm channel with standing alarm
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). where the alarm is suppressed by a
A right click on the alarm brings up a small menu with two texts: DISPLAY Display Channel Diagram
cut-out.
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE
allows the alarm to be acknowledged or if not possible the text is shown This displays detailed information of an alarm channel and it is possible to
? Steady white adjust some parameters although these are password level 1 protected.
in grey (already acknowledged or horn not silenced etc). Left clicking on
DISPLAY CHANNEL opens the display for the particular system the alarm All state texts can be extended with a ‘S’ in the beginning, e.g. ‘S NORM’
originates from. Detailed alarm information, such as delays and limits etc, is Type: Analogue or binary
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode.
also shown. In simulation mode the displayed value is manually keyed in, and has no
connection to the input from the sensor. Alarm system: Name of alarm system to which the channel
belongs
Trend Displays
Additional Lists
One to five graphs for supervised parameters can be displayed in the same Outstation: Name of the outstation where PLC is located
Additional lists is a set of lists for alarm channels in a certain state, there is one
trend display with individual colour and measuring scale. The individual
set of additional lists for each alarm system.
colour is used to separate the ID number, the measuring scale, the trend curve,
Address: Address number for PLC
and the digit value for each measurement. See Section 3.1.5
Additional lists include the following lists:
The channel parameters are also shown here and may include:
Alarm Groups Suppression Lists
Limit Binary has 1 limit, analogue may have 3 for an alarm
An alarm group is a list of alarms for one machinery component (independent and 4 for an event
of alarm state). Up to 100 alarm groups are available. The list is sorted Simulated Channels List of all channels that are in simulation mode.
alphabetically after the ID.
Type: Binary/low limit/high limit
Automatic Suppressed List of all channels that are suppressed by automatic
The possible states for an alarm channel are as follows:
cut-out.
Message: Message text
State Appearance Description
NORM Steady green The alarm channel in normal state Manual Suppressed List of all channels that are manually suppressed ie.
Prio: Alarm channel priority
i.e. no alarms and no failures. manual cut-out.
ALM Flashing red Unacknowledged alarm, priority 1. Value: Limit value for analogue channels
Failure Lists
ALM Steady red Acknowledged standing alarm, Device Fail List List of all channels with device fail (hardware fail in Delay on/off: Delay times/adjustment etc
priority 1. the Gamma PLC or power fail to the Gamma PLC).
ALM Flashing magenta Unacknowledged alarm, priority 2. M.cut: Manual cut out on/off, adjustment etc
Sensor Fail List List of all channels with sensor fail ie. input from
sensor is outside the defined range.
ALM Steady magenta Acknowledged standing alarm,
priority 2.
Issue: 1 IMO No. 9297345 Section 3.1.4 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Extended Alarm Display for UCS/UMS 2100 General Layout of the Extended Alarm Display Screen • The menu line
The screen of the EAD is divided into two parts. On the top there is a header • One line for each alarm system included. The line holds the
A UCS/UMS 2100 system can be equipped with up to six Extended Alarm displaying information about the state of the alarm system(s) independent of following information:
Displays (EADs). the current operational mode of the EAD.
The total number of alarms present, suppressions if any, whether the watch
If an extended alarm display (EAD) is placed on a watch station location from
The lower part of the screen is mode dependent. Lines of text or graphics can station is attended or unattended and finally the oldest unacknowledged alarm
where acknowledgement of alarm is required, the EAD is used together with
be displayed in this area. for the alarm system.
a Basic Alarm Panel.
Screen Header The oldest unacknowledged alarm is displayed as the channel text and state. A
The EAD offers the following functions:
flashing channel state indicates that the alarm is unacknowledged.
• Stop horn and alarm acknowledge The header is always displayed independently of the mode in which the EAD
operates. There are two possible headers, one with the sub-alarm systems
• Display of oldest unacknowledged alarm
defined and the other with the sub-alarm systems not defined. Extended Alarm Display Function Keys
• Group overview Key Key Alias Main Mode
The header always contain two buttons, one to stop the horn and one to F1 Reserved
Group Display acknowledge the alarms.
F2 ALARM LIST Alarm list mode
• Display of alarm list(s)
Screen Header with No Sub-Alarm Systems Defined
• Display channel Alt+F2 THERMONITOR Thermometer display mode
The header contains the following information:
• Display of thermometer (eg. exhaust gas temperatures)
• Line with identification of the product (caption) - UMS 2100, F3 GROUP OVERVIEW Group overview mode
Text Colour Channel State local (LT) or UTC time and date. This is written in white on blue
background. When a pop-up window is active the background F4 GROUP DISPLAY Selection of a group display
Red Priority 1 alarm colour of this line in the header changes to grey. This line will
Violet Priority 2 alarm also show what is currently displayed in the mode dependant F5 ADDITION LIST Additional (Suppressed, Failure or
part of the screen eg. an alarm list for the main alarm system. Alarm Prio.) list mode
Yellow Priority 3 alarm
• The menu line F6 Reserved
White Priority 4 alarm
• The number of alarms
Blue Manual cut-out F7 Reserved
• The number of manual cut-outs
Green Normal
• The number of automatic cut-outs F8 DISP CHANNEL Display channel mode
• The location of the watch station and whether it is attended or
Operational Principles and General Screen Layouts F9 Reserved
unattended
Modes
• The duty officer, if any F10 Reserved
The EAD can operate in several different main modes (e.g. alarm list mode,
• The back-up officer, if any
group display mode). Each main mode is activated by a function key. A F11 STOP HORN No mode shift - Horn is stopped
function key on the keyboard is specially assigned to a main mode. • The oldest unacknowledged alarm
F12 ACKN No mode shift - Displayed alarms
Alternatively, a main mode can be activated (using the pointing device) by Screen Header with Sub-Alarm Systems Defined are acknowledged
clicking one of the function buttons displayed on the right side of the EAD
screen (if enabled from the menu VIEW SHORTCUTS), or from the menu line When more than one alarm system is defined, the header contains the following
at the top of the screen. information:
• Line with identification of the product (caption) - UMS 2100,
When one of the function keys is pressed, the EAD enters the top level in the local (LT) or UTC time and date. This is written in white on blue
corresponding main mode. This happens no matter in which mode or on which background. When a pop-up window is active the background
level the EAD is operating at the time the key is pressed. colour of this line in the header changes to grey. This line will
also show what is currently displayed in the mode dependant
part of the screen e.g. an alarm list for the main alarm system.
Issue: 1 IMO No. 9297345 Section 3.1.4 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Main Modes for the Extended Alarm Display Each alarm list consists of all of the alarms within the list which are pending By using the PAGE UP and the PAGE DOWN keys when a channel is selected
The EAD can operate in the following main modes which are selected by or unacknowledged. The alarms are placed in the alarm list in the time order of it is possible to scroll through the channels which were displayed on the page
means of function keys. the alarm. The newest alarms are placed in the bottom of the list. from which the Display Channel mode was selected.
• Alarm List mode If more than one alarm system is included, a pop-up window for selection of
Thermometer Display Mode
• Group Overview mode the alarm system appears when ALARM LIST is pressed.
The UMS 2100 System can contain up to 16 thermonitors, for example exhaust
• Group Display mode If an alarm has been present in the list for more than 24 hours, the time is gas temperature measurement including actual cylinder temperatures, average
• Additional List mode replaced with the date on which the alarm occurred. temperature and deviation from average temperature.
• Display Channel mode Information may be displayed in numerical or graphical form.
Additional List Mode
• Thermometer Display mode
When the ADDITION LIST function is pressed the a pop-up window appears
When the system is started it enters the Group Overview mode. and this provides a choice of suppressed lists, alarm lists and failure lists.
Selecting a Suppressed List, the EAD can display channels which are either
Group Overview Mode
simulated, manually blocked by the operator ie. Manual Cut-Out List mode
When the GROUP OVERVlEW function key is pressed the EAD displays an or automatically blocked from external signal such as Finished With Engine
overview of the defined alarm groups. (Automatic Cut-Out List mode).
The display consists of a number of alarm groups. For each alarm group, the Selecting a Failure List, all channels in Device, Sensor or Earth Fail can be
following are displayed: displayed.
• A square, indicating the alarm state of channels in the group
Alarm Lists can be displayed according to the desired priority of the alarms in
• The alarm group number the list eg. priority 1 and 2 alarms only.
• The alarm group state
Display Channel Mode
Display of One Group The EAD enters the Display Channel mode when the DISP CHANNEL
If the GROUP DISPLAY function key is pressed a pop-up window appears function key is pressed. In this mode it is possible to display the channel
indicating the extended alarm groups available. specification for all monitoring channels in the UMS 2100 including all sub-
alarm systems.
After selecting a group the EAD displays the channels which are included
in the alarm group. The channels are sorted after the user ID. If the group When the DISP CHANNEL function key is pressed the operator must select
contains more channels than can be displayed on one page, the operator can which channel is to be displayed. If the EAD operates in one of the following
step between the channels by using the PAGE UP and PAGE DOWN keys. list modes,
There is no limit to the number of channels in a group. • Alarm List mode
• Additional List mode
Alarm List Mode
• Group Display mode
The EAD enters the Alarm List mode when the ALARM LIST function key
is pressed. and at least one monitoring channel is displayed, a blue cursor bar appears on
the line with the channel placed in the top of the display, excluding channels
The UMS 2100 can handle the following alarm lists: displayed in the oldest unacknowledged field in the header. The operator can
• List of all alarms in the main alarm system move the cursor and select between the displayed channels. When the ENTER
is pressed, the channel is selected and the data displayed. The selection can
• List of all alarms in Sub Alarm System A also be made using the pointing device simply by double clicking on the line
• List of all alarms in Sub Alarm System B holding the desired channel.
• List of all alarms in Sub Alarm System C
Issue: 1 IMO No. 9297345 Section 3.1.4 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.1.5a Trending Display Example
UCS 2100 Lyngso Marine 08/11/2003 14:15:24
File Area Diagram Graph Event View Window Help
Alarms: 15 Watch: ECR ATTENDED Fire Overview Ackn.
Manual Supress: 16 Duty: 3RD ENG
PMS Add Lists Alarm List
Unack'ed Alarms: 0 Backup: NONE
Oldest Unack. Alarm: Ctrl.Right Main Menu
C:\SHI1431\STW\BLRops.USR
18.4 1207 NO. 1/2 A.B. FUEL OIL PRESS (0.0-40.0 bar) 48.9 1204 NO.1 A.B. DRUM WATER LEVEL (-170.0-360.0mm)
15.8 1205 NO. A.B. STEAM PRESS (0.0-25.0 bar) 59.2 1214 NO.2 A.B. DRUM WATER LEVEL (-170.0-360.0 mm)
11.9 1215 NO. A.B. STEAM PRESS (0.0-25.0 bar)
40.0_ 360.0_ 25.0_ 360.0_ 25.0_
36.0_ 307.0_ 22.5_ 307.0_ 22.5_
32.0_ 254.0_ 20.0_ 254.0_ 20.0_
28.0_ 201.0_ 17.5_ 201.0_ 17.5_
24.0_ 148.0_ 15.0_ 148.0_ 15.0_
20.0_ 95.0_ 12.5_ 95.0_ 12.5_
16.0_ 42.0_ 10.0_ 42.0_ 10.0_
12.0_ -11.0_ 7.5_ -11.0_ 7.5_
8.0_ -64.0_ 5.0_ -64.0_ 5.0_
4.0_ -117.0_ 2.5_ -117.0_ 2.5_
0.0_ -170.0_ 0.0_ -170.0_ 0.0_
09:00 10:00 11:00 12:00 13:00 14:00 15:00
10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003 10/11/2003
Issue: 1 IMO No. 9297345 Section 3.1.5 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.1.5 Trending Start Time and Window Period for Graphs If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
The UCS 2100 system can display one to five graphs for parameters under After opening a graph window, the operator will be asked to key in a start time desired again, double-clicking the name will cause the curve to be displayed
analysis in the same trend display with individual colours and measuring and a window period. This will occur if the graph window is not defined to as a line. Even though the area is filled out, the curve can still be turned off by
scales. The individual colour is used to separate the ID number, the measuring start with a fixed time specification. clicking the name.
scale, the trend curve and the value for each measurement.
The system always suggests the current time as the start time unless it has The display with a filled area under the curve is particularly useful when
Trend displays that are used often can be accessed directly from the command been defined to start a number of hours before. If the operator does not want having to present analogue alarm channels with a high alarm limit, and low
menu named GRAPH. Trend curves showing values for the previous 24 hours to change this, the time can be accepted by using the RETURN key. The start alarm limit as well as the current value in the same curve picture. The alarm
(maximum 4 days) or part of that period, are based upon the continuously time is the time when the desired graph is to be started, while the window areas can be displayed as ‘belts’ and the element’s current value as a line
logged data. A Trend display for a period exceeding the last 24 hours period is the length of the time axis which is to be displayed in the graph field. between these two belts.
(maximum 4 days) is based upon the compressed values. The length can also be changed by the operator before the activation.
Regardless of the selection of the graph form, the zoom and pan functions are
Parameters, which are not predefined for logging, may be displayed during A start time which goes back in time up to 90 days can be determined. This the same.
online data collection, initiated on the request of the operator. There is also a requires that the relevant data is still accessible on the hard disk. When the
zoom function available, selected by pointing out the area required using the start time and period length, which are to be displayed, have been keyed in the
trackball. RETURN key must be activated. Hereafter, the GOS will retrieve and work up Graph Data in Table Format
data in order to draw the desired graph on the screen. As the new values accrue
Trend curves can be saved as a file on the PC hard disk or printed as screen It is possible to obtain a complete list of all of the values which are used for
to the system the graph will be updated.
dumps for subsequent printing or analysis. The data used for the trend displays the graph drawing. This is achieved by a double-click on the ruler symbol,
are accessible on the Graphic Operator Stations (GOS) and can be printed in whereafter a window, containing the recorded values in table form, is opened.
tabulated form on a printer. Error Messages in Connection with Graph Generation The values are presented in table form together with date and time for their
recording.
The SHOW GRAPH function is used for setting up a graph-diagram. The graph If, within the selected time period, there has been a period in which data has
pictures can be particularly helpful in identifying and analysing the operating not been collected, or in which data has later been deleted, an error message The table is displayed for each element variable on the graph window. The
disruptions. Additionally, it can be helpful by providing a visual evaluation appears on the screen. This means that the drawn graph is not complete since table is framed with a line which has the same colour as the column on the
of changes of the process values, just as the graphs are an important tool in data cannot be found for the entire period. The message is displayed if data for graph window.
connection with the documentation of the vessel’s operation. In the individual a whole hour is missing. If data for less than a whole hour is missing it will be
shown in the graph by horizontal lines. The up and down buttons located at the bottom of the window, are used to
configuration, a number of graph windows can be configured, each one
scroll up and down in the table (ie. backwards and forwards in time).
displaying graphs of up to five variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will
automatically include these. More than one element can be selected by keeping During monitoring the display of the graphs can be changed in a number of
the SHIFT key pressed when selecting the elements. Regardless of how it is different ways. The display of one or more of the (up to five) graphs can be
opened, a graph window has a fixed position and size on the screen. removed from the graph window. This is done by clicking the element name
in the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs by clicking type, and the accompanying graph is closed.
on the required graph name. The Graphs menu can contain up to 19 graph
displays. The graph can be retrieved by clicking the element name again, or by clicking at
a field placed just to the right for all the graph names. Being able to deactivate
If no elements are selected when the operator activates the SHOW GRAPH one or more graph displays can, for example, be helpful in situations where
function, a box will appear showing a list of all elements in the system. From two graphs completely or partially cover one another, or in situations where
the list up to five elements can be selected which are displayed simultaneously one of several graphs is desired to be examined more closely or even printed
in the graph-diagram. separately.
Issue: 1 IMO No. 9297345 Section 3.1.5 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.1.6 Unmanned Service (UMS) to Manned f) Hand over to the oncoming duty engineer, discussing any
HandOver irregularities. Ideally all handover information should be
presented in written as well as verbal form. This may include
The following procedures are carried out when changing over to manned notes on the computer system or written on the notice board
operation: in the control room. The incoming duty engineer must have
sufficient information to enable him to fully understand the
present operating status of all machinery, the circumstances
Due to Alarm Initiation under which that machinery is operating and any likely events
which might occur during the next period of duty, such as fuel
a) When summoned by the extension alarm system, the duty
pumping or bunker transfer.
engineer proceeds to the switchboard room, activating the dead
man alarm upon entering the engine room.
g) Inform the first engineer of any plant defects. He will then
decide if they should be included in the present day’s work
b) Set the main switchboard room GOS as the watch station thus
list.
giving it control rights. Accept and mute the alarm.
h) The first engineer delegates the work list and discusses relevant
c) At the GOS change the condition of the engine room to manned
safety practices.
then inform the bridge of manned condition.
i) The duty engineer should be aware of all the maintenance being
d) The engine room is now in manned condition with the MSBR
carried out and should be informed of any changes to the day’s
GOS having control rights.
schedule.
e) Rectify the alarm condition. If necessary call for assistance.
j) The duty engineer can then proceed with his normal tour of
inspection.
Note: If an engineer enters the engine room in response to an alarm it is
important that other people are made aware of the presence of an engineer
in the machinery space. If an engineer needs to leave the control room, after
responding to an alarm during a UMS period, the bridge must be informed.
Normal Handover
a) The duty engineer proceeds to the CECR and selects manned as
the for engine room control.
b) Inform the bridge of manned condition.
c) The duty engineer proceeds to the MSBR and changes the
watch station to the MSBR.
d) Examine the data logger printouts generated during the UMS
period.
e) Undertake the watch routine taking actions as necessary to
maintain the engine room machinery in a safe and efficient
working condition. Ensure that all ship safety systems are
functioning and if any monitored system is not functioning the
back-up system must be operated.
Issue: 1 IMO No. 9297345 Section 3.1.6 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.2.1a Engine and Cargo Control Room Layout
Key
1. Cargo Control Console 6. SMS Printer 11. Engine Control Console 16. Pump Room Gas Sampling System
3. Clinometer 7. LAN Computer 12. Sounding Board 17. Inert Gas System Main Panel
4. Barometer 8. Satcom Message Indicator 13. Bookcase 18. Whiteboard
4. Speaker 9. Auxiliary Boiler Printer 14. Filing Cabinet
5. Loading Computer 10. 9kg Dry Powder Fire Extinguisher 15. Main Gas Sampling System
4
2
llllllllll
ll
ll
l
llllllllll
lll
llllll
3
ll
ll
l ll
ll l
1 6 11
5 7
2 3 4 8
10
6 9
5
7
1 11
To Conference
Room
14
16 15 13
17 12
18
Issue: 1 IMO No. 9297345 Section 3.2 - Page 1 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
3.2 Engine Control Room and Main • Main engine rpm indicator • Power source lamp
switchboard room Console and • Main engine turbocharger rpm indicator • Test switch
Panels • Main engine rpm counter • Dead man alarm
• Main engine fuel pump mark indicator • Selector switch for engineer call
Engine Control Room
• Main engine and generator fuel oil viscosity indicator • Selector switch for UMS test
The engine control room forms part of the engine and cargo control room • Lyngsø No.1 alarm monitoring and control system • Main diesel oil boost pump start/stop pushbuttons
(ECCR) located on A deck in the accommodation. It is where all of the • Lyngsø No.1 alarm monitoring and control system trackball • Lyngsø control position changeover switch
equipment and controls are located to permit the centralised supervision and
operation of the engine room machinery. Illustration 3.2.1a above shows the • Lyngsø No.1 alarm monitoring and control system keyboard • Cylinder Oil HMI control panel
general layout and how the two control centres are brought together. • Lyngsø No.2 alarm monitoring and control system
Emergency Systems
Automatic and remote control systems are provided to allow the machinery • Lyngsø No.2 alarm monitoring and control system trackball
spaces to run unattended at sea and in port during cargo operations. • Lyngsø No.2 alarm monitoring and control system keyboard • Fire main line pressure gauge
• Main engine turbocharger exhaust gas bypass controller • Fire alarm sub-panel
Engine Control Console • Fire alarm pushbutton
Auxiliary Machinery
The engine control console is detailed in illustration 3.2.1b and contains the
following equipment: Communication Systems
• Steering gear alarm panel
• Steering gear common alarm panel • UHF microphone and phone
Main Engine
• Auxiliary boiler sootblower alarm • Automatic telephone
Remote controls of the main engine which include:
• Sootblower remote control panel • Common battery telephone
• Main engine telegraph receiver with the sub-telegraph unit
• Boiler control monitor • Telephone directory for automatic telephone
• Main engine safety panel
• Boiler control keyboard • Telephone directory for sound powered telephone
• Main engine control panel
• Auxiliary boiler trackball
• Main engine digital governor control panel
• Emergency stop pushbutton for No.1 auxiliary boiler
• Main engine manoeuvring handle
• Emergency stop pushbutton for No.2 auxiliary boiler
• Main engine torque power meter
• Emergency stop pushbutton for auxiliary boiler
• Lyngsø basic alarm panel
• Auxiliary boiler sootblower control panel
• Main engine indication panel
• Incinerator control panel
• Main engine fuel oil inlet pressure
• No.1 bilge, fire and GS pump start pushbutton
• Main engine LO inlet pressure
• No.2 bilge, fire and GS pump start pushbutton
• Main engine turbocharger LO inlet pressure
• Alarm printer
• Main engine control air pressure
• Logging printer
• Main engine start air pressure
• Buzzer stop pushbutton
• Main engine scavenge air pressure
• Flicker stop pushbutton
• Main engine jacket cooling fresh water inlet pressure
• WS001F sea valve open/close control pushbuttons
• Speed log indicator
• WS002F sea valve open/close control pushbuttons
• Rudder angle indicator
• WS035F sea valve open/close control pushbuttons
Issue: 1 IMO No. 9297345 Section 3.2 - Page 2 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.2.1b Engine Control Console
36 37 38 39 40 41 42
0~15kg/cm 0~4kg/cm 0~6kg/cm 0~10kg/cm 0~40kg/cm 0~4kg/cm 0~6kg/cm
43 44 45 46 48 49
4 SAL
SD2-1
U/N 701151
7 18 19 Approvals:
BSH/88/26L/96
DRA-TT/35/94-02
47
Test
WT BT Knots m/s
DIM
5
50 51 52
DPS 2100 ENGINE SAFETY SYSTEM DMS 2100I BRIDGE MANOEUVRING SYSTEM
0~15kg/cm
KV/ERNER Performance Monitoring
ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN.
MAINTE- ADD. DISPLAY ADJUST SLOW SHUT MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER CHAN- CHAN- S1 S2 S3 S4 DIMMER
NANCE LIST DOWN DOWN NANCE
2
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ESC ENT BRIDGE E.C.R.
CTRL. CTRL.
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CANCEL CANCEL BLOCK CANCEL
7 STU 8 VWX 9 YZ 0space +/-# 7 STU 8 VWX 9 YZ 0space +/-#
SHUT D. SEA STAND CON-
SHUT F.W.E. SLOWED. STATUS SET-
CANCEL MODE BY TROL
DOWN RESET INGS
6
8
FIRE FIGHTING REPEATER PANEL 20 53 54 55
DMS 2100I BASIC ALARM PANEL DMS 2100 INDICATION PANEL EGS 2000 GOVERNOR CONTROL PANEL
R
21
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX.
ENGAGED DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING
ALARM STOP ALARM BLOCKED
LIST HORN ACKN.
START AIR MAIN START TURNING FUEL AUX. AUX.
EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN STOPPED STOPPED
LOAD
22
ADD. DISPLAY ADJUST SLOW SHUT MAINTE- INDEX ALARM
S1 S2 S3 S4 DIMMER LIMIT TEST MENU
LIST CHAN- CHAN- DOWN DOWN NANCE MAX ACKN.
NEL NEL CANCEL
CONTROL WRONG AUX. STOP
BRIDGE
ROOM WAY BLOWERS
CONTROL
3
AUTO MANUAL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CONTROL WARNING
BRIDGE E.C.R. AUTO
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT SELECT SETUP ESC ENT
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL
MANUAL POWER ON
EMERGENCY
SLOW &
7 STU 8 VWX 9 YZ 0space +/-# STOP
SEA STAND CON- TURNING LAMP TEST INDEX ACCESS DATA DIAG
F.W.E. SLOWED. STATUS SET- RPM POWER
MODE BY RESET
TROL
INGS
9 10 12 23 24 25 26 27 28 29 30 31 32 56 58
Num
Lock
Caps
Lock
Scroll
Lock
AC ON DC ON SYS
ON
57
11 59 60
15 16
13 14 62
15 61 63 64
17
FULL
HALF
16
SLOW
Log Table DEAD
SLOW
STOP
10
11
12
1
2
9 3
33 33 DEAD
SLOW
SLOW
8
7 6 5
4
HALF
FULL
TAKE OVER/
ON SERVICE
34 35
key
1. Steering Gear Alarm Panel 17. Trackball for Boiler Monitor 33. ICMS Trackball 49. Main Engine and Generator Engine Viscosity Indicator
2. Steering Gear Common Alarm Panel 18. No.1 Colour CRT for ICMS 34. Drawer for No.1 ICMS Keyboard 50. Main Engine Safety Control Panel
3. Auxiliary Boiler Sootblower Alarm 19. No.2 Colour CRT for ICMS 35. Drawer for No.2 ICMS Keyboard 51. Main Engine Control Panel
4. Economiser Sootblower Remote Control Panel 20. Incinerator CCS Control Panel 36. Main Engine Fuel Oil Inlet Pressure 52. Main Engine Torque Power Meter
5. Fire Main Line Pressure 21. Engine Control Console Vent Fan Fail 37. Main Engine Lubricating Oil Inlet Pressure 53. Basic Alarm Panel
6. Fire Alarm Repeater Panel 22. Main Engine Turbocharger Bypass Controller 38. Main Engine Turbocharger Lubricating Oil Inlet Pressure 54. Main Engine Indication Panel
7. Boiler PC Monitor 23. Sea Valve Control (WS001F) 39. Main Engine Control Air Pressure 55. Main Engine Governor Control Panel
8. Emergency Stop Pushbutton for Auxiliary Boiler 24. Sea Valve Control (WS002F) 40. Main Engine Starting Air Pressure 56. UHF Microphone and Phone
9. Auxiliary Boiler Sootblower Control 25. Sea Valve Control (WS035F) 41. Main Engine Scavenge Air Pressure 57. Control Position Changeover Switch
10. Bilge, Fire and General Service Pumps(No.1 and 2) 26. Power Source Lamp 42. Main Engine Jacket Cooling Fresh Water Inlet Pressure 58. Cylinder Oil HMI Panel
11. Fire Alarm Pushbutton 27. Test Switch 43. Speed Log Indicator 59. Telephone Directory (Auto)
12. Boiler P.C Keyboard 28. Dead Man Alarm System 44. Rudder Angle Indicator 60. Harbour Speed Table
13. Alarm Printer 29. Selector Switch for Engineer Call 45. Main Engine RPM Indicator 61. Main Engine Telegraph Receiver
14. Logging Printer 30. Selector Switch for UMS Test 46. Main Engine Turbocharger RPM Indicator 62. Main Engine Manoeuvring Handle
15. Buzzer Stop Pushbutton 31. Main Diesel Oil Booster Pump 47. Main Engine RPM Counter 63. Automatic Telephone
16. Flicker Stop Pushbutton 32. Spare 48. Main Engine Fuel Pump Mark Indicator 64. Common Battery Telephone
Issue: 1 IMO No. 9297345 Section 3.2 - Page 3 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Illustration 3.2.1c Arrangement of Main Switchboard Room
Key
1. Cabinets 9. Synchronising Panel 17. CO2 Nozzle 25. Refrigerator 33. No.1 Alarm Monitoring System Cabinet
2. Work Bench and Test Point 10. Bus Tie Panel 18. Foam Generator 26. PC Table (MIP) 34. CO2 Alarm Horn
3. Open Shelves 11. No.2 Diesel Generator Panel 19. Chair 27. PC Table (SMS) 35. Engine Room Local Fire Fighting System Main Control Panel
4. UPS Alarm Monitoring System Cabinet 12. No.1 Diesel Generator Panel 20. ICCS Panel 28. Filing Cabinet 36. AC220V Feeder Panel
5. UPS Panel for the Lyngsø system 13. No.1 AC440V Feeder Panel 21. Fire Detector 29. PA Speaker 37. Bookcase
6. No.2 Group Starter Panel 14. No.1 Group Starter Panel 22. Drawing Table 30. Bookcase
7. No.2 AC440V Feeder Panel 15. BA Sets (x2) 23. Main Switchboard Room Console 31. No.3 Alarm Monitoring System Cabinet
8. No.3 Diesel Generator Panel 16. Packaged Air Condition 24. CO2 Fire Extinguisher 32. No.2 Alarm Monitoring System Cabinet
4
1 5
21 21
6 7 8 9 10 11 12 13 14
15 15
3
2
Main Switchboard Room
16 19
17 18 17 18 17 18 17
16
Electric Workshop 21
19 22 23
and Store
20
Toilet
24 19
28 37
18 26 27 34 36
30 31 32 33
24 35
29
29
Up
Lift Machine Room Lift
Up
Issue: 1 IMO No. 9297345 Section 3.2 - Page 4 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 3: British Cygnet Date: August 2005
Main Switchboard Room
The switchboard is situated in the air conditioned main switchboard room
located in the engine room on the 3rd deck level.
This room is detailed in illustration 3.2.1c and includes the following:
• Main switchboard room console
• Drawing table
• No.1 440V AC feeder panel
• No.2 440V AC feeder panel
• 220V AC feeder panel
• No.1 group starter panel
• No.2 group starter panel
• No.1 diesel generator panel
• No.2 diesel generator panel
• No.3 diesel generator panel
• Generator synchronising panel
• Bus-tie panel
• No.1 alarm monitoring panel
• No.2 alarm monitoring panel
• No.3 alarm monitoring panel
• PC table for the MIP system
• PC table for the Lyngsø alarm monitoring and control system
• Two packaged air conditioning systems
• CO2 alarm
• Engine room local fire extinguishing system control panel
• Speaker from the public address system
• UPS control cabinet for the Lyngsø alarm monitoring and
control system
Issue: 1 IMO No. 9297345 Section 3.2 - Page 5 of 5
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Illustration 4.1a Fire Hydrant System - Engine Room To Foam Room and
Fire Control Station
FD554F
In Casing (A-Deck) HB To Economiser
AR029F
FD007F
Accumulator
2nd Deck Port HB HB 2nd Deck Starboard
FD008F PI FD021F FD013F
Set 12kg/cm2
2nd Deck Centre HB HB 3rd Deck Starboard
FD009F FD019F FD014F
3rd Deck Port HB To Soot Drain Tank
FD010F
FD020F
4th Deck Port HB HB 4th Deck Starboard
FD011F FD015F
Floor Port HB HB Floor Starboard
FD012F To Primary FD016F
Bilge Tank
PS
BG017F PS
AUTO
ST-SP
To Inert Gas Scrubber FD005F
Cooling Sea Water
BA0 BG0 FD0 BA0 BG0 FD004F WS105F
FD018F
01F 15F 03F 02F 16F 3rd Deck
PI Stb’d Forward
LAH
1501 Self Priming Bilge, Fire PI PI Fire Line
BG010F & General Service Pumps No.1 No.2 Pressurising
(230/180m3/h x 4kgcm2/10kgcm2) PI PI Pump PI Sea Water
Bilge Well (25m3/h x 9kg/cm2) Recirculation Line
(Forward Port) FD017F
BG0 FD0 BG0 BG0
FD002F
12F 01F 14F 13F
From Aft Bilge Well
BG008F
LAH
1502
To Deck Seal To Fresh Water Generator To Vacuum Condenser and Steam Blow
To Inert Gas Pumps Sea Water Ejector Pump Main Sea Water Cooling Pumps WS0 Connection
From MGPS
Generator Cooling Water Pump WS045 08F
Bilge Well
To Inert Gas (Forward Starboard) 25
WS010F
Scrubber Cooling Water Pump WS043 WS031F
WS107F
Key
High Low
Sea Chest Sea Chest Sea Water
WS001F WS005F WS006F WS002F
(Port) (Starboard)
Bilge
WS003F WS004F
Fire and Deck Wash
Compressed Air
Issue: 1 IMO No. 9297345 Section 4.1 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
4.1 Engine Room Fire Hydrant System The bilge, fire and GS pumps connect onto the fire main system and are Preparation for the Operation of the Fire Hydrant System
normally kept ready on the fire main so that in the case of an emergency they
Bilge, Fire and GS Pump are immediately available and can be remotely started from the fire control a) All intermediate isolating valves along the fire main on the
Maker: Teikoku Machinery Works Ltd room, in the CECR on the engine room console or the bridge. main deck must be open.
No. of sets: 2
The pumps take suction from the sea via the engine room crossover main b) All fire hydrant outlet valves must be closed.
Type: Vertical centrifugal which has connections to the high and low sea chests or from the bilge system.
Model: 200-2VSR-AM-NV-S The pump suction valves from this sea suction main and the discharge valves c) Set up the valves as shown in the table below:
Capacity: 230/180m3/h at 4.0/10kg/cm2 to the fire main outlet, are normally left open. The bilge suction valves on the
Speed: 1,800 rpm bilge, fire and general service pumps are interlocked, this prevents either of the It has been assumed that the sea water main suction valves at the sea chests
bilge suction valves from being opened at the same time as the discharge valve are open
to the fire main is open.
Fire Line Pressurising Pump
Position Description Valve
Maker: Teikoku Machinery Works Ltd The fire line pressurising pump takes suction only from the sea water crossover
main and discharges to the fire main. The pump when set to Automatic Open No.1 bilge, fire and GS pump SW suction valve FD001F
Type: 100SXUM
No. of sets: 1 maintains a pressure in the fire main so that an immediate fire fighting Open No.1 bilge, fire and GS pump fire main
capability is provided, but because of its low capacity, if more than one hydrant discharge valve FD003F
Capacity: 25m3/h at 9.0kg/cm2 is opened, a bilge, fire and GS pump will be automatically started (depending
Speed: 3,600 rpm Closed No.1 bilge, fire and GS pump direct bilge
which pump has its isolation breaker in). Additionally, if necessary the more
suction valve BG014F
powerful emergency fire pump can be started either locally or from one of the
Emergency Fire Pump remote operation positions. Closed No.1 bilge, fire and GS pump main bilge
suction valve BG012F
Maker: Teikoku Machinery Works Ltd
The emergency fire pump pipework is configured to supply the fire main and
Type: 250-2VSR-BM-NV-S Closed No.1 bilge, fire and GS pump discharge valve
hot foam system. It is an electrically driven self-priming centrifugal pump and is
to overboard BA001F
No. of sets: 1 situated in the emergency fire pump recess in the steering gear room. Its power
Capacity: 450m3/h at 90mth supply is taken from the emergency switchboard and it can be started remotely Closed No.1 bilge, fire and GS pump discharge valve to
Speed: 1,800 rpm from the bridge or from the fire control room. The emergency fire pump has its inert gas emergency cooling water supply line BG015F
own sea suction chest with the suction valve FD556F, being remotely operated Open No.2 bilge, fire and GS pump SW suction valve FD002F
from a hydraulic handwheel FD587F in the steering gear room. The emergency
Introduction fire pump sea suction valve is locked in the open position. Open No.2 bilge, fire and GS pump fire main
discharge valve FD004F
The fire and deck wash system can supply sea water to the following An air loaded accumulator cylinder connected to the fire main in the engine Closed No.2 bilge, fire and GS pump main bilge
systems: room dampens out pressure fluctuations in the fire main system and allows the suction valve BG013F
pressurising pump to be on standby but not running. Pressure switches are used
• The fire hydrants in the engine room to start and stop the pressurising pump and air is supplied to the accumulator Closed No.2 bilge, fire and GS pump discharge valve
• The fire hydrants on deck from the service air system by means of air valve AR029F. The accumulator to overboard BA002F
relief valve lifts at a pressure of 12kg/cm2. Closed No.1 bilge, fire and GS pump discharge valve to
• The hawse pipe wash
inert gas emergency cooling water supply line BG016F
• The hot foam system for the engine and pump room
Open Fire line pressurising pump SW suction valve FD017F
• The economiser water washing system
Open Fire line pressurising pump discharge valve FD018F
• The soot drain tank
Open Fire main accumulator valve FD019F
• The inert gas scrubber cooling salt water crossover line
• The bosun’s store bilge and chain locker bilge eductor
d) Put the fire main pressurising pump in AUTOMATIC mode.
• The deck foam system The pump will start and stop according to the pressure in the
fire main.
Issue: 1 IMO No. 9297345 Section 4.1 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
e) If additional water is required at the fire main, start either of the The Fire Main
bilge, fire and GS pumps or the emergency fire pump depending
upon circumstances. The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
f) Open the desired fire hydrant valves on the fire main after containing a fire hose and nozzle unit. The hydrant outlet valves should be
connecting the fire hose. operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.
Description Valve
Intermediate valves in the fire main along the deck should be kept open at
Floor (port) near frame 28 FD012F
all times to ensure that water will be available at all deck hydrants whenever
Floor (starboard) near frame 33 FD016F required.
4th deck (port) near frame 33 FD011F
In addition to supplying water to fire hydrants the fire main system also
4th deck (starboard) near frame 38 FD015F supplies water to the hot foam system (high expansion foam system) for the
3rd deck (port) near frame 33 outside main switchboard room FD010F engine and pump room and the foam system for the deck.
3rd deck (starboard) near frame 38 outside purifier room FD014F The bilge eductors in the bosun’s store are operated by water supplied from
2nd deck (centre) near frame 12 near emergency escape door FD009F the fire main.
2nd deck (port) near frame 26 outside engine store FD008F
The fire main must be maintained in an operational condition at all times and
2nd deck (starboard) near frame 30 FD015F all hydrant valves must be closed so that pressure is available at the hydrants
as required. The foam systems are an essential part of the ship’s fire fighting
In casing A-deck FD007F
capability and the valves to these units must be free and easily operated.
Note: Whenever a bilge, fire and GS pump, or the emergency fire pump, is When the ship is trading is cold climate areas with the risk of freezing on deck,
operating, at least one fire hydrant valve, in the engine room or on deck, must it will be necessary for the deck fire main to be isolated from the engine room
be open to ensure a flow of water through the pump to prevent overheating. riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained
Note: After use, the hose and nozzle unit must be properly stowed in the hose down with the drain valves left in the open condition.
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
Accommodation First Aid Fresh Water Hose Reels
must never be left with components which are defective.
A fresh water first aid fire hose reel, 25mm diameter by 20m is located on each
Emergency Fire Pump deck in the accommodation located adjacent to the central stair well. These
hose reels allow a first strike capability in the accommodation in the event
If the emergency fire pump is to be used this can be started remotely either of the deck fire main being drained down due to freezing climate operational
from the bridge or fire control station. Additionally, the pump will start conditions until the deck fire hydrant system is brought back into service.
automatically when the hot foam system for the engine room or pump room is
activated. The suction valve FD556F and the discharge valve to the fire main
FD583F from this pump are always kept open so the pump can be started and
can supply water to the fire main and hot foam system immediately. The valves
should, however, be operated periodically to ensure that they are operational
and free to be closed should the need arise.
Issue: 1 IMO No. 9297345 Section 4.1 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Illustration 4.2a Engine Room Hot Foam Fire Extinguishing System
Filling
Connection
Engine Room Port - 22 Heads
PI N.C Engine Room Workshop, Main Switchboard,
Electrical Workshop, Engine Casing
Foam Room
Return Flushing
Foam Tank Connection 8 Sets (Air Horn)
Line
3,000 Litres PI
PI Foam FD561F
N.C E 1 Set (Electric Siren)
Proportioner
N.C
N.O N.O N.O B
A
N.O PS N.O Pump Room Port - 5 Heads
PI
Foam N.C
N.C N.O Flushing N.C
Proportioner
PS Connection 1 Set (Air Horn)
J
N.C
N.O PS N.O
PI
N.O
To Accommodation Area
FD562F
Engine Room Starboard - 13 Heads
To Stores
C N.O N.C Engine Casing, Incinerator Room
Motor Starter Cabinet
Purifier Room - 7 Heads
Steering
HB
Gear Room
Pump Room Starboard - 5 Heads
FD581F
FD589F FD587F N.C
Steam Blow
FD583F ST691F
Air Blow
FD TOTAL FLOODING TOTAL FLOODING
AR540F FD555F
ENGINE ROOM PUMP ROOM
582F ALARM
ON
ALARM
ON
OFF OFF
MODE LAMP TEST
POWER
ON
FAIL PLC TEST OP.
WATER SUPPLY
FOAM SUPPLY ALARM ON OFF
EM. FIRE PUMP & WATER VALVE ON OFF
L.P. SUPPLY LINE PS
FD586F
INTERLOCK VENTILATION ON OFF
L.P. SUPPLY LINE STB
WATER LINE VALVE ON OFF
RUN FOAM LIQUID PUMP FOAM TANK OUTLET VALVE ON OFF
FAIL FOAM LIQUID PUMP FOAM LIQUID PUMP ON OFF
RUN EM. FIRE PUMP VALVE ENGINE ROOM PS ON OFF
FAIL EM. FIRE PUMP EWS, MSB, EL. WS, ENG. CASING
VALVE ENGINE ROOM STB ON OFF
ENG. CASING, INCINERATOR ROOM
PURIFIER ROOM
FD588F
UNITOR
Key
VALVE PUMP ROOM PS ON OFF
CONTROL SYSTEMS
Main and
VALVE PUMP ROOM STB ON OFF
Emergency Power
Power Supply Main Hot Foam
Supply
440V and 110V Control
Panel Electrical Signal
Sea Water
To/From Fire Fire Water System
Hydrant System
N.O. Normally Open
N.C. Normally Closed
Steam
Issue: 1 IMO No. 9297345 Section 4.2 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
4.2 Engine Room Hot Foam Fire Extinguishing There are two foam proportioners, one for the starboard side of the engine d) If the weather is cold, the pump and system heaters must be left
System room and pump room and one for the port side of the engine room and pump on.
room.
Foam System WARNING
The pump room is provided with hot foam generators designed to produce the Before any action is taken to release the hot foam system, the fire alarm
Maker: Unitor
required quantity and concentration of foam to meet SOLAS requirements. must be activated.
No. of sets: 1 There are ten foam generators, type HG-25 which have a foam production
Tank capacity: 3.0m3 capability of 60m3/min covering the pump room area.
Procedure for Operating the Foam System from the Fire
Foam Pump The HG-25 generators are designed as an integral part of the hot foam system Control Station Room
in which air from the protected space is used to aid foam production even when
No. of sets: 1
smoke and combustion gases are present. The generators are constructed from a) Ensure that the main power is switched on and OP mode is
Type: Vertical centrifugal stainless steel and are built as one unit without any moving parts. The HG-25 selected.
Model: DPVF 4 - 80 generators consist of three nozzles. The nozzles send a water/foam mix into the
Capacity: 4.3m3/h generator housings and with the speed at which it passes through the housing b) Check that the sea water supply valve to the foam system in the
it creates a negative pressure. This pressure reduction causes air/smoke to be foam room is open and that the system flushing valve is closed.
drawn in to the housing so mixing with the foam/water and creating a high Other system valves are normally left open.
Introduction expansion foam.
c) Ensure that all personnel are evacuated and accounted for from
The Unitor Hot Foam fire fighting system is a high expansion foam system that To ensure correct system operation, only the foam making chemical supplied the engine room and that the entrance door is closed.
provides a fire extinguishing capability to the following areas: by the system manufacturer should be used in this installation.
• Engine room d) Open the hot foam system release box door.
Electrical power for the system is supplied from the main switchboard with
• Main switchboard room back-up being supplied from the emergency switchboard. e) Press the alarm ON pushbutton for total flooding of the engine
• Incinerator room room or the pump room. There are two such pushbuttons and
Compartment Volume HG-25 HG-15 only the one for the space in which the fire exists should be
• Electrical workshop pressed. The foam alarm will sound in the selected space and
Engine Room 13,379m3
• Purifier room Engine room casing 1,697m3 2 the ventilation will be shut off. This pushbutton operation will
start the emergency fire pump.
• Engine room casing Engine room 2nd deck 3,396m3 20
• Pump room Incinerator room 15m3 1 1 f) Ensure that all personnel are evacuated from the space into
Engine room workshop 566m3 4 which foam is to be injected and close all doors and openings
The system supplies foam to outlets at various points in the machinery spaces, Engine room store 427m3 3 to that space.
there being four main supply lines each with its own remotely operated butterfly Electrical workshop 98m3 1
valve. Foam generators are fitted at designated points in the foam supply lines Main switchboard room g) The system will now commence operation but the injection
440m3 3
and these produce the foam and direct it into the protected spaces. of foam is delayed for 120 seconds and only water is injected
Purifier room 538m3 6 1 during that period of time.
Foam is produced by mixing sea water, supplied from the emergency fire pump
or one of the two bilge, fire and GS pumps with a foam making chemical. Pump Room 1,903m3 10 h) When the desired amount of foam has been injected the foam
Illustration 4.1.3a above shows the hot foam system. system must be manually switched off by pressing the OFF
pushbutton on the control panel.
The emergency fire pump would ordinarily be used to operate the hot foam Procedure for Making the Foam System Operational
facility but in the event of a problem with this pump or a fire in this area, the i) When the fire has been extinguished and the space has cooled
bilge, fire and GS pumps could be used. Foam is generated by mixing the a) Check the foam liquid tank visually for any damage or down the foam must be cleared from the room before personnel
foam making chemical with sea water at a rate of 2% chemical solution to leakage. may enter. Precautions must be observed regarding breathable
98% sea water. The foam making chemical is stored in a 3.0m3 tank of steel atmosphere and the risk of a further fire outbreak if the seat of
construction located in the foam room and fire control station and is supplied to b) Ensure that there is sufficient foam chemical in the foam tank. the fire has not cooled down completely.
the two foam proportioners by the foam pump. In the proportioners, the foam
chemical mixes with sea water and the combined sea water and liquid foam c) Check that the fire main sea water supply valves are all open.
mix is pumped to the protected spaces through 125mm supply lines. These valves should be left open during normal service.
Issue: 1 IMO No. 9297345 Section 4.2 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Proportioning Unit
Discharge Control
Panel
Foam Pump
Starter
Foam Pump
To Engine Room To Engine Room
To Pump Room Starboard Side Port Side
To Pump Room
Starboard Port Side
Side
Hot Foam Distribution Valves to Engine Room and Pump Room Hot Foam Storage Tank, Foam Pump and Proportioning Units
Issue: 1 IMO No. 9297345 Section 4.2 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Procedure for the Emergency Operation of the Engine Room Procedure for the Emergency Operation of the Pump Room Illustration 4.2b Hot Foam Discharge Control Panel
Foam System Foam System
In the event of a failure of the system in OP mode from the main control Emergency operation of the pump room foam system is the same as that for TOTAL FLOODING TOTAL FLOODING
ENGINE ROOM PUMP ROOM
panel, the system can be operated by utilising the TEST mode according to the the engine room system with the exception of item h) described above. Here
following procedure. This is done at the control panel in the foam room. the switch for the pump room needs to be toggled ON. ALARM ALARM
a) Switch over to TEST mode on the panel and toggle the alarm ON ON
switch to the ON position. Procedure for Cleaning and Preparing the Foam System
OFF OFF
b) Ensure that all personnel have been evacuated from the engine a) After finishing with the hot foam system, shut down the
room. emergency fire pump or other sea water supply pump and the
foam pump. MODE LAMP TEST
POWER
ON
FAIL PLC TEST OP.
c) Toggle the switch EM. POWER, EM. FIRE PUMP and WATER
VALVE to the ON position. The emergency fire pump will b) Close system valve A, to ensure that sea water does not enter the WATER SUPPLY
ALARM ON OFF
start. foam tank. FOAM SUPPLY
L.P. SUPPLY LINE PS EM. FIRE PUMP ON OFF
L.P. SUPPLY LINE STB
d) Move the INTERLOCK VENTILATION switch to the ON c) Open the flushing valve, J. INTERLOCK VENTILATION E/R ON OFF
RUN FOAM LIQUID PUMP
INTERLOCK VENTILATION P/R ON OFF
position and close all doors and openings to the engine room. FAIL FOAM LIQUID PUMP
d) Start the emergency fire pump (or one of the fire and GS WATER LINE VALVE ON OFF
RUN EM. FIRE PUMP
e) Toggle the water line valve switch to the ON position. pumps) and the foam pump, first making sure that the foam FAIL EM. FIRE PUMP FOAM TANK OUTLET VALVE ON OFF
tank outlet valve is closed. FOAM LIQUID PUMP ON OFF
f) Toggle the foam tank outlet valve switch to the ON position. VALVE ENGINE ROOM PS
e) Attach hoses to the test connection hydrant valve outlets with
EWS, MSB, EL. WS, ENG. CASING ON OFF
g) Toggle the liquid foam pump start switch to the ON position. the other end of the hoses directed overboard. Open the test
VALVE ENGINE ROOM STB
connection hydrant valves and flush through the foam system.
ENG. CASING, INCINERATOR ROOM
h) Toggle the switches for the spaces into which foam is to be
injected to the ON position. There are separate release controlled f) Stop the foam pump and let the fire pump run to flush out the PURIFIER ROOM ON OFF
valves for sections as shown below: foam in the lines. VALVE PUMP ROOM PS ON OFF
UNITOR
VALVE PUMP ROOM STB ON OFF
• Engine room port side, electrical workshop, main CONTROL SYSTEMS
g) Stop the emergency fire pump (or the fire and GS pump if that
switchboard room, electrical workshop and port side engine has been started), close valve B and drain the piping.
casing
• Engine room starboard side, incinerator room, purifier room h) Revert all valves to their standby positions.
and starboard side engine casing
i) Refill the foam tank as soon as possible.
• Pump room port side
• Pump room starboard side
i) The system is now operating with immediate foam production.
j) When the fire is extinguished the pumps must be stopped
manually and all of the valves closed.
k) Observe the precautions given in the previous procedure about
checking that the fire has been extinguished before clearing the
foam and entering the room.
Issue: 1 IMO No. 9297345 Section 4.2 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Illustration 4.3a Engine Room Local Fire Fighting System
From Pressure
Reducing Unit To Steering Inert Gas Generator
Gear Room
To Economiser To Boiler
Soot Release Atomising
For Auxiliary For Fuel Gas
(Set 7.7kg/cm2) AR017 Boiler Service Take up Valve
Cleaning Incinerator
To Main Engine
Tank Cleaning Emergency
Generator Room
3rd Deck (Aft)
PIAL To Engineering To Incinerator
PT AR031
1411
Services Atomising Air
Near Generator
General Service
PI Air AR018 (3rd Deck)
Receiver In Purification Auxiliary Boilers
(1.5m3 x 7.0kg/cm2) Control Air Room
AR019
4th Deck
AR021 Pump Unit
3rd Deck
Services
AR020
Oily Water
Separator Engine Room Control Panel
Floor
AR022
To Main Engine XA Main Engine
JFW Transfer 1478
Pump
System Flushing Valves
XA General Service Air
To Bilge Primary Tank 1408 Auto ST-SP Compressor
PI
(150Nm3/h x 7.0kg/cm2)
PS TS
XI
1407 Generator Engines
LI LT LT LI
1627 1629 1623 1625 Drain and Pump Test
WP006 No. 1 Fresh No. 2 Fresh
No. 2 Distilled No. 1 Distilled
Water Tank Water Tank
Water Tank Water Tank Purifier Room
(P)(71.5m³) (P)(178.8m³)
(S)(178.8m³) (S)(71.5m³)
LI LI LI
LAL LAL LS LAL WP LAL
1628 1630 LI 1624 1626
007
Steering Gear Room
To Bilge To Bilge
Primary Tank Primary Tank Key
Air
To Fresh Water
From Ion Type Steriliser Hydrophore Fresh Water
Tank
To Stern To Cascade Fire Water System
Tube Tank
Cooling Electrical Signal
Water Tank
Issue: 1 IMO No. 9297345 Section 4.3 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
4.3 Engine room local fire fighting System The areas protected by the Hi-Press system are as listed below: Illustration 4.3b Local Fire Fighting Detection Control Panel
Loop 1, Main engine: 8 heads
Fire Fighting Equipment
Maker: Novenco Hi-Press Loop 2, Generator engines: 8 heads
Type: CR5-18 Loop 3, Purifier room: 8 heads
Capacity: 7m3/h at 3,500 rpm Loop 4, Incinerator room: 2 heads
Pressure: 11.33 bar Loop 6, Steering gear room: 5 heads
No. of sets: 1
Loop 5, Auxiliary boilers: 4 heads
Nozzle type: NHP5
Loop 7, Inert gas generator room: 2 heads
Introduction The system is maintained in a constant state of readiness and the pump is Sprinkler Section Release
permanently connected to a fresh water supply. 1 2 3 4 5 6 7
The Novenco Hi-Press fire fighting system provides a high pressure water
mist spray to specific areas of the machinery space and is additional to and CAUTION Sprinkler Control
Main Auto
independent of the engine room hot foam fire fighting system. During periods of engine room maintenance it is important to ensure
that the spray heads are never painted as this will impair their MAIN
The principle of the water mist system is that the very fine droplets of water performance. EMERGENCY
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large Procedure for Operating the Local Fire Fighting System
surface area for small mass and this produces a rapid cooling effect on the
fire. The steam produced by the evaporation acts to further reduce the space a) Ensure that the fresh water tank has sufficient water for
available for oxygen. Because the water is in mist form the system is also operating the local fire fighting system.
useful for oil fires. In the event of a fire, the panel will send a continuous alarm to the ECR, the
b) Ensure that power is available to the fire fighting control system will only initiate the starting of the high pressure pump and the opening
Water at high pressure is injected into the protected space through special panel. Its primary source is from the main switchboard but a of the solenoid valve to the affected area when two detector heads, one smoke
nozzles which break down the water stream into very fine mist like particles. connection to the emergency switchboard is also provided. and one flame are activated. Water mist will then be discharged through all of
The positioning and distance of the spray heads from the protected equipment the nozzles on this part of the circuit.
is critical to ensure complete protection is provided. c) Ensure that the high pressure pump starting panel has power
available and is switched to AUTO. The duty officer will need to inspect the affected area and when sure that the
The equipment consists of a high pressure pump which takes suction from fire has been extinguished, switch the pump off by operating the key switch
the operating fresh water tank supplying the ship’s domestic water system. d) Ensure that all of the manual valves at the pump unit are open on the control panel.
Illustration 4.3a above shows how the system is interfaced with the other ship’s except the air supply valve, test valves and drain valve.
systems. CAUTION
In this condition the system will operate automatically with the appropriate If welding, burning or other hot work is to be carried out in the engine
One of the tank’s outlet valves will always be open and the second may be machinery valve releasing water to the spray heads for that protected space. room that could cause heat or smoke to activate a sensor, special
opened as required but the system is based on high pressure rather than high precautions must be taken. This involves switching the key switch on
volume. The pump is located in the engine room on the 2nd deck starboard aft the control panel to MANUAL so preventing automatic release. It is
near the control air dryers. Automatic Operation of the System
essential when all hot work has been completed however, to make sure
The system would normally be left in automatic mode so providing continuous that the system is switched back again to AUTOMATIC.
The pump supplies seven outlet lines fitted with a total of 37 sprinkler nozzles
which serve various areas of the machinery space. Each outlet has its own engine room protection. The system is controlled by the fire fighting control
supply valve remotely operated from the control panel. and monitoring panel indicated in illustration 4.1.4b, for automatic operation
the key switch is to be turned to AUTO. This panel is connected in a loop to 20
ion smoke and heat detectors, 8 UV flame detectors, 9 local sprinkler release
buttons, 4 short circuit isolating switches and 7 electric sirens/flashing lights
located around the engine room.
Issue: 1 IMO No. 9297345 Section 4.3 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Manual Operation of the System Blowing Through the System After Use
The system can be operated manually by pressing one of the 9 pushbutton After the system has been operated for a particular space the lines must be
release points (blue colour) located around the machinery spaces. If a blown through with compressed air to remove all water which could cause
pushbutton is operated in this manner, the system will operate as for automatic corrosion.
operation with the pump starting and the control valve for that space opening.
Water mist will then be discharged until the duty engineer resets the key switch The pump unit must be isolated so that it will not operate and the pump
on the control panel but this must only be done when it has been confirmed that discharge valve closed. The pump drain valve is opened to drain water from the
the fire has been extinguished. pump outlet lines. The flushing air valves from the general service air system
and the section supply valves for the areas which have been operated manually
The system can also be started locally at the high pressure pump unit by are opened. Compressed air is then blown through the section pipes and the
switching the pump starter over to HAND and then manually operating the spray heads, removing all water from that section. When flushing is complete
valve for the affected area. Each valve is marked with the section to which it the air valves are closed, the section supply valves are returned to the closed
is connected. position and to automatic operation. The pump drain valve is closed and the IGG Room
pump returned to AUTO.
Illustration 4.3c Local Fire Detection Repeater Panel
System checks must then be carried out after purging to ensure that the system Pump Control Panel
Salwico MN3000 and its control panels are set for automatic operation.
On line FIRE ALARM List Procedure for Testing the System
More alarms List
Incinerator Room
The testing frequency of the system should be according to company procedures
Local mute
with an officer on duty on the bridge at the time of testing.
Lamp Test
a) Close the outlet valves after the section valves to all protected Steering Gear
space. Room
b) Open the test valve below the outlet valve and also open the
drain valve. Boiler Tops
If necessary the release solenoid valves may be operated manually by means of c) Open the section valve manually by pressing the section
the screw located at the pressure gauge end of the solenoid valve. pushbutton.
The main control panel for the system is located in the main switchboard room d) Check that the pump starts and that the section valve opens and Main Engine
and one small repeater panel is fitted in the wheelhouse on the forward face of the control panel indicates mist release.
the radio console area. Generator Engines
e) Reset the control panel alarm and check that the pump stops and Purifier Room
the section valve closes.
CAUTION
The key switch on the control panel in the switchboard room must f) Close the section test valve and repeat the test for the other
always be in the AUTO position when the engine room is unmanned. section. From Water Mist Pump
g) After completion of tests close the drain valve and open all Drain Valve
outlet valves after the section valves. Air Inlet Valve
h) Check that fresh water is available, check and clean strainers
and ensure that the system is returned to the AUTO mode. Local Fire Fighting Water Mist Distribution Unit
Issue: 1 IMO No. 9297345 Section 4.3 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Illustration 4.4a Quick-Closing Valves and Fire Dampers Fire Control Station (Foam Room)
From Control Air Line
Main Engine and Generator Engine Wire Rope PAL Control
PI 1413
Fuel Inlet Quick-Closing Waste Oil Incinerator Lever
Waste Oil No.2
Valve Trip Box Located Service Tank Diesel Oil
Service Tank
Adjacent to the Main Switchboard Room Service Tank
(Locked
Air Open)
Bottle
Emergency Generator Engine Room Wire Rope (100 Litres) No.1
OF351F
(Outside
Room) OF351F OD351F
From Control Air
Emergency Incinerator Service Line
Generator (Locked
Diesel Oil Fire
Engine Marine Open)
Service Tank Damper
Diesel Oil
Control
Service Tank
Panel
OD371F OD351F
Generator Engine Generator Engine Main Engine Main Engine Main Engine Cylinder Oil Cylinder Oil Cylinder Oil Turbine
Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Measuring Storage Tank Storage Tank Lubricating Oil
Storage Tank Settling Tank Storage Tank Storage Tank Settling Tank Tank No.1 No.2 Storage Tank
No.2 No.1
OL004F OL005F OL002F OL001F OL003F OL307F OL304F OL305F OL191F
OF131F
To No.1 Generator Engine
OF132F
To No.2 Generator Engine No.1/2/3/4 AC021F
Exhaust Louvre (Locked
(Damper) Heavy Heavy Heavy Marine Marine
Open) Fuel Oil Fuel Oil Fuel Oil Diesel Oil Diesel Oil
Settling Tank Settling Tank Service Tank Service Tank Storage Tank
OF133F No.1 No.2
No.1/2
To No.3 Generator Engine
Supply Fan AC022F
(Reversible) (Locked
Open)
OF051F OF052F OF201F OD101F
OD052F
No.3/4
Supply Fan OD051F OD001F
AC023F
(Non-Reversible) (Locked
OF130F
Open)
Main Engine
Key Purifier Room No.1 Heavy No.2 Heavy No.1 Heavy No.2 Heavy
(Supply/Exhaust) AC024F Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Air (Locked Storage Tank Storage Tank Storage Tank Storage Tank
Open) (Port) (Port) (Starboard) (Starboard)
Lubricating Oil
Main
Diesel Oil Switchboard
Room AC025F
Heavy Fuel Oil (Supply/Exhaust) (Locked OF001F OF003F
Open) OF002F OF004F
Waste Oil
Issue: 1 IMO No. 9297345 Section 4.4 - Page 1 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
4.4 Quick-Closing valves, fire dampers and Oil Tank Quick-Closing Valves Generator Engine Fuel Supply Valve Cabinet (Operated from Outside of
emergency stops the Main Switchboard room)
The valves listed in the following table all relate to the illustration 4.4a shown
Engine Valve Description Valve
above.
Introduction Main engine Fuel supply OF130F
CAUTION No.1 generator engine Fuel supply OF131F
All of the outlet valves from the fuel oil and lubricating oil tanks from which
oil could flow to feed a fire are equipped with pneumatically operated quick- Some tanks such as lubricating oil tanks do not have quick-closing valves
No.2 generator engine Fuel supply OF132F
closing valves. These valves are operated from the fire control station located fitted. This is because they are normally closed and only opened for short
on the upper deck in the port forward area of the accommodation block. periods of time when required. It is therefore important to ensure that No.3 generator engine Fuel supply OF133F
these valves are always closed when not in use.
The valves are supplied with compressed air at 7kg/cm2 from a 100 litre
storage bottle located in the fire control station. The bottle is fitted with an Tank Valve Description Valve
alarm to warn of low pressure and is fed directly from the engine room service
air main. A non-return valve is fitted on the inlet line which is normally left Control Lever No.1
open to ensure that a full charge of air is always available. The oil tanks are
grouped into two systems as shown in illustration 4.4a, with one three-way Waste oil service tank Suction OF351F
cock operating each system. Incinerator DO service tank Suction OD351F
No.1 HFO storage tank (P) Suction OF001F
In addition to the main tank valve system, the inlet fuel oil supply line to the
main engine and each diesel generator engine is fitted with a quick-closing No.2 HFO storage tank (P) Suction OF002F
valve. These valves operate in the same way as the quick-closing tank valves No.1 HFO storage tank (S) Suction OF003F
but they are operated from a separate cabinet located near the main starting air
receivers. Air for actuation of these fuel supply quick-closing valves comes No.2 HFO storage tank (S) Suction OF004F
from the control air ring main via a valve located at the bulkhead aft of the No.2 HFO settling tank Suction OF052F
generator engines.
MDO service tank Main fuel system suction OD101F
In normal operation the supply line to each group of tank valves is vented to MDO service tank CJC filter suction OD051F
atmosphere, but when the cock is turned, compressed air is directed to the
MDO storage tank Transfer pump suction OD001F
pistons, which collapse the bridge of each valve in that group, thus causing the Control Lever No.2
valve to close. MDO storage tank CJC filter suction OD052F
Generator engine LO storage tank Suction OL004F
The valves are reset by venting the air supply and operating the valve handwheel
in a closed direction to reset the bridge mechanism and then opening the valve Generator engine LO settling tank Suction OL005F
in the normal way. Main engine No.2 LO storage tank Suction OL002F Control Lever No.1
The exceptions to the above operating system are the MDO tanks for the Main engine No.1 LO storage tank Suction OL001F
emergency generator, the incinerator and the waste oil tank. All of these are Main engine LO settling tank Suction OL003F
operated locally from just outside the spaces by cable pull wires.
Cylinder oil No.1 storage tank Suction OL304F
Receiver for Quick-Closing
The main sea suction valves are operated remotely by hydraulic systems from Cylinder oil No.2 storage tank Suction OL305F Valves and Fire Dampers Supply Valve
handwheels located on the 2nd deck level in the engine room but outside of
Cylinder oil measuring tank Suction OL307F Fire Damper Supply Valve
the main switchboard room.
Turbine LO storage tank Suction OL191F
Control Lever No.2
HFO service tank Suction OF201F
No.1 HFO settling tank Suction OF051F Quick-Closing and Fire Damper Control Valves in the Fire Control Station
Issue: 1 IMO No. 9297345 Section 4.4 - Page 2 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Fire Dampers
Remote Operation
Fire dampers operate to close the ventilation openings in the event of a fire
in the engine room spaces. The dampers are kept open by air pressure acting
on the pneumatic cylinder and when this air pressure is removed a counter
weight, attached to the damper linkage, closes the damper by means of gravity.
Compressed air from the 100 litre storage bottle is applied to the damper
pneumatic cylinders at all times and the supply valve from the bottle is locked
open.
There are five fire damper lines leading out of the fire control room and these
each control a different area. These areas and the manual control valves are as
listed below:
System Description Line Valve
Fan Damper Control Panel
No.1/2/3/4 exhaust louvre dampers AC021F
No.1/2 reversible supply fan AC022F
No.3/4 non-reversible supply fan AC023F
Purifier room (exhaust/supply) damper AC024F
Main switchboard room (exhaust/supply) damper AC025F
Fire Damper Control Panel in the Fire Control Station
The purifier room supply/exhaust dampers have a three-way vent valve which
may be actuated independently enabling the purifier room dampers to be
closed.
The main switchboard room exhaust/supply dampers have a three-way vent
valve which may be actuated independently enabling the main switchboard
room dampers to be closed.
Mushroom type engine room ventilators and engine room vent fan dampers are
manually opened and closed by means of manually operated levers. These are
situated at the ventilators.
Fire Damper Control Panel Fire Damper Activation Cylinder and Limit Switch Indicators
Issue: 1 IMO No. 9297345 Section 4.4 - Page 3 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Emergency Stops DO transfer pump
LO transfer pump
The emergency stops are divided into four groups, ES1A, ES1B, ES2A and No.2 air conditioning package unit for the main switchboard room
ES2B. No.2 boiler power panel
No.4 local group starter panel (No.2 section)
ES1A and B deal with the engine room systems, while ES2A and B generally Generator engine emergency DO booster pump
deal with the accommodation and deck systems, a full listing is given below. Oily water separator
All of these switches can be operated from a control panel in the fire control Sludge pump
room, additionally, only ES2A and B can be operated from the wheelhouse. Cargo oil pump turbine drains tank pump
Air conditioning package unit for the engine room workshop
Engine room bilge pump
ES1A Exhaust gas economiser
No.1 main engine and generator engine HFO supply pump Welding space exhaust fan
No.1 main engine and generator engine HFO circulating pump Engine room toilet exhaust fan
No.1 main engine auxiliary blower
No.1 generator engine LO priming pump
No.1 main engine cylinder LO lubricating pump ES2B
No.1 main engine LO pump No.1 aft deck machinery hydraulic power pack pump
No.1 stern tube LO pump No.2 forward deck machinery hydraulic power pack pump
No.3 engine room supply fan No.3 aft deck machinery hydraulic power pack pump
No.1 air conditioning package unit for the main switchboard room No.2 inert gas system main fan
No.1 boiler power panel No.2 hydraulic power pack pump for the cargo and ballast valves
No.4 local group starter panel (No.1 section) Ship side valves hydraulic power pack pump
Incinerator No.2 air conditioning air handling unit
No.1 COPT LO priming pump Steering gear and emergency pump space exhaust fan
No.2 COPT LO priming pump Steering gear and emergency pump space supply fan
No.3 COPT LO priming pump Inert gas generator topping up fan
ES1B
No.1 forward deck machinery hydraulic power pack pump
No.2 aft deck machinery hydraulic power pack pump
No.3 forward deck machinery hydraulic power pack pump
No.1 inert gas system main fan
No.1 hydraulic power pack pump for the cargo and ballast valves
ES2A
No.2 main engine and generator engine HFO supply pump
No.2 main engine and generator engine HFO circulating pump
No.2 main engine auxiliary blower
No.2 main engine cylinder LO lubricating pump
No.2 main engine LO pump
No.2 stern tube LO pump
No.1 engine room ventilation fan
No.2 engine room ventilation fan
No.4 engine room ventilation fan
No.2 generator engine LO priming pump
No.3 generator engine LO priming pump
HFO transfer pump
Issue: 1 IMO No. 9297345 Section 4.4 - Page 4 of 4
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Illustration 4.5a CO2 System
To Open Air
Emergency Generator Room Main Switchboard Room
Control Cabinet Control Cabinet
M M M M
P P P P P
Emergency Generator Room
2 Cylinders 7 Cylinders
PG PS Electric Horn
Emergency Generator Room Entrance CO2 Locker
P P
Main and Emergency
Power Supply AC 220V Junction Box
To Vent Stop
Control Cabinet
M M
Main Switchboard
Room Entrance
Electric Horn
Main Switchboard Room
Key
Main CO2 Line
Pilot CO2 Line
Electrical Signal
Issue: 1 IMO No. 9297345 Section 4.5 - Page 1 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
4.5 ��
Co2 System A pressure gauge and pressure switch are fitted to the main CO2 manifold. c) Go
������������
to the CO2 control �������������������������������������������
cabinet and break the glass key cabinet to
obtain the key.
System Equipment When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released. d) Use the key to open the control cylinder cabinet door for the
Maker: NK Co. Ltd
space to be activated. This will initiate the CO2 release alarm.
Type: High pressure
Protected Space Number of Cylinders Required
Capacity: 9 cylinders each containing 45kg CO2 e) Open the pilot cylinder handwheel valve and the ball valves
Emergency generator room: 2 to release the pilot ��
CO2 to the main cylinders������������������
. The gas will be
Main switchboard room: 7 released to the protected space.
Introduction
f) After 10 minutes, close the���������������������������������
pil�����������������������������
ot cylinder hand wheel valve.
Depending upon the application, CO2 is normally employed at levels of between Control Cabinets
35% and 50% by volume to produce an oxygen deficiency and thus extinguish g) When the pilot pressure gauge within the control box is zero,
a fire. This level of oxygen reduction is also capable of causing asphyxiation. Discharge of the CO2 is manually accomplished from one of three control cl��������������������������������
ose both pilot isolation valves.
Fixed systems are therefore designed to include safeguards which prevent the cabinets located on board. Two are located outside of the CO2 locker and
automatic release of the CO2 whilst the protected area is occupied. The users operate the emergency generator room and the main switchboard room bottles Note: Allow time for structural cooling before opening the protected space
of portable extinguishers should ensure that there is sufficient air to breathe respectively and the third is located near the main switchboard room entrance and ventilating the CO2 gas.
normally. facing the main engine and it operates the bottles for that room only.
CO2 is not generally regarded as having a high intrinsic toxicity and is not WARNING
The system is operated by a supply of CO2 stored in small pilot cylinders
normally considered to produce decompos���
i��
te products in a fire situation. installed within the control cylinder cabinet. The pilot cylinders are connected Ensure all reasonable precautions have been taken, such as maintaining
to the main pilot system pipework via two isolation valves ���������������������
i��������������������
nstalled within the boundary inspections, noting cooling down rates and/or any hot spots
The CO2 cylinders are fitted with safety devices to relieve excess pressure control cabinet. which may have been found. After an agreed period an assessment
caused by high temperatures. To avoid these operating, it is recommended that party, wearing breathing apparatus, can enter the space quickly
cylinders are located in areas where the ambient temperature will not exceed One isolation valve is connected via small bore pilot gas pipework to the through a door which they must shut behind them. Check that the fire
46°C. Cylinders must ���������������������������������
n��������������������������������
ot be stored in direct sunlight. cylinder bank to open the cylinders while the other is connected via a separate is extinguished and that all surfaces have cooled prior to ventilating the
pilot gas line to open the line valve to the protected space. The isolation valves space. Premature opening can cause re-ignition if oxygen comes into
Certain gaseous extinguishing agents may cause low temperature burns when are positioned so that the control cabinet door cannot be closed with the valves contact with hot combustible material.
in contact with the skin. In such cases the affected area should be thoroughly in the open position. It is also arranged that the control cabinet door will operate
irrigated with clean water and afterw���������������������������������
a��������������������������������
rds dressed by a trained person. switches when in the open position, to initiate audible and visual alarms.
WARNING An alarm panel for the system exists and is located in the main switchboard
DANGER OF ASPHYXIATION room. The alarm panel senses pressure rise and hence leakage from the main
Re-entry to a CO2 flooded area should not be made until the are������
a ����
has bottles and also senses pressure in the pilot lines if the system has been
been thoroughly ventilated. operated. It is from this cabinet that the compartment alarms are controlled
and also the fire dampers for the main switchboard room operated.
Local Release Station for the Main Switchboard Room
System Description
Operating Procedure
Areas Protected
The CO2 cylinders are located in a dedicated compartment on the starboard side a) On discovering a fire in a protected space, shut down the
of A deck in the engine casing adjacent to the emergency generator room. machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other
There are nine bottles in total each with a CO2 content of 45kgs. openings having first ensured that all personnel have been
evacuated.
The system is connected via a high pressure manifold and distribution
pipework to the emergency generator room and the main switchboard room. b) Conduct
������������������������������������������������������������
a muster of all personnel ensuring that everyone is
The outlets for the CO2 are located in order to give an even spread of gas accounted for. The gas must not be released until any missing
quickly throughout the compartment when the bottles are released. persons are accounted for and are kn���������������������
own �����������������
not to be in the
protected space where ��
CO2 is to be released.
CO2 Local Release Station for the Main Switchboard Room
Issue: 1 IMO No. 9297345 Section 4.5 - Page 2 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 4: British Cygnet Date: August 2005
Procedure to Release CO2 Manually
In the unlikely event ���������������������������������������
o��������������������������������������
f pilot gas initiation failure, the CO2 system may be
operated from the CO2 cylinder storage room housing the main bottles.
It is assumed that an attempt has been made to release the CO2 cylinders from
one of the remote operation stations, therefore the cabinet door open alarms
have been activated.
With the control release door open so that the alarms are still be activated.
a) Ensure that all personnel have left the space and ensure that all
vents and doors are closed.
b) In the CO2 cylinder storage room, manually open the main
valve for the protected space into which CO2 is to be released
by removing the safety pin on the discharge valve and pulling
the lever upwards through 90°.
Discharge to the Main Discharge to the Emergency
c) Remove the safety pins on the valve actuator mounted on the Switchboard Room Generator Room
CO2 cylinders to be released. The cylinders required for the
emergency generator room are clearly identified.
d) Pull down the operating lever on the valve actuator of the
cylinders to be released. CO2 will now be discharged.
Manual Release Levers
Manual Safety Pins
Manual Operating Levers
CO2 Discharge Valves in the CO2 Room CO2 Cylinders
Issue: 1 IMO No. 9297345 Section 4.5 - Page 3 of 3
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.1 Flooding in the Engine Room Pumps Available for Bilge Pumping Duties No.2 Main Cooling Sea Water Pump
Capacity: 840m3/h x 1.8kg/cm2
Introduction Bilge, Fire and General Service Pumps
Capacity: 230/180m3/h x 4.0/10.0kg/cm2 This pump takes its suction from its own emergency bilge suction through
Flooding in the engine room can occur due to a defect in the hull structure valve BG019F, which is operated by an extended spindle from above floor
caused by grounding, berthing or collision damage or due to a defect in the plate level.
engine room’s sea water pipeline system. These pumps can take suction from the bilge main, additionally, No.1 pump
has its own direct bilge suction through valve BG014F to the port forward
bilge well. Oily Water Separator
The following steps can prevent or alleviate flooding problems:
The oily water separator takes its suction from the bilge holding tank and has
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ Engine Room Bilge Pump a capacity of 5m3 per hour.
bolts on pipe brackets to minimise fretting in way of supports. Each month
check for signs of corrosion, particularly on pipes which are not obviously Capacity: 5m3/h x 3kg/cm2
Hydraulically Operated Ship Side Valves
visible during daily inspections.
This pump takes its suction from the bilge main through valve BG317F. The high and low ship’s side valves and the vacuum condenser overboard
Operate all ship’s side valves regularly, so they can be operated easily when discharge valve are hydraulically operated from the engine control console via
required in an emergency. Valves such as fire pump suction valves, which are pushbuttons in the CECR. Additionally, these valves in the event of flooding
normally left open, should be closed at regular intervals to prevent a build they can be operated manually from hydraulic deck stands on the second deck
up of marine growth. Ensure that remote valve actuation systems function level, or via the solenoid valves on the hydraulic power pack pump on the
correctly. Check valve packing and ensure there is no excessive leakage. second deck. Similarly the main overboard valve from the vacuum condenser
can be operated from the floor plate level or the second deck level.
Before opening sea water filters for cleaning, make sure the shut-off valves
are shut tight by opening the vent in the filter box cover. In any case break the Vacuum Condenser No.1 Main Cooling No.2 Main Cooling
The sea water recirculating valve WS107F into the low sea suction sea chest
cover joint before removing all cover bolts. The same applies when opening Cooling Sea Water Pump Sea Water Pump Sea Water Pump is operated via a hydraulic deck stand valve located on the 3rd deck starboard
coolers and pipelines anywhere in the system. If a valve is not fully closed forward. Additionally, this valve can be operated via an extended spindle at
there will be appreciable leakage and because the bolts/nuts are still in place it the floor plate level when the manual drive key has been inserted and the
is possible to retighten the cover. hydraulic change over lever on the operating cylinder has been set to the
bypass position.
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with
the position of main sea suction and overboard discharge valves and know
which main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis.
Double bottom sounding pipe cocks and caps should be secured after use. Emergency Bilge
Suction Valve
Emergency Bilge Suction
Issue: 1 IMO No. 9297345 Section 5.1 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.2 Emergency Operation of the Main Engine Procedure for Changeover to Engine Side Control with the d) Put the blocking device into the LOCAL/EMERGENCY
Engine Running control position.
Local (Emergency) Control from Engine Side a) Reduce the engine load to a maximum 80% of MCR. e) Quickly, move the impact handwheel to the opposite position.
This disconnects the fuel pumps from the governor and connects
In the event of breakdown of the normal pneumatic manoeuvring system, the them to the regulating handle on the engine side control stand.
b) Check that the position of ahead/astern lever, valve 105,
governor or its electronics, or if direct fuel pump index-control is required, the
corresponds to the present engine running direction.
engine can be operated from the local (emergency) control stand on the engine f) Move the remote/local lever, valve 100, to the LOCAL position.
side. This vents valves 84-K4,86-K4,88-K4 and 90-K5 of the starting
c) Move the regulating handwheel to bring the tapered slots of
the changeover mechanism plates into position opposite each and control system, and leads control air to the valves in the
Orders for engine operation must be transmitted to the engineer at the local local control stand.
other.
control stand by means of the telephone or telegraph indicator if it is still
functioning. g) If the STOP button valve 102 is not deactivated the engine will
now receive a STOP order.
Procedure for Changeover to Engine Side Control with the Illustration 5.2a Emergency Operation of the Main Engine
Engine Stopped h) Press the START button valve 101 briefly to provide an air
impulse to deactivate the STOP valve 102.
Note: The numbering of parts and valves is as per the Hyundai-MAN B&W Key
i) The engine is now running under control from the local/
engine operating manual. 1
2 1 - Start Valve 101 emergency control stand. Regulation of the engine speed can
3
2 - Stop Valve 102 now be made locally by turning the regulating handwheel.
a) Check that the changeover valve 105 is in the required position 4
for the direction in which the engine is required to start. Note 3 - Changeover Valve 100
that reversing to a new direction is only possible when the 4 - Changeover Valve 105
Note: When the governor is disengaged, the engine is still protected against
STOP valve 102 is activated. overspeed by the electric overspeed trip, ie. the engine is stopped automatically
10 5 - Regulating Wheel
if the revolutions increase to the overspeed setting. The overspeed shutdown
b) At the local control stand release the regulating handwheel by 6 - Changeover Mechanism can only be reset by moving the regulating handwheel to the STOP position.
means of the small lever located at the righ hand side of the 5
7 7 - Regulating Wheel Locking Handle Manoeuvring must therefore be carried out very carefully, especially when
stand. Turn the regulating handwheel in the anti-clockwise 8 - Impact Handwheel
doing so in rough weather. It should also be noted that when operating the
direction to free the regulating handwheel. engine from the local control stand, all of the engine monitoring systems are
9 - Blocking Device
still functioning.
c) Set the blocking device in the emergency position which is 10 - Fuel Notch Indicator
pointing downwards. Procedure for Controlling the Engine from the Emergency
6
Control Stand
d) Quickly turn the impact handwheel anti-clockwise. This will
cause the governor to disconnect from the fuel pumps and allow a) To stop the engine operate STOP valve 102 at the emergency
the local control stand regulating hand wheel to be connected control stand.
9
instead. Regulation of the engine speed can now be made 8 8
locally by turning the regulating handwheel. b) To reverse the direction of the engine rotation, the ahead/astern
lever, valve 105, must be moved to the new position. Reversing
e) Change the position of the remote/local lever valve 100, from the engine is only possible when the STOP valve has been
the REMOTE to the LOCAL position. The air supply is now activated.
directed to the valves of the manoeuvring system for emergency
running. c) When the starting air distributor has been moved to the correct
position for the rotational direction required and its position
f) The engine is now ready for starting from the local position at visually confirmed, the fuel control regulating handwheel can
the engine side. be moved to the START position.
d) To start the engine the START valve 101 must be operated.
Issue: 1 IMO No. 9297345 Section 5.2 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
e) When the start level rotational speed has been reached the
START valve is deactivated by releasing the START button.
The engine should now be running on fuel.
f) The engine speed can be manually controlled by operating the
regulating handwheel which directly regulates the fuel injection
pumps.
Telegraph
Alarm Panel
Changeover Valve Lever 100
Remote/Local Position
Changeover Valve Lever 105
(Ahead or Astern)
Regulating Handwheel Start Valve 101
Stop Valve 102 Regulating Handwheel
Locking Handle
Changeover Mechanism
Regulating Handwheel
Impact Handwheel
Fuel Control Servo Motor
Main Engine Local Control Location Local Control Stand
Issue: 1 IMO No. 9297345 Section 5.2 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.3 Emergency Steering CAUTION
When operating under local control the rudder angle limiter does not
Introduction function and so the rudder must not be worked over its maximum angle
of 35º.
The steering gear consists of a tiller turned by a 4 cylinder hydraulic
system. Hydraulic power is produced by two electric motor driven variable
displacement hydraulic pumps and in accordance with IMO regulations the Illustration 5.3a Steering Gear Emergency Valve Positions
hydraulic power circuits and rams can operate as two isolated systems. Section
2.11 refers and provides more information. Valve Position Status
Manual Valve Position
The steering gear is fitted with an automatic safety system which is used to MODE OF OPERATION
C1 C2 C3 C4 P1 P2 P3 P4 U1
isolate the hydraulic power circuits in the event of a hydraulic oil loss from the
oil tanks or from a damaged part of the hydraulic system. Normal Operation 4 Cyls X
Cylinders 1 & 2 (Pump 1) X X
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 Cylinders 3 & 4 (Pump 2) X X
power failure from the main switchboard the pumps can be supplied from the Filling System with Oil
emergency switchboard. In the event of failure of the control system from the
Venting Pumps and Cyls
wheelhouse the steering gear must be operated manually from the steering gear
room. There is no feedback from the rudder stock when operating manually Fixing Rudder in position X X X X X X X X X
and so the operator must be constantly aware of the rudder position.
= Open X = Closed
Manual control of the steering gear is by means of a mechanical lever
connected to the hydraulic motor servo unit.
Proportional Solenoid Valve
Operation of the Steering Gear on Loss of Bridge Control Push Point
a) On loss of steering gear control from the bridge, establish
communication between the bridge and steering gear
compartment via the telephone system. A telephone is located
in the steering gear compartment for this purpose. There is also
a rudder angle indicator and compass repeater in the steering
gear compartment. The speed of the vessel must be reduced to
70% of normal full speed or lower.
b) Turn the selector switch at the steering control unit box to
LOCAL.
c) Start one of the hydraulic pump units if not already running.
d) Set the steering gear valves according to the plate at the steering
gear control, see illustration 5.3a.
e) Push the proportional solenoid valve pushbuttons for the
selected pump in order to direct oil so that the steering gear
is moved in the desired direction. When the rudder is at the
desired angle release the pushbutton. Ensure that the rudder
has moved to the desired angle by visually checking the rudder
angle indicator. Emergency Steering at Solenoid Valves
Issue: 1 IMO No. 9297345 Section 5.3 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
Illustration 5.4a Emergency Fire Pump System FD555F
KEY
From Emergency
Fire and Deck Wash Water Fire Pump Line
HB Hose Box
FD
541F
Fire
HB Control Room Fire Water Supply
for Deck Foam System
(D)
I.G.G
Room FD (C)
544F (E) (B)
(A Deck)
Chemical (A)
Store Engine
FD Casing
HB
547F FD Fire Flap Control Panel
545F
HR
FD
546F
(A Deck)
HB
Emergency Fire Pump Supply to the Fire Control Station
HB
FD
542F
Paint Oil/Grease
Store Store Deck Foam Deluge to
Flushing Line Lifeboat Area
Deluge to
Liferaft Area Deck Fire
Hydrant Line
Steering
Liferaft Deluge To Deck Foam
HB
Gear Room System (C) Monitors
Lifeboat
FD581F To 'A' Deck Foam Deluge To Fire/
FD589F FD587F Monitors (D) System (B) Deck Wash (A)
Steam Blow
FD583F ST691F
Air Blow Fire FD
FD Control Room 525F
AR540F
582F
FD FD FD FD557F
FD586F 553F 551F 552F
FD588F No.2
Deck
Foam From Engine
FD555F Unit FD554F Room
FD556F
From To Engine Room
Upper Deck
Emergency and Pump Room
Fire Pump Hot Foam Unit (E)
Fire Main Distribution Manifold
Issue: 1 IMO No. 9297345 Section 5.4 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.4 Emergency Fire Pump Operation The main isolating valve onto the sea chest for weed and steam blowing is
located in the aft void space, therefore a hydraulically operated valve FD588F,
Emergency Fire Pump operated from a hydraulic deck stand (located adjacent to the deck stand for the
Maker: Teikoku Machinery Work Ltd main sea suction valve FD556F) is used to open and close this valve.
Type: Electric motor driven vertical centrifugal
Model: 250-2VSR-BM-NV-S
No. of sets: 1
Capacity: 450m3/h at 90mth
Speed: 1,800 rpm
Introduction
The emergency fire pump is located in the emergency fire pump space inside
the steering gear flat.
The pump is used to supply the fire main when the bilge, fire and GS pumps
in the engine room are unable to do so. Additionally, it is automatically started
when it is used to supply the hot foam system for the engine room and pump
room. The pump is an electrically driven, self-priming, vertical centrifugal
pump that has its power supply fed from the emergency switchboard 440V
feeder panel located in the emergency generator room.
Emergency Fire Pump
Starting the pump can take place from three locations:
• Locally at the pump starter (start and stop) unit in the
steering gear compartment
• Remotely from the fire control room
• Remotely from the bridge main console on the starboard
side
The pump draws water from its own sea chest located by the stern frame and
positioned so that it is below the waterline even when the vessel is in a lightship
condition. The remotely operated suction valve FD556F and the manually
operated discharge valve FD583F from this pump are always kept open so the
pump can be started to supply water to the fire main immediately.
The pumps and suction valves should be operated and lubricated according to
company procedures to ensure they are fully operational and ready for use.
The pump sea chest can be blown clear of any weed etc, by connecting an
air hose between the isolating valve onto the sea chest FD586F and AR504F.
Additionally, there is a steam connection allowing the sea chest to be kept
clear of any ice by opening the steam blowing valves ST691F and connection
valve FD586F. The steam is fed from the engine room 7.5kg/cm2 steam service
system.
Emergency Fire Pump Remotely Operated Sea Suction Valve
Issue: 1 IMO No. 9297345 Section 5.4 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.5 Fire in the Engine Room j) Conduct a crew check. Battening Down of the Engine Room
k) Organise the crew for fire fighting duties. a) Stop the main engines and shut down the boilers.
Introduction
l) Inform the terminal authorities and the local fire brigade even if b) Sound the evacuation alarm.
Should a fire occur in the engine room:
the fire appears to be under control.
c) Stop all the ventilation fans.
WARNING m) If personnel are missing, consider the possibility of searching in
Under no circumstances should anybody attempt to tackle an engine the fire area. d) Start the emergency generator and put on load.
room fire alone. It is essential that the fire alarm be raised as soon as an
outbreak of fire is detected. n) Close all accessible openings and hatches to prevent the fire e) Trip the quick-closing valves and the engine room auxiliary
spreading. machinery from the fire control centre.
General o) Prepare to disconnect the cargo hoses, if required. f) Count all personnel and ensure that none are in the engine
room.
a) Immediately sound the fire alarm and muster the crew. p) Prepare to vacate the berth, if required, and inform the authorities
immediately if there might be problems in vacating the berth. g) Close all fire flaps and funnel doors.
b) If personnel are missing, consider the possibility of searching in
the fire area. q) If there is a danger of the release of poisonous gases or of h) Close all doors to the inert gas plant and the engine room.
explosion, consider part or total ship abandonment. Ship
c) Determine the location of the fire, what is burning, the direction drawings, cargo plans etc. should be taken ashore. A crew check i) Start the emergency fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. is to be carried out again.
j) Operate the pressurised water spray system or the hot foam
d) If there is the least doubt whether the fire can be controlled by r) Consider using the fixed fire extinguishing systems, depending system depending upon the location and extent of the fire.
ship’s crew, warn of the situation on the distress frequencies. on the extent of the fire. The local pressurised water system
applies to the specific areas of main engine, generators, boilers,
e) If the fire fighting capacity is limited, give priority to fire incinerator room, topping-up generator room and purifier room The Hot Foam System
limitation until the situation is clarified. whilst the hot foam system covers the entire engine room and
the purifier room. The hot foam system covers the engine room, purifier room, incinerator room
f) If substances which are on fire, or close to a fire, may emit and pump room. The system is activated from the fire control station on the
poisonous gases or explode, direct the crew to a safe position s) On the arrival of the fire brigade, inform the Chief Fire Officer upper deck and must be operated as described in section 4.2. All personnel
before actions are organised. of: must be evacuated from the space into which foam is to be injected before the
foam is injected.
g) Establish the vessel’s position and update the communication • Any personnel missing
centre. • Assumed location of fire Engine Room Fire Prevention
h) If any person is seriously injured, request assistance from the • What is assumed to be burning
The best way of dealing with an engine room fire is to prevent one. Oil spills
nearest rescue centre. • Any conditions that may constitute a hazard must be cleaned up as soon as they occur and oily waste or rags must not be
left lying around. Any leakage from oil pipes must be rectified as soon as
t) Assist the Chief Fire Officer with information and orientation,
In Port possible.
by means of drawings and plans.
WARNING Rags, oily waste and similar combustible material must not be stored in the
If the fixed fire extinguishing system is to be used, take the following action: engine room and plastic containers must not be used for storing such material
Fire plans are housed in red cylindrical containers at the port and
or used as drip trays.
starboard accommodation entrances on the upper deck. These are
positioned to assist outside parties to deal with a fire on board and
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil
should under no circumstances be removed.
onto hot manifolds, even when lagged, must be prevented.
i) Activate the emergency shutdown system in agreement with the
Fire detection equipment must be checked frequently and fire extinguishing
terminal duty personnel.
appliances must be in an operable state at all times.
Issue: 1 IMO No. 9297345 Section 5.5 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
5.6 Emergency Power Failure • During normal working, it is important to leave the engine g) To provide an uninterupted power supply, the emergency
room tidy to avoid obstructions during emergency situations. switchboard will now need to be synchronised to the main
Any lifted floor plates must be cordoned off in a safe manner at switchboard. When this has been done and the ACB closed the
Introduction all times. main switchboard will be feeding the emergency board. The
emergency generator ACB will then trip automatically after
The diesel generators are fitted with many alarms and safety features, such approximately half a second. Normal service should have now
as preferential trips and automatic load sharing (see section 2.13), which are Description of Automatic Power Restoration Sequence been resumed with the engine room generator set(s) providing
designed to reduce the possibility of a loss of the power supply. However, it is all ship’s services.
simply not possible to allow for all eventualities and a complete power failure This description assumes that all elements referred to have been left in their
remains a possibility. normal operating positions, i.e. automatic standby. One generator is supplying h) The emergency generator can now be stopped but care must be
the full ship’s load, with the remaining two generators on automatic standby. taken to ensure it is left in AUTOMATIC mode.
In the event of failure of the main electrical supply system resulting in a
blackout, the emergency generator will automatically start, connect to the a) The running generator trips from the main switchboard. With
emergency switchboard and supply power to the items of equipment which are both main and emergency switchboards dead, the only available Actions After the Restoration of Partial Power
supplied from the emergency switchboard. power is from the battery supply board (see section 2.13.8).
Emergency lighting is normally continuously available. The Following the restoration of power to the emergency switchboard, the cause
Should there be a failure of the automatic starting arrangement for the main/emergency board tie breaker will drop out. All engine of the failure of the main generators should be established and corrected as
emergency generator, the generator may be started manually and connected to room services, including the main engine, will stop. quickly as possible. Without main power, the main engine will continue to
the emergency switchboard manually (see section 2.12.2). turn due to the momentum of the ship being transferred back to the engine
b) Immediately on power failure, the air driven generator through the propeller. Consideration must be given to stopping the main
An emergency battery supply system is also available and this provides power emergency DO supply pump will activate and start to supply engine as quickly as possible to prevent damage due to lack of lubricating oil.
for essential lighting and navigation and communication systems when the DO to the generators. Furthermore, the vessel will eventually stop moving and then be subject to the
main electrical system is not available. The batteries are maintained on a motions of the sea. This may make any repairs more difficult.
constant trickle charge so there is always full emergency power available in c) The first standby generator will receive a start signal and should
the event of loss of generated electrical power. The battery system will provide run up to speed within twenty seconds. If the first standby
essential services whilst the main electrical system is being repaired. generator fails to start or fails to reach 95% of the rated voltage, Actions After the Restoration of Full Power
the second standby generator will receive a start signal and go
through the same procedure. On the restoration of full power, the sequential restart system will activate (see
Personal Safety During a Power Failure section 2.13.7). This will automatically supply power to most engine room
d) The emergency generator will receive an immediate start signal services.
Power failures are usually sudden in nature and can occur without warning. and will restore power to the emergency switchboard within
For short periods, it is possible that blackout conditions may exist in the 45 seconds. If the main switchboard has recovered power by If the cause of the power failure is apparent and has been corrected (if
engine room. During any blackout, it is important that personnel do not place this time, the bus tie breaker between the two switchboards necessary), any remaining services can be restarted. If not, efforts should be
themselves at unnecessary risk. Accidents can be avoided by following a few will close and the emergency generator will be left idling. The directed to identify the problem and correct it before concentrating on the
simple rules. engine will idle for a period of 2 minutes and then receive a stop restoration of remaining services. The main engine should be restarted when
signal. the Chief Engineer is satisfied that it is safe to do so.
• Should there be a total lighting failure, stop whatever you are
doing and remain still. Do not panic.
e) If the emergency switchboard bus voltage is still zero, the It is possible that the power failure may cause problems with controllers/
• On restoration of emergency lighting, or should a torch equipment which is not immediately apparent, therefore all engine room
emergency generator ACB closes and the emergency generator
be available, move slowly and carefully towards the main functions should be closely monitored for a significant period following any
will feed the emergency switchboard.
switchboard room, cargo and engine control room or emergency power failure.
exit.
f) When the main switchboard has recovered power, the
• If the blackout is prolonged for any reason, it is recommended emergency switchboard tie breaker at the main switchboard
that no attempt to move is made until some form of lighting is will be closed.
available. If, however, it is clear that to remain stationary is in
itself placing the individual at risk, any attempt to move should
be made on hands and knees, both very carefully and very
slowly. Engineers should, as a matter or urgency upon joining
a vessel, make themselves aware of the engine room layout and
the position of doors and ladders through which escape can be
made.
Issue: 1 IMO No. 9297345 Section 5.6 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 5: British Cygnet Date: August 2005
Procedure to Prepare a Diesel Generator Set for Starting l) Open the vent on the cooling water outlet line on the generator Note: If the remote monitoring equipment for the generator engine is
air cooler, and close it again when all air has been expelled. defective then the engine must be monitored locally for temperatures,
Failure of the power management system means there will be no automatic pressures, etc.
starting and stopping of the diesel generators in response to load requirements. If maintenance work has been carried out on the engine, start the engine as
In this situation the generators must be started and stopped manually. below prior to switching the engine to automatic operation.
It is possible to start and stop the generator engines locally at the engine should m) Check that all fuel pump indices are at index ‘0’, when the stop
that be necessary in the event of a failure of the automatic system. lever (and hence regulating shaft) is in the STOP position.
a) Set the engine to LOCAL control. n) Check that all fuel pumps can be pressed by hand to full index
and return to ‘0’ when the hand is removed.
b) Set up the fuel oil service system as described in section 2.6.2.
o) Check the spring loaded pull rod operates correctly.
c) Set up the central cooling water system as in section 2.5.2. and
check that water is flowing in the main and auxiliary cooling p) Check that the stop cylinder for the regulating shaft operates
water circuits. correctly when shutting down normally and at overspeed and
shut down. Testing is done by simulating these situations.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil. q) The engine is now ready for starting.
e) Switch the generator engine prelubrication oil pump to AUTO
operation and check that the lubricating oil pressure builds up.
Procedure for Local Start of a Diesel Generator Engine
The engine should be prelubricated at least 2 minutes prior to
a) Ensure that the prestart procedures have been carried out as
start.
above then turn the selector switch on the local control panel to
the MAN position.
f) Check the pressure before and after the filters.
b) Move the stop lever to the working position.
g) Check the turbocharger and governor oil levels.
c) At the local control panel start the engine by pressing the
h) Check the starting air pressure is correct and drain water from
START pushbutton for 2-3 seconds and allow it to run up to
the air starting system. Ensure the starting air valve to the
normal speed.
engine is open.
d) Make a thorough check of the engine for leaks and other
i) Turn the engine at least one complete revolution using the
defects.
turning bar with the cylinder indicator cocks open. Alternatively
purge the cylinders by inducing a start procedure. Close the
e) When the engine has been checked and confirmed to be operating
cylinder indicator cocks. Prior to turning the engine over on air,
correctly, it may be connected to the electrical switchboard. (see
a check must be made to ensure the fuel lever is in the STOP
section 2.13.2.)
position.
j) Check the alarm panel and ensure it is functioning correctly. Procedure to Stop a Diesel Generator Engine
k) Vent the jacket cooling water space. a) Before stopping the engine, make sure the generator has been
disconnected from the switchboard and run off load for a few
If any part of the engine has been drained for overhaul or maintenance, check minutes for cooling down purposes.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. b) Stop the engine by moving the stop lever into the STOP
position.
Issue: 1 IMO No. 9297345 Section 5.6 - Page 2 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 6: British Cygnet Date: August 2005
6.1 common battery powered telephone Receiving a Call
system a) When the telephone bell rings and the lamp lights lift the
telephone handset. Proceed with communications.
Common Battery Powered Telephone Equipment
b) On completion of communications replace the handset.
Maker: CMR Korea Co Ltd
Introduction
The common battery powered telephone system provides a communication
link between vital positions on the vessel during times of power failure or
failure of the primary telecommunication system. The equipment operates on
a common DC power supply of 24V.
The system has communication units at the following locations with the
following call number:
1 Bridge console
2 Engine control room
3 Cargo control room
4 MSB console
5 Emergency generator room
6 Fire control station
7 Main engine manoeuvring station
8 Steering gear room
Headsets with a noise cancelling microphone can be connected to the phones
at the following locations:
• Fire control station
• Main engine manoeuvring station
• Emergency generator room
• Steering gear room
Operating Procedure
Calling
a) Lift the handset of the telephone and use the keypad to dial the
required extension.
b) Wait for the call to be answered and proceed with
communications.
c) On completion of communications replace the handset.
Issue: 1 IMO No. 9297345 Section 6.1 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 6: British Cygnet Date: August 2005
6.2 automatic telephone system d) Make the required announcement via the telephone handset. Priority Interruption
This function allows a higher priority extension can interrupt the call of a lower
Automatic Telephone e) When the announcement is complete replace the handset. priority extension. The following extensions have this interruption facility, 210
Maker: CMR Korea Co. Ltd to 238, 242, 247 to 252.
Type: SDX-Compact External Telephone Call
a) If the extension dialled is busy from any of the extensions as
This facility allows the user to make a call through the satellite system or shore
indicated above, the operator can flash the hook then dial 1.
telephone connection. The phone extensions which have this facility are 211 to
Introduction
215, 217, 227, 230 to 235, 242, 247 to 252 and 262. No member of the ship’s
b) The high priority caller will now break into the previously busy
company should use this facility without first obtaining permission from the
The SDX Compact automatic telephone system functions as the internal ship line.
ship’s Master.
telecommunications on board. The exchange is powered from the ship’s 220V
mains and has a back-up 24V battery supply in the case of a power failure. The c) Replace the handset when the call is complete.
a) Lift the handset and check for a dial tone. If no dial tone is heard
system provides the following features:
replace the receiver and try again.
• Automatic dialling to other extensions
• Paging facility (PA system and group paging) b) Dial 9 for the outside connection.
• External calls via Inmarsat or a shore telephone connection c) Listen for a dial tone from the shore telephone system.
• Conference call facility
d) Dial the required external telephone number.
• Automatic ring back
• Priority call e) When the ringing tone is heard wait for the called party to
answer.
• Call pickup
f) On completion of the call replace the handset.
Automatic Dialling
a) Lift the handset and check for a dial tone. If no dial tone is heard Conference Call
replace the receiver and try again.
This facility allows inter party calls between up to 3 different users, extension
210 which is the wheelhouse, 216 which is the engine room area and 231
b) Dial the extension number required.
which is the central administration office.
c) When the ringing tone is heard wait for the called party to
a) Dial 5 then the extension number as indicated above. When
answer.
contact has been made with the called party (party No.1) ask
them to hold the line.
d) On completion of the call replace the handset.
b) Press the HOOK button and listen for a dial tone. Party No.1
Paging Call (Public address) will hear music while on hold.
This feature allows the operator to make an announcement through the PA
system on board using the telephone set. c) Dial the extension number required (party No.2).
a) Lift the handset and check for a dial tone. If no dial tone is heard d) When party No.2 answers a three party conference is established
replace the receiver and try again. and the music is cancelled from the phone of party No.1.
b) Dial 0 then the * button. e) To add extra parties (up to a maximum of three) follow the
above procedure.
c) Listen for the chime sound in the ear piece and on the public
address system for 2 seconds. f) When the conference call is completed replace the handsets.
Issue: 1 IMO No. 9297345 Section 6.2 - Page 1 of 1
Document Title: Machinery Operating Manual Revision: 1
Document Section 6: British Cygnet Date: August 2005
6.3 public address system d) Adjust the monitor unit VOLUME control (nominally set Broadcasting with the Radio Tuner
midway) to regulate the sound volume of the monitor speaker. a) Push the POWER source button. The POWER indicator LED
Public Address Equipment illuminates.
e) Insert the microphone jack into the socket marked MIC and
Maker: CMR Korea Co Ltd depress the microphone pushbutton to speak. b) Set the ouput selector switch to OFF.
Type: CPA-800D
f) Adjust the VOLUME as required on the monitor panel. As a c) Adjust the VOLUME (nominally set midway) to set the input
guide the centre green zone on the output meter corresponds to volume of the main unit microphone.
Introduction 50% output.
d) Adjust the monitor unit VOLUME (nominally set midway) to
The CPA-800D Public Address (PA)/talkback system is specifically designed g) Depress the ALARM button as desired for signalling prior to regulate the sound volume of the monitor speaker.
for use in the marine industry with all active components made up of transistors announcing a message.
and integrated circuits minimising power consumption. The system is supplied
e) Depress the EXT button.
with 220V AC and incorporates an AC automatic switching circuit so that in h) Transmit the voice message by speaking into the microphone
the event of a power failure the system continues to operate on 220V AC from whilst the microphone button is depressed. f) Depress the POWER switch of the radio tuner.
a dedicated emergency supply.
Broadcasting with the Microphone (Remote unit) g) Select the desired BAND on the receiver.
The control panel for the system is located on the bridge in the starboard side
instrument console’ a) Push the POWER source button. The POWER indicator LED
h) Tune the radio to the required frequency.
illuminates.
Main System b) Set the SP.SEL (speaker selector) switch to the desired output
i) Regulate the output volume as required.
area for the message broadcast.
The main amplifier entertainment rack consists of the following: Broadcasting with the Cassette Tape Deck
• Main controller with CD player c) Adjust the MIC VOL (nominally set midway) to set the input a) Push the POWER source button. The POWER indicator LED
volume of the main unit microphone. illuminates.
• Cassette tape
• General emergency alarm generator d) Adjust the MONI VOL (nominally set midway) to regulate the b) Set the ouput selector switch to OFF.
• Fault tolerant power amplifier sound volume of the monitor speaker.
c) Adjust the VOLUME (nominally set midway) to set the input
• Monitor e) Insert the microphone jack into the socket marked MIC and volume of the main unit microphone.
• Fault detector depress the microphone pushbutton to speak.
d) Adjust the monitor unit VOLUME (nominally set midway) to
f) Adjust the MIC VOL as required. As a guide the centre green regulate the sound volume of the monitor speaker.
Basic Operations zone on the output meter corresponds to 50% output.
e) Depress the EXT button.
In all cases of operation ensure that the BUSY indicator lamp is not g) Depress the ALARM button as desired for signalling prior to
illuminated. announcing a message. f) Place a cassette tape in the unit. The unit will play
automatically.
Broadcasting with the Microphone (Main unit) h) Transmit the voice message by speaking into the microphone
whilst the microphone button is depressed.
a) Push the POWER source button. The POWER indicator LED
illuminates.
b) Set the output switch to DECK, MACHINERY or PUBLIC as
desired.
c) Adjust the VOLUME (nominally set midway) to set the input
volume of the main unit microphone.
Issue: 1 IMO No. 9297345 Section 6.3 - Page 1 of 2
Document Title: Machinery Operating Manual Revision: 1
Document Section 6: British Cygnet Date: August 2005
Emergency Broadcasting
a) Push the POWER source button. The POWER indicator LED
illuminates.
b) Set the ouput selector switch to EM’CY. Messages can now
be transmitted through all speakers on board regardless of the
volume controller setting.
Broadcasting with the Talkback
a) Push the POWER source button. The POWER indicator LED
illuminates.
b) Set the output switch to TALKBACK.
c) Adjust the VOLUME (nominally set midway) to set the input
volume of the main unit microphone.
d) Adjust the monitor unit VOLUME (nominally set midway) to
regulate the sound volume of the monitor speaker.
e) Insert the microphone jack into the socket marked MIC and
depress the microphone pushbutton to speak.
f) Adjust the VOLUME as required on the monitor panel. As a
guide the centre green zone on the output meter corresponds to
50% output.
g) Transmit the voice message by speaking into the microphone
whilst the microphone button is depressed.
The talkback locations on board are:
• Bridge wings (port and starboard)
• Forward mooring station
• Aft mooring station
• Main switchboard room
• Engine control room
• Steering gear room control stand
• Cargo control room
• Cargo manifold (port and starboard)
Issue: 1 IMO No. 9297345 Section 6.3 - Page 2 of 2
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