rita machinery

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Machinery Operating Manual Issue: 1 List of Contents - Page 1 1: Machinery Operating Manual List of Contents: Issues and Updates Machinery Symbols Electrical and Instrumentation Symbols Maersk Machinery Colour Scheme Introduction Part 1: Operational Overview 1.1 To Bring Vessel into Live Condition 1.2 To Prepare Main Plant for ‘In Port’ Condition 1.3 To Prepare Main Plant for Manoeuvring in Port 1.4 To Change Main Plant from Manoeuvring to Full Away 1 5 To Prepare for UMS Operation 1.6 To Change from UMS to Manned Operation 1.7 To Change Main Plant from Full Away to Manoeuvring Condition 1.8 To Secure Main Plant at Finished with Engines 1.9 To Secure Main Plant for Dry Dock Illustrations 1.1a Location Plan of Engine Room - Top of Tank and Floor 1.1b Location Plan of Engine Room - Upper and Lower Platforms Part 2: Main Engine and Auxiliary Systems 2.1 Main Engine and Propulsion Systems 2.1.1 Main Engine Specification 2.1.2 Main Engine Manoeuvring Control 2.1.3 Main Engine Safety System 2.2 Boilers and Steam Systems 2.2.1 General Description 2.2.2 Boiler Control Systems 2.2.3 Sootblowers 2.2.4 7kg/cm 2 Pressure Steam System 2.2.5 Exhaust Gas Boiler 2.3 Condensate and Feed Systems 2.3.1 Condensate System 2.3.2 Heating Drains Systems 2.3.3 Boiler Feed System 2.3.4 Water Sampling and Treatment System 2.4 Sea Water Systems 2.4 1 Main and Auxiliary Sea Water Systems 2.4.2 Sea Water Service System 2.4.3 Engine Room Ballast System 2.4.4 Evaporator 2.4.5 Distilled Water Transfer and Distribution System 2.5 Fresh Water Cooling Systems 2.5.1 Main Engine Jacket Cooling Fresh Water System (High Temperature Cooling Water System) 2.5.2 Central Fresh Water Cooling System (Low Temperature Fresh Water Cooling System) 2.6 Fuel Oil and Diesel Oil Service Systems 2.6.1 Main Engine Fuel Oil Service System 2.6.2 Auxiliary Engine Fuel Oil Service System 2.6.3 Auxiliary Boiler Fuel Oil Service System 2.6.4 Incinerator Fuel Oil Service System 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2 Fuel Oil and Diesel Oil Purifying System 2.8 Lubricating Oil Systems 2 8.1 Main Engine Lubricating Oil System 2.8.2 Stern Tube Lubricating Oil System 2.8.3 Lubricating Oil Purifying System 2.8.4 Lubricating Oil Filling and Transfer System 2.9 Bilge Systems 2.9.1 Engine Room Bilge System and Bilge Separator 2.9.2 Pump Room Bilge System 2.9.3 Bosun Store and Chain Locker Bilge System 2.10 Air Systems 2.10.1 Starting Air System 2.10.2 General Service Air System 2.10.3 Control Air System 2.11 Steering Gear 2.12 Electrical Power Generators 2.12.1 Diesel Generators 2.12.2 Emergency Diesel Generator 2.13 Electrical Power Distribution 2.13.1 Distribution and Loading 2.13.2 Shore Power 2.13.3 Main Alternators 2.13.4 Emergency Alternator 2.13.5 Preferential Tripping and Sequential Restart 2.13.6 Uninterruptible Power Supplies (UPS) 2.13.7 Batteries, Transformers, Rectifiers and Chargers 2.13.8 Impressed Current Cathodic Protection 2.13.9 Thrusters 2.14 Accommodation Systems 2.14.1 Domestic Fresh Water System 2.14.2 Domestic Refrigeration System 2.14.3 Accommodation Air Conditioning Plant 2.14.4 Miscellaneous Air Conditioning Units 2.14.5 Sewage Treatment System 2.15 Inert Gas (Top-up System) Generator 2.15.1 Inert Gas Generator 2.15.2 Operation 2.15.3 Maintenance Illustrations 2.1.1a Main Engine 2.1.1b Oil Mist Detector 2.1.2a Main Engine Manoeuvring Control Panel 2.1.2b Indication Panels 2.1.3a Engine Safety System Panel 2.2.1a AQ18 Auxiliary Boiler 2.2.2a Boiler Control Panel 2.2.3a Sootblowing 2.2.4a 7kg/cm 2 Steam System 2.2.5a Exhaust Gas Boiler 2.3.2a Heating Drains System 2.3.3a Boiler Feed Water System 2.3.4a Water Sampling and Treatment System 2.4.1a Main and Auxiliary Sea Water Cooling Systems 2.4.3a Engine Room Ballast System 2.4.4a Evaporator 2.4.5a Distilled Water Transfer and Distribution System 2.5.2a Central Fresh Water Cooling System 2.6a Viscosity - Temperature Graph 2.6.1a Main Engine Fuel Oil Service System 2.6.2a Auxiliary Engine Fuel Oil Service System 2.6.3a Auxiliary Boiler Fuel Oil Service System 2.6.4a Incinerator Fuel Oil Service System 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System Rita Mærsk

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Machinery Operating Manual

Issue: 1 List of Contents - Page 1

1: Machinery Operating Manual

List of Contents:

Issues and UpdatesMachinery SymbolsElectrical and Instrumentation SymbolsMaersk Machinery Colour SchemeIntroduction

Part 1: Operational Overview

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for ‘In Port’ Condition

1.3 To Prepare Main Plant for Manoeuvring in Port

1.4 To Change Main Plant from Manoeuvring to Full Away

1 5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished with Engines

1.9 To Secure Main Plant for Dry Dock

Illustrations

1.1a Location Plan of Engine Room - Top of Tank and Floor1.1b Location Plan of Engine Room - Upper and Lower Platforms

Part 2: Main Engine and Auxiliary Systems

2.1 Main Engine and Propulsion Systems2.1.1 Main Engine Specification2.1.2 Main Engine Manoeuvring Control2.1.3 Main Engine Safety System

2.2 Boilers and Steam Systems2.2.1 General Description2.2.2 Boiler Control Systems2.2.3 Sootblowers2.2.4 7kg/cm2 Pressure Steam System2.2.5 Exhaust Gas Boiler

2.3 Condensate and Feed Systems2.3.1 Condensate System2.3.2 Heating Drains Systems2.3.3 Boiler Feed System2.3.4 Water Sampling and Treatment System

2.4 Sea Water Systems2.4 1 Main and Auxiliary Sea Water Systems2.4.2 Sea Water Service System2.4.3 Engine Room Ballast System2.4.4 Evaporator2.4.5 Distilled Water Transfer and Distribution System

2.5 Fresh Water Cooling Systems2.5.1 Main Engine Jacket Cooling Fresh Water System

(High Temperature Cooling Water System)2.5.2 Central Fresh Water Cooling System

(Low Temperature Fresh Water Cooling System)

2.6 Fuel Oil and Diesel Oil Service Systems2.6.1 Main Engine Fuel Oil Service System2.6.2 Auxiliary Engine Fuel Oil Service System2.6.3 Auxiliary Boiler Fuel Oil Service System2.6.4 Incinerator Fuel Oil Service System

2.7 Fuel Oil and Diesel Oil Transfer Systems2.7.1 Fuel Oil and Diesel Oil Bunkering

and Transfer System2.7.2 Fuel Oil and Diesel Oil Purifying System

2.8 Lubricating Oil Systems2 8.1 Main Engine Lubricating Oil System2.8.2 Stern Tube Lubricating Oil System2.8.3 Lubricating Oil Purifying System2.8.4 Lubricating Oil Filling and Transfer System

2.9 Bilge Systems2.9.1 Engine Room Bilge System and Bilge Separator2.9.2 Pump Room Bilge System2.9.3 Bosun Store and Chain Locker Bilge System

2.10 Air Systems2.10.1 Starting Air System2.10.2 General Service Air System2.10.3 Control Air System

2.11 Steering Gear

2.12 Electrical Power Generators2.12.1 Diesel Generators2.12.2 Emergency Diesel Generator

2.13 Electrical Power Distribution2.13.1 Distribution and Loading2.13.2 Shore Power2.13.3 Main Alternators2.13.4 Emergency Alternator2.13.5 Preferential Tripping and Sequential Restart2.13.6 Uninterruptible Power Supplies (UPS)2.13.7 Batteries, Transformers, Rectifiers and Chargers2.13.8 Impressed Current Cathodic Protection 2.13.9 Thrusters

2.14 Accommodation Systems2.14.1 Domestic Fresh Water System2.14.2 Domestic Refrigeration System2.14.3 Accommodation Air Conditioning Plant2.14.4 Miscellaneous Air Conditioning Units2.14.5 Sewage Treatment System

2.15 Inert Gas (Top-up System) Generator2.15.1 Inert Gas Generator2.15.2 Operation2.15.3 Maintenance

Illustrations2.1.1a Main Engine2.1.1b Oil Mist Detector2.1.2a Main Engine Manoeuvring Control Panel2.1.2b Indication Panels2.1.3a Engine Safety System Panel2.2.1a AQ18 Auxiliary Boiler2.2.2a Boiler Control Panel2.2.3a Sootblowing2.2.4a 7kg/cm2 Steam System2.2.5a Exhaust Gas Boiler2.3.2a Heating Drains System2.3.3a Boiler Feed Water System2.3.4a Water Sampling and Treatment System2.4.1a Main and Auxiliary Sea Water Cooling Systems2.4.3a Engine Room Ballast System2.4.4a Evaporator2.4.5a Distilled Water Transfer and Distribution System2.5.2a Central Fresh Water Cooling System2.6a Viscosity - Temperature Graph2.6.1a Main Engine Fuel Oil Service System2.6.2a Auxiliary Engine Fuel Oil Service System2.6.3a Auxiliary Boiler Fuel Oil Service System2.6.4a Incinerator Fuel Oil Service System2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer

System

Rita Mærsk

Rita Mærsk Machinery Operating Manual

Issue: 1 List of Contents - Page 2

2.7.2a Fuel Oil and Diesel Oil Purifying System2.8.1a Main Engine Lubricating Oil System2.8.2a Stern Tube Lubricating Oil System2.8.3a Lubricating Oil Purifying System2.8.4a Lubricating Oil Filling and Transfer System2.9.1a Engine Room Bilge System2.9.3a 2.10.1a Starting Air System2.10.2a General Service Air System2.10.3a Control Air System2.11a Steering Gear 2.11b Emergency Steering2.12.1a Diesel Generator - General Arrangement2.12.2a Emergency Diesel Generator - General Arrangement2.13.1a Distribution and Loading2.13.2a Shore Power2.13.4a Emergency Alternator-Electrical / Automation

2.13.5b Sequential Starting

Part 3: Main Machinery Control

3.1 Integrated Management System (IMS) System 3.1.1 System Overview3.1.2 Operator Stations3.1.3 Screen Displays3.1.4 Alarms Display3.1.5 Trending Display3.1.6 UMS - Manned Hand Over

3.2 Engine Control Room, Console and Panels

Illustrations3.1.1a Integrated Management System (IMS) Layout3.1.2a Operator Stations3.1.3a Screen Displays3.1.4a Alarm Display3.1.5a Trending Display3.1.6a UMS System Layout3.2a Engine Control Room Console

Part 4: Emergency Systems

4.1 Fire Hydrant System4.2 CO2 Flooding System4.3 Quick Closing and Remote Closing Valve System4.4 Fresh Water Spray Extinguishing System

Illustrations4.1a Engine Room Fire Hydrant System4.2a CO2 Flooding System4.3a Quick Closing and Remote Closing Valve System4.4a Fresh Water Spray Extinguishing System

Part 5: Emergency Procedures

5.1 Flooding in Engine Room5.2 Emergency Operation of the Main Engine5.3 Emergency Steering5.4 Emergency Fire Pump5.5 Fire in Engine Room5.6 Fire Escape System and Fire Doors5.7 Fire Alarms System

Illustrations5.2a Emergency Operation of Main Engine5.3a Emergency Steering5.4a Emergency Fire Pump 5.5a Fire Control Station5.6a Escape System and Fire Doors in Engine Room5.7a Fire Alarm System in Engine RoomBosun Store and Chain Locker Bilge System

2.13.7a Emergency Battery Charging and 24V Distribution2.13.8a Impressed Current Cathodic Protection2.13.9a Thrusters Control2.14.1a Domestic Fresh Water System2.14.2a Domestic Refrigeration Plant System2.14.3a Accommodation Air Conditioning Plant2.14.5a Sewage Treatment System2.15.1a Inert Gas Generator in Engine Room

6.1 Communication Systems6.1.1 UMS 2100 System6.1.2 Sound Powered Telephones6.1.3 Exchange Telephones6.1.4 Public Address and Talk-back System6.1.5 Shipboard Management System

Illustrations6.1.1a UMS 2100 System Layout6.1.1b UMS 2100 Operator Panel6.1.2a Sound Powered Telephones6.1.3a Exchange Telephones

Rita Mærsk Machinery Operating Manual

Issue: 1 Issue and Update Control - Page 1

Issue and Update ControlThis manual is provided with a system of issue andupdate control. Controlling documents ensures that:

• Documents conform to a standard format;

• Amendments are carried out by relevant personnel;

• Each document or update to a document is approvedbefore issue;

• A history of updates is maintained;

• Updates are issued to all registered holders ofdocuments;

• Sections are removed from circulation when obsolete.

Document control is achieved by the use of the footerprovided on every page and the issue and update tablebelow.

In the right hand corner of each footer are details of thepages section number and title followed by the pagenumber of the section. In the left hand corner of eachfooter is the issue number.

Details of each section are given in the first column of theissue and update control table. The table thus forms amatrix into which the dates of issue of the originaldocument and any subsequent updated sections arelocated.

The information and guidance contained herein isproduced for the assistance of certificated officers who byvirtue of such certification are deemed competent tooperate the vessel to which such information andguidance refers. Any conflict arising between theinformation and guidance provided herein and the profes-sional judgement of such competent officers must beimmediately resolved by reference to Maersk TechnicalOperations Office.

This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LTD.

For any new issue or update contact:

The Technical DirectorWMT Technical OfficeThe Court House15 Glynne WayHawardenDeeside, FlintshireCH5 3NS, UK

E-Mail: [email protected]

Issue 1 Issue 2 Issue 3 Issue 4

List of Contents January 2000Issues and Updates January 2000Machinery Symbols January 2000Electrical and Instrument Symbols January 2000Colour Scheme January 2000Introduction January 2000

Text1.1 January 20001.2 January 20001.3 January 20001.4 January 20001.5 January 20001.6 January 20001.7 January 20001.8 January 20001.9 January 2000

Illustrations1.1a January 20001.1b January 2000

Text2.1 January 20002.1.1 January 20002.1.2 January 20002.1.3 January 20002.2 January 20002.2.1 January 20002.2.2 January 20002.2.3 January 20002.2.4 January 20002.2.5 January 20002.3 January 20002.3.1 January 20002.3.2 January 20002.3.3 January 20002.3.4 January 20002.4 January 20002.4.1 January 20002.4.2 January 20002.4.3 January 20002.4.4 January 20002.4.5 January 20002.5 January 20002.5.1 January 20002.5.2 January 2000

Rita Mærsk Machinery Operating Manual

Issue: 1 Issue and Update Control - Page 2

Issue 1 Issue 2 Issue 3 Issue 4

Text2.6 January 20002.6.1 January 20002.6.2 January 20002.6.3 January 20002.6.4 January 20002.7 January 20002.7.1 January 20002.7.2 January 20002.8 January 20002.8.1 January 20002.8.2 January 20002.8.3 January 20002.8.4 January 20002.9 January 20002.9.1 January 20002.9.2 January 20002.9.3 January 20002.10 January 20002.10.1 January 20002.10.2 January 20002.10.3 January 20002.11 January 20002.12 January 20002.12.1 January 20002.12.2 January 20002.13 January 20002.13.1 January 20002.13.2 January 20002.13.3 January 20002.13.4 January 20002.13.5 January 20002.13.6 January 20002.13.7 January 20002.13.8 January 20002.13.9 January 20002.14 January 20002.14.1 January 20002.14.2 January 20002.14.3 January 20002.14.4 January 20002.14.5 January 20002.15 January 20002.15.1 January 20002.15.2 January 20002.15.3 January 2000

Issue 1 Issue 2 Issue 3 Issue 4

Illustrations2.1.1a January 20002.1.1b January 20002.1.2a January 20002.1.2b January 20002.1.3a January 20002.2.1a January 20002.2.2a January 20002.2.3a January 20002.2.4a January 20002.2.5a January 20002.3.2a January 20002.3.3a January 20002.3.4a January 20002.4.1a January 20002.4.3a January 20002.4.4a January 20002.4.5a January 20002.5.2a January 20002.6a January 20002.6.1a January 20002.6.2a January 20002.6.3a January 20002.6.4a January 20002.7.1a January 20002.7.2a January 20002.8.1a January 20002.8.2a January 20002.8.3a January 20002.8.4a January 20002.9.1a January 20002.9.3a January 20002.10.1a January 20002.10.2a January 20002.10.3a January 20002.11a January 20002.11b January 20002.12.1a January 20002.12.2a January 20002.13.1a January 20002.13.2a January 20002.13.4a January 20002.13.7a January 20002.13.8a January 20002.13.9a January 20002.14.1a January 20002.14.2a January 2000

Rita Mærsk Machinery Operating Manual

Issue: 1 Issue and Update Control - Page 3

Issue 1 Issue 2 Issue 3 Issue 4

Illustrations2.14.3a January 20002.14.5a January 20002.14.6a January 20002.15.1a January 2000

Text3.1 January 20003.1.1 January 20003.1.2 January 20003.1.3 January 20003.1.4 January 20003.1.5 January 20003.1.6 January 20003.2 January 2000

Illustrations3.1.1a January 20003.1.2a January 20003.1.3a January 20003.1.4a January 20003.1.5a January 20003.1.6a January 20003.2a January 2000

Text4.1 January 20004.2 January 20004.3 January 20004.4 January 2000

Illustrations4.1a January 20004.2a January 20004.3a January 20004.4a January 2000

Text5.1 January 20005.2 January 20005.3 January 20005.4 January 20005.5 January 20005.6 January 20005.7 January 2000

Issue 1 Issue 2 Issue 3 Issue 4

Illustrations5.2a January 20005.3a January 20005.4a January 20005.5a January 20005.6a January 20005.7a January 2000

Text6.1 January 20006.2 January 20006.3 January 20006.4 January 20006.5 January 2000

Illustrations6.1a January 20006.1b January 2000

Rita Mærsk Machinery Operating Manual

Issue: 1 Machinery Symbols

P2P1Discharge/Drain

Ball Valve

Spark Arrester

Deck Stand (Manual)

Valve Locked Closed

Valve Locked Open

Manometer

Air Horn

Filter

N.O or N.CNormally Open

orNormally Closed

Fire Hose Box

Float Valve

Rose Box

Simplex Strainer

Duplex Strainer

Y-Type Strainer

Hopper Without Cover

Vent Pipe

Steam Trap Without Strainer

Flow Meter

Observation Glass

Water Separator

Air Trap / Deaerating Valve

Gear or Screw Type Pump

Centrifugal PumpBlind (Blank) Flange

Orifice

Flexible Hose

Expansion Bend Pipe

Stop Valve

Angle Stop Valve

Gate Valve

Screw Down Non-ReturnValve

Angle Screw Down Non-Return Valve

Lift Check Non-Return Valve

Self Closing Valve

Quick-Closing Valve(Wire Operated)

Quick-Closing Valve(Pneumatic Operated)

Safety / Relief Valve

Angle Safety / Relief Valve

Storm Valve With Hand Wheel

Flow Control Valve

Swing Check Non-ReturnValve

Regulating Valve

Hose Valve

Pressure Reducing Valve

2-Way Cock

3-Way Cock (L-Type)

3-Way Cock (T-Type)

Water Transducer

Butterfly Valve WithAir Actuator

Suction Non-Return Valve

Mud Box

Spool Piece

Overboard Discharge

Tank PenetrationAir ControlValve

Temperature ControlValve (With Hand Wheel)

3-Way Temperature ControlValve (With Hand Wheel)

Non-Return Ball Valve

Connected Crossing Pipe

T Pipe

Reciprocating Type Pump

Dresser TypeExpansion Joint

A

Butterfly Valve

Solenoid Valve

Hand Pump

Mono Screw Pump

Eductor (Ejector)

Suction Bell Mouth

Bellows TypeExpansion Joint

Steam Trap With Strainer

Wax Expansion TemperatureControl Valve

3-Way Wax ExpansionTemperature Control Valve

Sounding Head withFilling Cap

Sounding Head with SelfClosing Cap and SamplingCock (Self Closing)

Vent Pipe withFlame Screen

Spectacle Flange( Open, Shut)

Cylinder Piston Actuator

H B

F B Foam Box

Accumulator

Filter Regulating ValveWith Strainer

Not ConnectedCrossing Pipe

Machinery Symbols

Hydraulic Operated Valve(Open/Shut)

Liquid Level Gauge

Rita Mærsk Machinery Operating Manual

Issue: 1 Electrical and Instrumentation Symbols

Locally MountedInstrument (3 letters)

Remotely MountedInstrument

CP Compound GaugeDPI Differential Pressure IndicatorDPS Differential Pressure SwitchDPT Differential Pressure TransmitterFD Flow DetectorFS Flow SwitchFT Flow TransmitterIL Indication LampsLAH Level Alarm HighLAL Level Alarm LowLI Level IndicatorLIC Level Indicating ControllerLS Level SwitchLT Level TransmitterPAH Pressure Alarm HighPAL Pressure Alarm LowPI Pressure IndicatorPIC Pressure Indicating ControllerPIAH Pressure Indicator Alarm HighPIAL Pressure Indicator Alarm LowPIAHL Pressure Indicator Alarm High LowPS Pressure SwitchPT Pressure TransmitterSAH Salinity Alarm HighTAH Temperature Alarm HighTAL Temperature Alarm LowTI Temperature IndicatorTIC Temperature Indicating ControllerTIAH Temperature Indicator Alarm HighTIAL Temperature Indicator Alarm LowTIAHL Temperature Indicator Alarm High LowTS Temperature SwitchTT Temperature TransmitterVAH Viscosity Alarm HighVAL Viscosity Alarm LowVCA Vacuum AlarmVCI Vacuum IndicatorVCT Vacuum TransmitterVI Viscosity IndicatorVT Viscosity TransmitterXS Auxillary Unspecified SwitchZI Position IndicatorZS Limit Switch

Locally MountedInstrument (2 letters)

XX

Letters outside the circleof an instrument symbolindicate whether high (H),high-high (HH), low (L)or low-low (LL) function is involvedO = OpenC = Closed

Trip Automatic Trip

I Interlock

XXX

XXXXXXX

XXXXXXX

HH

Electrical and Instrumentation Symbols

Rita Mærsk Machinery Operating Manual

Issue: 1 Maersk Machinery Colour Scheme

Dom. Fresh Water

H.T. Cooling Water

L.T. Cooling Water

Hydraulic Oil

Sea Water

Feed Water

Fire/Deck Water

CO2

Marine Diesel Oil

Fuel Oil

Saturated Steam

Air

Condensate

Bilges

Electrical Signal

Instrumentation

Lubricating Oil

Illustration Maersk Colour Scheme

Machinery Systems

Rita Mærsk Machinery Operating Manual

Issue: 1 Introduction - Page 1

Introduction

General

Although the ship is supplied with shipbuilders’ plans and manufacturer’sinstruction books, there is no single handbook which gives guidance onoperating complete systems as installed on board, as distinct from individualitems of machinery.

The purpose of this manual is to fill some of the gaps and to provide the ship’sofficers with additional information not otherwise available on board. It isintended to be used in conjunction with the other plans and instruction booksalready on board and in no way replaces or supersedes them.

Information pertinent to the operation of the Rita Maersk has been carefullycollated in relation to the systems of the vessel and is presented in two on boardvolumes consisting of DECK OPERATING MANUAL and MACHINERYOPERATING MANUAL.

The Deck Operating Manual is designed to complement Marpol 73/78,ISGOTT and Company Regulations.

The vessel is constructed to comply with Marpol 73/78. These regulations canbe found in the Consolidated Edition, 1991 and in the Amendments dated1992, 1994 and 1995.

Officers should familiarise themselves with the contents of the InternationalConvention for the Prevention of Pollution from Ships, such that they areaware of the category of the cargo being carried and the requirements forcleaning of cargo tanks and the disposal of tank washings / ballast containingresidues.

Particular attention is drawn to Appendix IV of Marpol 73/78, the form ofCargo Record Book. It is essential that a record of relevant cargo/ballastoperations are kept in the Cargo Record Book and duly signed by the officer incharge.

In many cases the best operating practice can only be learned by experience.Where the information in this manual is found to be inadequate or incorrect,details should be sent to the Maersk Technical Operations Office so thatrevisions may be made to manuals of other ships of the same class.

Safe Operation

The safety of the ship depends on the care and attention of all on board. Mostsafety precautions are a matter of common sense and good housekeeping andare detailed in the various manuals available on board. However, records showthat even experienced operators sometimes neglect safety precautions throughover-familiarity and the following basic rules must be remembered at all times.

1. Never continue to operate any machine or equipment which appears to bepotentially unsafe or dangerous and always report such a conditionimmediately.

2. Make a point of testing all safety equipment and devices regularly. Alwaystest safety trips before starting any equipment. In particular, overspeed trips onauxiliary turbines must be tested before putting the unit to work.

3. Never ignore any unusual or suspicious circumstances, no matter howtrivial. Small symptoms often appear before a major failure occurs.

4. Never underestimate the fire hazard of petroleum products, whether fuel oilor cargo vapour.

5. Never start a machine remotely from the control room without checkingvisually if the machine is operating satisfactorily.

In the design of equipment and machinery, devices are included to ensure that,as far as possible, in the event of a fault occurring, whether on the part of theequipment or the operator, the equipment concerned will cease to functionwithout danger to personnel or damage to the machine. If these safety devicesare neglected, the operation of any machine is potentially dangerous.

Description

The concept of this Machinery Operating Manual is to provide information totechnically competent ship’s officers, unfamiliar to the vessel, in a form that isreadily comprehensible and thereby aiding their understanding and knowledgeof the specific vessel. Special attention is drawn to emergency procedures andfire fighting systems.

The manual consists of a number of parts and sections which describe thesystems and equipment fitted and their method of operation related to aschematic diagram where applicable.

The first part of the manuals details the machinery commissioning proceduresrequired to bring the vessel into varying states of readiness, from bringing thevessel to a live condition through to securing plant for dry dock.

The second part details ship’s systems, providing a technical description,system capacities and ratings, control and alarm settings and operating details.

Part three provides similar details for the vessel’s main machinery controlsystem.

Part four details the emergency fire fighting system incorporated on the vessel,providing information on their operation and system capacities.

Part five gives operational emergency procedures for the use of essentialmachinery.

Part six deals with the ship’s internal communication systems.

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

Illustrations

All illustrations are referred to in the text and are located either in the text whensufficiently small or above the text on a separate page, so that both the text andillustration are accessible when the manual is laid face down.

When text concerning an illustration covers several pages the illustration isduplicated above each page of text.

Where flows are detailed in an illustration these are shown in colour. A key ofall colours and line styles used in an illustration is provided on the illustration.Details of colour coding used in the illustrations are given in the followingcolour scheme.

Symbols given in the manual adhere to international standards and keys to thesymbols used throughout the manual are given on the following pages.

Notices

The following notices occur throughout this manual:

WARNINGWarnings are given to draw reader’s attention to operations whereDANGER TO LIFE OR LIMB MAY OCCUR.

! CAUTIONCautions are given to draw reader’s attention to operations whereDAMAGE TO EQUIPMENT MAY OCCUR.

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

Part 1Operational Overview

Rita Mærsk Machinery Operating Manual

Issue: 1 Location Plan of Engine Room - Top of Tank and Floor

SternThruster

Bilge Well

Bilge Well

Bilge Well

Bilge Well

Bilge Well

Bilge Well

Cofferdam

Diesel OilTank (Port)

Diesel OilTank (Starboard)

L.O. DrainTank

Low Sea Chest

High Sea Chest

Clean BilgeWater Tank

Dirty BilgeWater Tank

F.O. DrainTank

Ballast PumpRoom

Sound Tank

No.1 H.F.O Tank

F.OOverflow

Tank

SeaChest

No.2 H.F.O. Tank

Exit UP

UP

UP

No.2 H.F.O.Tank (Starboard)

No.1 H.F.O.Tank (Starboard)

UP

No.1 H.F.O.Tank (Port)

No.2 H.F.O.Tank (Port)

PumpRoom

Hydraulic Oil Storage Tank

Main Engine

L.O. SludgeTank

F.O. SludgeTank

PurifierRoom

High Sea Chest

D.O. ServiceTank

L.O Sump Tank

FloorTop of Tank

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

Rita Mærsk Machinery Operating Manual

Issue: 1 Location Plan of Engine Room - Upper and Lower Platforms

CondensateTank Inspection Oil Tank

No.2 H.F.O.Tank (Port)

No.1 H.F.O.Tank (Port)

F.O.Settling

Tank

F.O.Service

Tank

D.O.Service

Tank

BallastPump Room

UP

UPUP

UP

UP

UP

UP

UP

DN

DNUP

Hydraulic StorageTank

No.1 H.F.O.Tank (Starboard)

M/E B&W 5S50MC

Store Room

Shelves

No.1 H.F.O.Tank (Port)

BallastPump Room

No.1 H.F.O.Tank (Starboard)

No.2 H.F.O.Tank (Port)F.O.

Settling Tank

F.O.Service Tank

DN

H.F.O. MinorTank

No.2H.F.O.

Tank (Starboard)

DN

DN

Hydraulic OilStore Tank

UP

UP

Exit

No.1Cylinder OilStore Tank

No.2 CylinderOil Store Tank

M/E L.O.Storage Tank

M/E L.O.Settling

TankA/E L.O.

Storage Tank

WorkRoom

Control Room

W.C

ElectricWorkshop

StoreRoom

Upper PlatformLower Platform

BoilerWaterTank

H.F.O. MinorTank

No.2H.F.O.

Tank (Starboard)

Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms

Lower Platform

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Issue: 1 Operational Overview Page 1

Part 1: Operational Overview

To Bring Vessel Into Live Condition

DEAD SHIP CONDITION

No Shore Supply Available

Ensure Emergency Generator FuelTank Level is adequate.

2.12..2

Start Emergency Generator. 2.12.2

Supply Power to High Voltage Switchboard. 2.13

Start a Generator Engine L.O. Priming Pump. 2.12.1

Start Emergency Air Compressor and Top UpEmergency Air Reservoir if required.

Start Generator Engine D.O. Booster Pump. 2.6.2

2.10.1

Prepare an Auxiliary Generator for Starting.Start Auxiliary Generator. 2.12 .1

Isolate Sequential Restart System.All Ancillary Equipment set to Manual to avoidLow Pressure Auto Start.Supply Emergency 440V Switchboard.Supply Emergency 220V Switchboard.

2.13

Establish Shore Supply.Check Phase Sequence,Voltage and Frequency.

Start up Instrumentation Air System. 2.10.3

Ensure Foam Systems are Ready for Use.

Switch Fire Pumps to Standby. 4.1

Start Sewage Treatment Plant. 2.14.5

Supply Power to Emergency Switchboard from MSB.Restore Emergency Switchboard Services.

2.13.1

4.2

2.14.3

Start IGS Deck Seal Supply Pump.Pressurise Fire Main.

4.1

Reset Preference Trips. 2.13.5

Prepare Low Temp. F.W. Cooling Systems.Start Low Temp. C.W. Pumps.

Disconnect Shore Supply. 2.13.2

Place Emergency Generator on Standby.

2.13.4

2.5.2

Prepare S.W. Cooling System.Start S.W. Cooling Water Pump.

Supply Power to 440V and 220V Switchboards. 2.13

2.4.2

Ensure the CO2 and Water Fog Systems areReady for Use.

Start Engine Room and AccommodationVentilation Fans. Start Air Conditioning System.

Shore Supply Available

2.13.3

4.1

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Issue: 1 Operational Overview Page 2

1.1 To Bring VesselInto Live Condition

Put G.S. Air System into Operation. 2.10.2

Pump Bilges to Bilge Holding Tank as required. 2.9.1

Put all Ancillary Equipment on Standby.Restore Sequential Restart System.Put remaining Auxiliary Diesel Generatorson Standby.

One Diesel Generator in use withother Diesel Generators on Standby.Emergency Generator on Standby.Boiler and Steam System Shut Down.S.W. and C.F.W. Systems in use.Domestic Services in use.

PLANT IS NOW IN LIVE CONDITION

Start Domestic Water System with Electric Heater. 2.14.1

Put Refrigeration System into Operation. 2.14.2

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Issue: 1 Operational Overview Page 3

PLANT IS IN LIVE CONDITION

One Diesel Generator in use withother Diesel Generators on Standby.Emergency Generator on Standby.Boiler and Steam System Shut Down.S.W. and C.F.W. Systems in use.Domestic Services in use.

Prepare and flash up Aux Boiler, usingDiesel Oil and Air Atomising.

2.2.1

Start Feed Pump.Line up Distilled Water Make-Up System.

2.3.3

Change Boiler to operate on F.O. andAtomising Steam.

2.2.1

Start M.E. Jacket C.W. Pump.Supply Steam to Jacket C.W. Heaters.

2.5.1

Supply Steam to F.O. Tanks and Trace Heating.Supply Steam to Boiler Fuel Oil Heaters.Start Boiler F.O. Pump and circulate Fuel.

2.2.4

Supply Steam to Low Pressure Steam System. 2.2.4

Put Boiler on Automatic Operation. 2.2.2

Start F.O. Purifier System. 2.7.2

Change Diesel Generator to run on H.F.O. 2.6.2

1.2 To Prepare Main PlantFor 'In Port' Condition

.

Supply Steam to M.E. F.O. Heater.Start M.E. F.O. Supply and Circulating Pumps.Start both Viscosity Controllers.Circulate F.O. until the D.O. has been expelled.

2.6.1

PLANT IN 'IN PORT' CONDITION

One Diesel Generator in use withother Diesel Generators on Standby.Emergency Generator on Standby.Boiler and Steam System in use.Diesel Generator running on H.F.O.M.E. JCW Systems in Warm Condition.M.E. being circulated with hot F.O.

Maintain Standby Generators in WarmCondition using G/E Preheating System.

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Issue: 1 Operational Overview Page 4

PLANT IN 'IN PORT' CONDITION

Start L.O. Purifier Systems. 2.8.3

Start Camshaft L.O. Pumps. 2.8.1

Ensure Cylinder Oil Measuring Tanks are full. 2.8.1

Start M.E. L.O. Pump.Heat Sumps if required. 2.8.1

Start two further Diesel Generators andRun in Parallel.

2.12.1

Start both Steering Motors on each Steering Gear.Carry out Steering Gear Tests.

2.11

2.1.1

Start up both Thruster Systems.Test Pitch Control. 2.13.9

Put Starting Air Systems into use.Supply Starting Air and Control Air to both M.E.s. 2.11.1

Obtain clearance from the Bridge, turn M.E.over on Starting Air from Local Control Stand.

2.1.1

Check Telegraph, Bridge / E.R. Clocks andCommunications.

2.1.2

Start Aux. Blower and put on Auto. 2.1.1

Change Control to the Engine Control Room. 2.1.2

Change Control to Bridge Control. 2.1.2

Ensure all Standby Pumps are on Auto. 3.1.7

Close Indicator Cocks.From the Local Control Stand turn the M.E. until they fire in the Ahead direction only.Close Turbo Blower Drains.

2.3

PLANT IN 'MANOEUVRING' CONDITION

Three Diesel Generators in use withremaining Diesel Generator on Standby.Emergency Generator on Standby.Boiler and Steam System in use.Diesel Generators running on H.F.O.M.E. heated and ready for use on Bridge Control.M.E. being circulated with hot F.O.Both Steering Gears in use.Deck Machinery ready for use.Thrusters and CPP Systems in use.

other Diesel Generators on Standby.Emergency Generator on Standby.Boiler and Steam System in use.Diesel Generator Running on H.F.O.M.E. JCW Systems in Warm Condition.M.E. being Circulated with hot F.O.

Obtain clearance from the Bridge and turn theEngines two or three Revolutions while manuallyOperating Cylinder Oil Pumps.Take out the Turning Gear.

One Diesel Generator in use,

1.3 To Prepare Main PlantFor Manoeuvring In Port

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Issue: 1 Operational Overview Page 5

1.4 To Change Main Plant From ManoeuvringTo Full Away

PLANT IN MANOEUVRING CONDITION

Three Diesel Generators in use withremaining Diesel Generator on Standby.Emergency Generator on Standby.Boiler and Steam System in use.Diesel Generators running on H.F.O.M.E. heated and ready for use on Bridge Control.M.E. being circulated with hot F.O.Both Steering Gear Motors in use.Thrusters and CPP in use.Deck Machinery in use.Vessel manoeuvring on Bridge Control.

Stop Thrusters when no longer required.

Shut Down M.E. Jacket Heating System. 2.5.1

2.2.3Operate Auxiliary Boiler Sootblowers.

2.1.2

Ensure Auxiliary Blower stop automatically. 2.1.2

2.13.9

Place Engines on Automatic Start Program.

Shut down Deck Machinery.

Stop one Steering Gear Motor on each System. 2.11

Transfer and Purify F.O. as required. 2.7.2

Operate Turbo Blower Cleaning Systemif required.

2.1.1

Shut down Generators until only one is in use.Place remaining three Generators on standby.

2.13. 3

When M.E. Sea Mode Program is complete, check that Pressures and Temperatures stabilise. 2.1.2

Start up Evaporator System butdo not fill Fresh Water Tanks while inCoastal Waters.

2.4.4

Reduce the level in the Bilge Water Holding Tank through the O.W.S.Reduce Bilge levels through the O.W S.

2.9

VESSEL IS FULL AWAY ON BRIDGE CONTROL

When Bridge notifies Engine Control Roomof Full Away record the following:

Time.M.E. Revolution Counter. F.O. and D.O. Tank levels. F.O. and D.O. Counters. Fresh Water Tank levels.

Rita Mærsk Machinery Operating Manual

Issue: 1 Operational Overview Page 6

All Strainers and Filters of Running and Stand By Machinery are in a Clean Condition.

E.R. and Steering Gear Compartment W.T. Doors, Sky Lights and Funnel Dampers are Shut.

All Combustable Material Stored in a Safe Place.

All Ventilation Fans Running.

E.C.R. Air Conditioning Operating Correctly.

2.14.6

2.2.3E.G.B. Sootblowers Set for Automatic Operation.

All Parameters are Within Normal Range.

Loose Items are Secured.

Electric Kettle Plugs Removed in E.C.R.

Workshop Welding Machine Plug is Removed.

Acetylene and Oxygen Cylinder and Pipeline Valves are Closed.

3.1

2.14.4

PLANT IN 'MANNED' CONDITION

1.5 To Prepare For UMS Operation

All Alarms and Safety Cut Outs are Operational.

Smoke and Fire Sensors are Operational.

Bilges are Dry and High Level Alarms are Operational.

All Piping Systems are Tight and not TemporaryRepaired.

All F.O., L.O. and Fresh Water Tanks/Sumpsare Adequately Full.

All Drain Tanks are Empty.

All Standby Pumps and Machinery Systemsare on Auto Start, Sequential Restart SystemOperational.

Emergency Diesel Generator is on Standby.

Stopped Diesel Generators are on Standby.

Compressed Air Bottles are Fully Charged.

Purifier Feed Inlets are Suitably Adjusted.

2.9.1

4.1Cargo

3.1

2.10

2.7.2

2.12.2

2.12.1

2.13.5

Control is on the Bridge and Duty Officer is informed of Commencement Time of UMS.

Data Logger is Programmed to Print Parameters at 0800hrs, 1200hrs and 1730 hrs.

Duty Officer Should be Aware of Location of Duty Engineer.

Watchkeeper Control Switched to Duty Engineer's Cabin.

E.R. Not to be Unmanned for More Than 8hrs.

PLANT IN "UMS” CONDITION.

3.1

3.1

2.1.2Main Engine on Bridge Control.

Rita Mærsk Machinery Operating Manual

Issue: 1 Operational Overview Page 7

Plant in 'UMS' Condition

1.6 To Change From UMS To Manned Operation

Activate Patrol Man Alarm on Entry into the EngineRoom.

Notify Bridge of Manned Condition.

Inform Bridge why E.R. is Manned if outside normal hours.

Switch Watchkeeping Control to the E.C.R.

Handover to on coming Duty Engineer and inform him of any Abnormalities.

Examine latest Parameter Print Out.

Discuss any Defects with the Senior Engineer,who will decide if they warrant inclusion in the Work List. The Duty Engineer should be aware ofall Maintenance Work being carried out, and informed of any changes that occur during theday.

Plant in 'Manned' Condition.

Rita Mærsk Machinery Operating Manual

Issue: 1 Operational Overview Page 8

2.9

2.14.5

2.13.3

2.10.1

2.1.1

2.11

2.6.1

2.4.4

1.7 To Change Main Plant From Full Away To Manoeuvring Condition

VESSEL IS FULL AWAY ON BRIDGE CONTROL

Prepare Sewage Treatment System forPort Operation.

Start two further Diesel Generators and placein Parallel Operation.

Prepare Main Starting Air Compressors for use.Check Starting Air System Drains for Water Content.

30 mins before E.O.P., Bridge begins toReduce Speed.

Start second Steering Motor on each System.Carry out Steering Gear Tests.

If required to manoeuvre on D.O., begin ChangeOver 1 hour before E.O.P.

Shut down Evaporator Plant.

Ensure that E.R. Bilges and Bilge HoldingTank are Empty.

2.5.1Supply Steam to J.C.W. Heater.

2.1.1

2.13.9

2.1.2

2.13.9

Operate Turbo Charger Washing Systemif required.

Bridge informs Engine Control Room of E.O.P.

Test both Thrusters

Prepare Deck Machinery for use.

Check Bridge / E.R. Clocks and Communications.

Record the following:Time.M.E. Revolution Counter. F.O. & D.O. Tank levels. F.O. & D.O. Counters. Fresh Water Tank levels.

Start Thruster Units.

Three Diesel Generators in use withremaining Diesel Generator on Standby.Emergency Generator on Standby.Boiler in use.Diesel Generators Running on H.F.O.Both Steering Gears in use.Deck Machinery ready for use.Thrusters in use.

PLANT IN 'MANOEUVRING' CONDITION

Rita Mærsk Machinery Operating Manual

Issue: 1 Operational Overview Page 9

1.8 To Secure Main Plant At FinishedWith Engines

PLANT IN 'MANOEUVRING' CONDITION

remaining Diesel Generator on Standby.Emergency Generator on Standby.Boiler in use.Diesel Generators running on H.F.O.Both Steering Gear in use.Thrusters in useDeck Machinery ready for use.

Bridge notifies Engine Control Room of F.W.E.

Switch over to Engine Room Control. 2.1.2

Stop Auxiliary Blower. 2.1.1

Stop Steering Gears. 2.11

Maintain J.C.W Temperature for Normal Port stay. 2.5.1

If M.E. was Manoeuvred on D.O., stop F.O. Pumps. 2.6.1

Isolate Starting Air System.Engage Turning Gear.Open Indicator Cocks.Open Turbo Blower Drains.Vent M.E. Starting Air and Control Air Systems.

2.1.1

After a minimum of 15 mins stop Main L.O. Pump.Stop Camshaft L.O. Pump.Maintain L.O. Sump temp. using L.O. Purifier.

2.1.1

Prepare Plant for I.G.S. Operations if required. 2.15

Three Diesel Generators will remain in use ifCargo Pumps or Thrusters are required.

2.12.1

PLANT IN 'IN PORT' CONDITION

Three Diesel Generators in use with

Rita Mærsk Machinery Operating Manual

Issue: 1 Operational Overview Page 10

1.9 To Secure Main Plant For Dry Dock

Shut Down Control and G.S. Air Systems. 2.10.2

Secure CO System.

The Dry Dock can now be Emptied.

Restart F.W. Cooling Pump and circulateDiesel Generator until Cool.

PLANT SECURED FOR DRY DOCK

2 4.2

2.5.2

PLANT IN 'IN PORT' CONDITION

Ensure all Tanks are at the required Levels togive the Vessel the necessary Trim, Draft andStability for entering Dry Dock.

Shut Steam off the J.C.W. Heaters. Allow J.C.W. Pumps to run until M.E. have Cooled.

2.5.1

2.12.1

Transfer L.O. Sump of one M.Eto L.O. Settling Tank via Purifier.

2.8.4

Shut down L.O. Purifier. 2.8.3

Shut down F.O. Purifier. 2.7.2

Shut down Deck Machinery System.

M.E. should have been Manoeuvred on D.O.If not, change over to D.O. and circulate F.O.back to H.F.O. Tank, until the Pipeline has beenflushed with D.O.Stop M.E.F.O. Pumps and Viscosity Controllers.

2.1.1

Change Diesel Generator to run on D.O. 2.6.2

Shut down Diesel Generators until only one isin use.

Shut down Stern Tube L.O. Systems. 2.8.2

Change Domestic Water Heating to Electric. 2.14.1

Isolate Sequential Restart System. 2.13.5

Shut down Air Conditioning and RefrigerationPlants until Shore side C.W. Supply is established.

2.14.22.14.3

Shut down Fire Pumps.Pressurise Fire Main from Shore side C.W. Supply.

4.1

Establish Shore Power.2.13.2

Shut down Sea Water Cooling Systems. 2.4.1

Check Phase Sequence, Voltage and Frequency.

Shut down Auxiliary Boiler.

put into a Wet Lay Up Condition.2.2.1Allow to Cool Naturally, Drain if required for

Maintenance OR

Stop Diesel Generator. 2.13.3

Shut down Feed Pumps and Condensate System.Isolate Distilled Water Tanks.

2.3

Circulate Boiler F.O. System with D.O.Shut down Boiler F.O. Pumps.

2.6.3

Connect Shore Supply to Emergency Switchboard.Connect Shore Supply to Main Switchboard.Establish Lighting and Ventilation and any otheressential Services.

2.13

Part 2Main Engine and Auxiliary Systems

Rita Mærsk Machinery Operating Manual

Issue: 1 2.1 Main Engine and Propulsion Systems Page 1

Fuel Oil

Hydraulic ExhaustValve Actuator

Piston Cooling L.O. Supply

ExhaustManifold

Air Cooler

Connecting Rod

Main BearingL.O.Supply

Jacket H/T Cooling Inlet

Electric Auxiliary Scavenge Air Blower

Crankcase Relief Valve

Exhaust ValveHousing

Exhaust

Camshaft

Scavenge Port

Piston Rod

Stuffing Box

Crosshead Guide Shoe

Crosshead Guide

Stay Bolts

Holding Down Bolts

Illustration 2.1.1a MAN B & W 5S 50MC

Cylinder Cover

Fresh Water

Lubricating Oil

Scavenge Air

Combustion Gas

Enlarged View of Piston Crown L.O. Cooling Arrangement

Rita Mærsk Machinery Operating Manual

Issue: 1 2.1 Main Engine and Propulsion Systems Page 2

2.1 Main Engine and Propulsion Systems

2.1.1 Main Engine Specification

Main EngineMaker: Guangzhou - Man B&WModel: 5S50MC (Mark-6)No. of sets: 1Type: Two stroke, single acting direct reversible,cross head diesel engine with one constant pressure

turbocharger and air coolers.Number of cylinders: 5Cylinder bore: 500mmStroke: 1,910mmOutput (M.C.R.): 7150 kW at 127 rpmSpecific fuel oil consumption: 123.4 g/bhp per hour

TurbochargerMaker: Mitsubishi Heavy IndustriesNo. of sets: 1/engineType: MET53SE

Description

Bedplate and Main Bearing

The bedplate is divided into 8 sections. It consists of welded, longitudinalgirders and welded cross girders with cast steel bearing supports. Long elasticholding down bolts tightened by hydraulic tools are used to fit the bedplate tothe engine seating on resin chocks.

The oil pan, which is made of steel plate and is integrated in the bedplate,collects the return oil from the forced lubricating and cooling oil system. It isprovided with drains with gratings.

The main bearings consist of thick walled steel shells lined with white metal.The bottom shell can, by means of special tools, be rotated out and in. Theshells are kept in position by a bearing cap and are fixed by long elastic studs,with nuts tightened by hydraulic tools. The chain drive is integrated with thethrust bearing in the after end of the engine.

Thrust Bearing

The thrust bearing is of the B&W-Michell type, and consists, primarily, of athrust collar on the crankshaft, bearing supports, and segments of cast iron withwhite metal. The thrust shaft is an integrated part of the crankshaft.

The propeller thrust is transferred through the thrust collar, the segments, andthe bedplate, to the engine seating and end chocks.

Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fitted to the thrust shaft. Theturning wheel is driven by a pinion on the terminal shaft of the turning gear,which is mounted on the bedplate. The turning gear is driven by an electricmotor with built-in gear and chain drive with brake. The turning gear isequipped with a blocking device that prevents the main engine from startingwhen the turning gear is engaged. Engagement and disengagement of theturning gear is effected manually by an axial moment of the pinion.

Frame Box

The frame box is of welded design, and is divided into 7 sections. On theexhaust side, relief valves are provided for each cylinder while, on thecamshaft side, it is provided with a large hinged door for each cylinder.

The crosshead guides are welded to the frame box.

A slotted pipe for collecting part of the cooling oil outlet from the piston forvisual control is bolted in the frame box. The stay bolts, which are tightenedhydraulically, connect the bedplate, frame box and cylinder frame to form aunit. To prevent transversal oscillations, each stay bolt is braced.

Cylinder Frame, Cylinder Liner and Stuffing Box

The cylinder frame units are of cast iron and are mutually assembled withbolts. At the chain drive the cylinder frame is also bolted to the upper part ofthe chain wheel frame.

The cylinder frame together with the cylinder liners form the scavenge airspace and the cooling water space. On the camshaft side of the engine, thecylinder frame units are provided with access covers for cleaning the scavengeair space and for inspection through the scavenge ports. The roller guidehousings, the lubricators, and the gallery brackets are bolted onto the cylinderframe units. A telescopic pipe is fitted for the supply of piston cooling oil andlubricating oil.

A piston rod stuffing box is fitted for each cylinder unit at the bottom of thecylinder frame. The stuffing box is provided with sealing rings for scavenge airand with oil scraper rings to prevent oil from entering the scavenge air space.

The cylinder liner is made of alloyed cast iron and is suspended in the cylinderframe, with a low-situated flange. The upper part of the liner is surrounded bya cooling jacket. The cylinder liner has scavenge ports and drilled holes forcylinder lubrication.

Cylinder Cover

The cylinder cover is of forged steel, made in one piece, and has bores forcooling water. It has a central bore for the exhaust valve and bores for fuelvalves, safety valve, air start valve and indicator valve. The cylinder cover isattached to the cylinder frame with studs and nuts tightened by a permanentlyfitted hydraulically tightened ring covering all the studs.

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing with gas channel, spindle guide,and a valve spindle. The valve housing is water cooled and made of cast iron.Between the cylinder cover and the valve housing there is a bottom piece. Thebottom piece is made of steel with a hardened face for the spindle seat, and iswater cooled on its outer surface. The valve spindle is made of heat resistantsteel and is provided with a small vane wheel on which the exhaust gas actsduring operation, thus making the spindle rotate slightly.

The hydraulic system consists of an actuator, activated by a cam on thecamshaft, a high-pressure pipe, and an oil cylinder for the exhaust valvespindle, mounted on top of the valve housing. The hydraulic system opens theexhaust valve, while the closing of the exhaust valve is damped by means ofan oil cushion on top of the spindle.

Air sealing of the exhaust valve spindle guide is provided.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.1 Main Engine and Propulsion Systems Page 3

Fuel Valves, Starting Valve, Safety Valve and Indicator Valve

Each cylinder cover is equipped with two non-cooled fuel oil valves, one airstart valve, one safety valve and one indicator valve.

The opening of the fuel valve is controlled by the fuel oil pressure created bythe fuel pump and the valve is closed by a spring. An automatic vent slideallows circulation of fuel oil through the fuel valve and high pressure pipes.This vent slide prevents the compression chamber from being filled up withfuel oil in the event that the valve spindle sticks when the engine is stopped.Oil from the vent slide and other drains are led away in a closed system.

The air start valve is opened by pilot control air from the starting air distributorand is closed by a spring.

The safety valve is spring-loaded.

The indicator valve allows cylinder pressure readings to be taken in service.During engine shut down when the engine is being turned on the turning gear,inspection is made at the indicator valve for any water in the cylinder.

One indicator drive is fitted for each cylinder. The indicator drive consists of acam fitted on the camshaft and a spring loaded spindle with roller, which isable to move up and down, corresponding to the movement of the piston. Atthe top of the spindle there is an eye to which the indicator cord is fastenedafter the indicator has been mounted on the indicator valve.

Crankshaft

The crankshaft is of the semi-built type, made from forged or cast steel throws,and made in one part. At the aft end, the crankshaft is provided with a flangefor the turning wheel.

Axial Vibration Damper

The engine is fitted with an axial vibration damper, which is mounted on thefore end of the crankshaft. The damper consists of a piston and a split-typehousing located forward of the foremost main bearing. The piston is made asan integrated collar on the main journal, and the housing is fixed to the mainbearing support. A mechanical device for checking the function of thevibration damper is fitted.

Connecting Rod

The connecting rod is made of forged steel and provided with bearing caps forcrosshead and crankpin bearings. The crosshead and crankpin bearing caps aresecured to the connecting rod by studs and nuts which are tightened byhydraulic jacks. The crosshead bearing consists of a set of thin-walled steelshells, lined with white metal. The crosshead bearing cap is one piece, with anangular cut-out for the piston rod.The crankpin bearing is provided with thin-walled steel shells, lined with white metal. Lubricating oil is supplied throughducts in the crosshead and connecting rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and a piston skirt. The piston crown ismade of heat resistant steel and has four ring grooves which are hard-chromeplated on both the upper and lower surface of the grooves.

The piston skirt is of cast iron and provided with bronze wear bands.

The piston rod is of forged steel and is surface-hardened on the running surfacefor the stuffing box. The piston rod has a central bore which, in conjunctionwith a cooling oil pipe, forms the inlet and outlet for cooling oil.

The crosshead is of forged steel and is provided with cast steel guide shoeswith white metal on the running surface. A bracket for the oil inlet from thetelescopic pipe and another for the oil outlet to a slotted pipe are mounted onthe crosshead.

Fuel Pump and Fuel Oil High-pressure Pipes

The engine is provided with one fuel pump for each cylinder. The fuel pumpconsists of a pump housing, a centrally placed pump barrel, a plunger and ashock absorber. To prevent fuel oil from mixing with the separate camshaftlubrication system, the pump is provided with a sealing device arrangement.The pump is activated by the fuel cam, and the volume injected is controlledby turning the plunger by means of a toothed rack connected to the regulatingmechanism. The fuel pumps incorporate Variable Injection Timing (VIT) foroptimum fuel economy at part load. The VIT principle uses the fuel regulatingshaft position controlling parameter. Adjustment of the pump lead is effectedby a threaded connection, operated by a toothed rack. The fuel oil pump isprovided with a puncture valve for each cylinder, which quickly prevents highpressure from building up during normal stopping and shut down.

The fuel oil high-pressure pipes are equipped with protective hoses, and areneither heated nor insulated. Any leakage from the protective hoses is led to acollecting tank with alarm.

Camshaft and Cam

The camshaft consists of a number of sections. Each individual section consistsof a shaft piece with exhaust cams, fuel cams, coupling parts and indicatorcams. The exhaust cams and fuel cams are of steel, with a hardened roller race,and are shrunk on to the shaft. They can be adjusted and dismantled hydrauli-cally. The cam for the indicator drive can be adjusted mechanically. Thecoupling parts are shrunk on to the shaft and can be adjusted and dismantledhydraulically. The camshaft bearings consist of one lower half shell mountedin a bearing support which is attached to the roller guide housing by means ofhydraulically tightened studs.

Chain Drive

The camshaft is driven from the crankshaft by a chain drive. The engine isequipped with a hydraulic chain tensioner, with the long free lengths of chainsupported by guide bars.

The cylinder oil lubricators are driven by a separate chain from the camshaft.

Governor

The engine is provided with an electronic governor. The speed setting of theactuator is determined by an electric signal from the electronic governor basedon the position of the main engine regulating handle. The actuator shaft isconnected to the fuel regulating shaft by means of a mechanical linkage.

Cylinder Lubricators

The cylinder lubricators, one per cylinder, are M.E.P dependent and loadchange dependent. They are controlled by the engine revolution in conjunctionwith engine load, and are mounted on the roller guide housing, and intercon-nected with shaft pieces. The lubricators have a ‘built-in’ capability ofadjusting the oil quantity. They are of the ‘Sight Feed Lubricator’ type and areprovided with a sight glass for each lubricating point. The oil is led to thelubricator through a pipe system from an elevated tank.

Once adjusted, the lubricators will basically have a cylinder oil feed rate pro-portional to the engine revolutions and engine load. In addition the engine isequipped with a load change dependant function by linking the lubricator to thefuel rack, such that the oil feed rate is automatically increased in case of asudden increase of engine load, such as rough sea conditions

Rita Mærsk Machinery Operating Manual

Issue: 1 2.1 Main Engine and Propulsion Systems Page 4

Manoeuvring System

The engine is provided with a pneumatic, electric manoeuvring and fuel oilregulating system. The system transmits orders from the separate manoeuvringconsole to the engine.

The regulating system makes it possible to start and stop the engine and tocontrol the engine speed. The speed control handle on the manoeuvringconsole gives a speed setting signal to the governor, dependent on the desirednumber of revolutions.

A shut down function will stop the fuel injection by activating the puncturevalves placed in the high pressure fuel system, independent of the speedcontrol handle position.

The engine is provided with a side mounted control console and instrumentpanel, for emergency running.

Gallery Arrangement

The engine is provided with gallery brackets, gratings, stanchions and rails.The brackets are placed at such a height that the best possible overhauling andinspection conditions are achieved. Some main pipes of the engine aresuspended from the gallery brackets.

The upper gallery brackets on the camshaft side are provided with overhaulingholes for stowing pistons.

The engine is prepared for mechanical top bracing on the exhaust side.

Scavenge Air System

The air intake to the turbocharger takes place direct from the Engine Roomthrough the intake silencer of the turbocharger. From the turbocharger, the airis led via the charging air pipe, air cooler and scavenge air receiver to thescavenge ports of the cylinder liners.

The charging air pipe between the turbocharger and the air cooler is providedwith a compensator and is heat insulated on the outside.

Air Cooler

The engine is fitted with one air cooler of the mono block element type withcleaning nozzles for the air side of the cooler.

A separate tank and circulating pump are supplied for chemically cleaning theair side.

A water mist catcher of the through-flow type is located in the air chamberbelow the air cooler.

Exhaust Turbocharger

The turbocharger bearing casings are cooled by fresh water with the bearingslubrication fed from the M.E. L.O. cooling circuit. An observation glass isprovided on the lubrication oil outlet from the turbocharger. A dry cleaningsystem (compressed air 7kg/cm2) is supplied for the turbine side and a freshwater washing system for the compressor side.

The turbocharger is equipped with an electronic tacho system with pick-ups,converter and indicator for mounting in the engine control room.

Exhaust Gas System

From the exhaust valves, the gas is led to the exhaust gas receiver where thefluctuating pressure from the individual cylinders is equalised, the total volumeof gas is led to the turbochargers at a constant pressure. After the turbo-chargers, the gas is led to the external pipe system.

Compensators are fitted between the exhaust valves and the receiver, andbetween the receiver and the turbocharger. For quick assembling and disas-sembling of the joints between the exhaust gas receiver and the exhaust valves,clamping bands are used.

The exhaust gas receiver and exhaust pipes are provided with insulation,covered by galvanised steel sheeting. There is a protective grating between theexhaust gas receiver and the turbocharger.

Auxiliary Blower

The engine is provided with two electrically-driven blowers. The suction sideof the blowers is connected to the scavenge air space after the air cooler.Between the air cooler and the scavenge air receiver, non-return valves arefitted, which automatically close when the auxiliary blowers supply the air.The auxiliary blowers will start operating before the engine is started and willensure sufficient scavenge air to obtain a safe start.

During operation of the engine, the auxiliary blowers will start automaticallyeach time the engine load is reduced to about 30-40%, and they will continueoperating until the load again exceeds approximately 40-50%.

Forced Lubrication and Oil Cooling(Section 2.8.1)

The pipes for the forced lubrication and cooling oil system are made of steel.

The main forced lubrication is led to each main bearing through branches fromthe main lubrication pipe located along the engine.

Cooling oil is led to the telescopic pipe through branches from the cooling oilmain pipe, located alongside the cooling jackets on the exhaust side of theengine, through which the oil is led to the crossheads. From there some of theoil is branched off for lubrication of the crosshead shoes and crossheadbearings and is led through the bored connecting rod to the crank pin bearing.Some of the oil is led through a pipe in the bore of the piston rod for coolingof the piston crown. The oil returns from here through the piston rod and letout through a duct in the crosshead.

Cooling oil returns from the pistons via sight glasses to the main engine sump.

The camshaft bearings and hydraulically operated exhaust valves are suppliedwith oil from a separate lubrication system.

The cylinders are each lubricated by six cylinder oil injection pumps whichsupply oil to injectors spaced around the cylinder liners.

Fuel Oil Supply System(Section 2.6.1)

The fuel oil is led from the main inlet pipe through branches to the fuelinjection pump of each cylinder. In order to keep the fuel oil inlet pressure tofuel injection pump constant, regardless of the fuel oil consumption duringengine running, a spring loaded overflow valve is provided on the fuel oil inletline.

The fuel oil is heated to the temperature required to achieve the optimumatomising viscosity. However, prior to prolonged shut down, and after startingup from cold, the engine will be run on diesel oil in order that the high pressurelines between the fuel injection pumps and fuel injectors do not becomeclogged with cold fuel oil.

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Cooling Water System(Section 2.5.1)

The engine is fresh water cooled, supplied by jacket cooling water pumps. Thefresh water is led from the cylinder frame of each cylinder to the cylinder coverand through the exhaust valve up to a main outlet pipe through which it iscarried back to the fresh water cooler.

The cooling water is also led to the exhaust turbocharger from the main inletpipe. The inlet pipes to the cylinder are provided with shut-off valves. Theoutlet pipes are provided with regulation valves, a pocket for a thermometer,and a deaeration cock.

The deaeration pipe is fitted to the outlet manifold and led to the fresh waterexpansion tank.

The fresh water pipes are covered with phosphatic film, ‘Parkerising’ insteadof galvanisation in order to avoid reaction with corrosion inhibitors.

Starting Air System(Section 2.10.1)

The starting air system contains a main starting valve, a non return valve, abursting disc for the branch pipe to each cylinder, a starting air distributor, anda starting valve on each cylinder.

The main starting valve is connected to the manoeuvring system, whichcontrols the start of the engine.

The starting air distributor regulates the supply of pilot control air to thestarting valves so that these supply the engine cylinders with starting air in thecorrect firing order. The starting air distributor has one set of starting cams for‘Ahead’ and one set for ‘Astern’, as well as one control valve for each cylinder.

Operation of Main Engine

Preparations for Starting

Air Systems

a) Drain water, if any, from the starting air system.

b) Drain water, if any, from the control air system at the receivers.

c) Pressurise the air systems.

d) Check the pressures.

e) Pressurise the air system to the pneumatic exhaust valves.

(Note ! Air pressure must be applied before the camshaft lubricating oil pumpis started. This is to prevent the exhaust valves from opening too much.)

f) Engage the lifting/rotation check rod mounted on each exhaustvalve, and check that the exhaust valves are closed.

Lubricating Oil Systems

Start the lubricating oil pumps for:-

1.Engine.

2.Camshaft.

a) Check the oil pressures.

b) Check the oil flow, through the sight-glasses, for piston cooling oil.

c) Check that the cylinder lubricators are filled with the correct type of oil.

d) Operate the cylinder lubricators manually.

e) Check that oil is emitted.

Cooling Water Systems

(Note ! The engine must not be started if the jacket cooling water temperature is below20°C.)

Preheat to minimum 20°C or, preferably, to 50°C.

a) Start the cooling water pumps.

b) Check the pressures.

Slow-Turning the Engine

This must be carried out to prevent damage caused by fluid in any of thecylinders.

Before beginning the slow-turning, obtain permission from the bridge.

(Note ! Always carry out the slow-turning operation at the latest possiblemoment and, under all circumstances, within the last 30 minutes beforestarting.)

Slow-Turn with Special Slow-Turning Device

a) Disengage the turning gear.

b) Check that it is locked in the OUT position.

c) Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.

d) Lift the locking plate of the main starting valve to the SERVICEposition.

e) Check the indicator lamp.

The locking plate must remain in the upper position during running.

The locking plate must remain in the lower position during repairs.

f) Open the indicator valves.

g) Turn the slow-turning switch to SLOW-TURNING position.

h) Move the regulating handle to START position.

i) Check to see if fluid flows out of any of the indicator valves.

j) Check that the individual air cylinders reverse the displaceablerollers for each fuel pump to the outer position.

k) When the engine has moved one revolution, move the handleback to STOP position.

l) Turn the slow-turning switch back to NORMAL position.

m) Close the indicator valves.

Slow-Turn with Turning Gear

a) Open the indicator valves.

b) Give REVERSING order by moving the reversing handle to theopposite direction of rotation.

c) Turn the engine one revolution with the turning gear in thedirection indicated by the reversing handle.

d) Check to see if fluid flows out of any of the indicator valves.

e) Check that the individual air cylinders reverse the displaceablerollers for each fuel pump to the outer position.

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f) Repeat the previous points in the opposite direction of rotation.

g) Close the indicator valves.

h) Disengage the turning gear.

i) Check that it is locked in the OUT position.

j) Check that the indicator lamp for 'TURNING GEAR ENGAGED'extinguishes.

k) Lift the locking plate of the main starting valve to the SERVICEposition.

l) Check the indicator lamp.

m) The locking plate must remain in the upper position duringrunning.

n) The locking plate must remain in the lower position duringrepairs.

Fuel Oil System

a) Start the fuel oil supply pump and circulating pump.

If the engine was running on heavy fuel oil until stop, the circulating pump willbe running.

b) Check pressures and temperatures.

Checking the Fuel Regulating Gear

a) Close the shut-off valve of the starting air distributor to preventthe engine from turning.

b) Check the indicator lamp.

c) Switch over to control from the engine side control console.

See description of the procedure Emergency Operation (Section 2.1.3)

d) Turn the regulating handwheel to increase the fuel pump index,and check that all the fuel pumps follow to the 'FUEL SUPPLY'position.

e) With the regulating handwheel back in STOP position, check thatall the fuel pumps show zero-index.

f) Switch back to NORMAL control.

g) Open the shut-off valve of the starting air distributor.

h) Check that the indicator lamp extinguishes.

Miscellaneous

a) Lubricate the bearings and rod connections in the regulating gear,etc, every 4,000 hours.

b) Switch on the electrical equipment in the control console.

c) Set the switch for the auxiliary blowers in 'AUTO' position.

d) The blowers will start at intervals of 6 seconds.

The engine is now ready to start.

Starting-Up Procedure

Starting! CAUTION

If the engine has been out of service for some time, starting-up is usuallyperformed as a quay-trial. Prior to this, it must be ascertained that:

1. The harbour authorities permit quay-trial.

2. The moorings are sufficient.

3. A watch is kept on the bridge.

The following modes of starting are available:

Remote control from Control Room

Remote control from Bridge

Emergency Control

Stop, start and speed setting orders are given manually by moving theregulating handle, corresponding to the order from the bridge.

Checks During Starting

Make the following checks immediately after starting:

Direction of Rotation.

Ensure that the direction of propeller rotation corresponds to thetelegraph order.

Exhaust Valves

See that all exhaust valves are operating correctly. Disengage thelifting/rotation indicators after checking that they are functioningcorrectly.

Turbochargers

Ensure that the turbocharger is running and sufficient oil is incirculation.

Circulating Oil

Check that the pressure and discharge are in order

Cylinders

Check that all cylinders are firing.

Starting valves on Cylinder Covers

Feel over the pipes. A hot pipe indicates a leaking starting valve.

Pressures and temperatures

See that everything is normal for the engine speed. In particular,the circulating oil (bearing lubrication and piston cooling),camshaft lubricating oil, fuel oil, cooling water, scavenge air, andcontrol and safety air.

Cylinder Lubricators

Make sure that the lubricators are working with an even 'dropheight' level in all the sight glasses.

Check the actuators on the load change dependent lubricators arein the position for increased cylinder lub. oil dosage duringstarting and manoeuvring.

Check the oil level in the feeder tank.

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Procedure For Loading the Engine

If there are no restrictions such as running in after repairs, proceed to increasethe load on the engine.

The cooling water should be preheated, but if the temperature is below 50°Callow the temperature to reach this point before increasing load.

Increase the load gradually to maximum speed over a period of 30 minutes.

Checks During Loading

Feel-over sequence.

If the condition of the machinery is uncertain (e.g. after repairs or alterations),the ‘feel-over sequence’ should always be followed, i.e:

1. After 15-30 minutes’ running on ‘Slow’.

2. Again after 1 hour’s running.

At sea, after 1 hours running at service speed, stop the engine, open thecrankcase, and feel-over the moving parts listed below (by hand or with a‘Thermo-feel’) on sliding surfaces where friction may have caused undueheating.

During feeling-over, the turning gear must be engaged, and the main startingvalve and the starting air distributor must be blocked.

The starting air distributor is blocked by closing the cross-over valve.

Feel sequence points

Main, crankpin and crosshead bearings

Piston rods and stuffing boxes

Crosshead shoes

Telescopic pipes

Chains and bearings in the chain casing

Camshaft bearing housings

Thrust bearing / guide bearing

Axial vibration damper

Torsional vibration damper

Running-in

For a new engine, or after repair or renewal of the large bearings, renewal orreconditioning of cylinder liners and piston rings, allowance must be made fora running-in period.

Regarding bearings: increase the load slowly, and apply the feel-oversequence, see Checks During Loading.

Fuel Change Over

The engine is equipped with non-cooled, ‘all-symmetrical’, light-weight fuelvalves with built-in fuel circulation. This automatic circulation of thepreheated fuel (through the high-pressure pipes and the fuel valves) duringengine standstill, is the background for recommending constant operation onheavy fuel.

However, change over to diesel oil can become necessary if, for instance,thevessel is expected to have a prolonged inactive period with cold engine, i.e.due to:

A major repair of the fuel oil system etc

A dry-docking

More than 5 days’ period stop

Environmental legislation requiring the use of low-sulphur fuels

Change over can be performed at any time:

During engine running

During engine standstill

In order to prevent fuel pump and injector sticking/scuffing, poor combustionor fouling of the gas ways, it is very important to carefully follow the changeover procedures.

Change Over from Diesel Oil to Heavy Fuel During RunningSee section 2.7.1

Preparations Prior to Arrival in Port

Decide whether the harbour manoeuvre should be carried out on diesel oil oron heavy fuel oil. The vessel is designed to run on heavy fuel at all times.

Change over should be carried out one hour before the first manoeuvres areexpected.

Start additional auxiliary engine to ensure sufficient power reserve for themanoeuvre.

Drain off any condensed water from the starting air and control air systemsjust before the manoeuvre.

StoppingStop the engine by setting the regulating lever to stop.

Operations After Arrival in Port

When the ‘FINISHED WITH ENGINES’ order is received in the control room:

a) Switch over to control room control.

b) Switch off the auxiliary blowers.

c) Test the starting valves for leakage.

d) Obtain confirmation from the bridge that the stern is clear and the ship is secure on its berth.

e) Check that the turning gear is disengaged as a leaky valve cancause the crankshaft to rotate.

f) Close the valve to the starting air distributor.

g) Open the indicator valves.

h) Change over to emergency control.

i) Activate the START button.

This admits starting air, but not control air, to the starting valves.

j) Check to see if air blows out from any of the indicator valves.

If air issues out of a cylinder, the starting valve concerned is leaking.

k) Replace or overhaul any defective starting valves.

Lock the main starting valve in its lowest position by means of the lockingplate.

l) Stop the camshaft lubricating oil pump.

m) Close and vent the control air and safety air systems.

n) Wait a minimum of 15 minutes after stopping the engine, thenstop the lubricating oil pumps.

This prevents overheating of cooled surfaces in the combustion chambers, andcounteracts the formation of carbon deposits in piston crowns.

If the engine was run on heavy fuel oil until STOP, keep the F.O. circulatingpumps running and the fuel oil preheated. The temperature may be reducedduring the port stay.

If the engine was run on D.O. until STOP, stop the fuel oil pumps.

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Freshwater Preheating During Standstill

Keep the engine preheated to minimum 50°C, unless harbour stay exceeds 5days. This counteracts corrosive attack on the cylinder liners during starting-up.

Use the preheater for preheating of the engine.

Switch off other equipment which need not operate during engine standstill.

WARNING Special Dangers

Keep clear of spaces below loaded cranes.

The opening of cocks may cause discharge of hot liquids or gases.

The dismantling of parts may cause the release of springs.

The removal of fuel valves or other valves in the cylinder cover may causeoil to run onto the piston crown. If the piston is hot an explosion may blowout the valve.

When testing fuel valves do not touch the spray holes as the jets maypierce the skin.

Beware of high pressure oil leaks when using hydraulic equipment, wearprotective clothing.

Arrange indicator cocks with pressure relief holes directed away frompersonnel. Wear goggles when taking indicator cards.

Do not weld in the engine room if the crankcase is opened before fullycooled.

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

Use gloves when removing O-rings and other rubber/plastic based sealingmaterials which have been subjected to abnormally high working temper-atures as they may have a caustic effect.

Fire in Scavenge Air Box

Cause

If flakes of burning or glowing carbon deposits drop into the oil sludge at thebottom of the scavenge air box, this sludge can be ignited and, if verycombustible material is found here, serious damage can be done to the pistonrod and the scavenge air box walls. The latter could possibly cause a reductionin the tension of the stay bolts.

Ignition of carbon deposits in the scavenge air box can be caused by:

Prolonged blow-by

‘Slow combustion’ in the cylinder, owing to incorrectatomisation, incorrect type of fuel valve nozzle, or ‘misaligned’fuel jets

‘Blow-back’ through the scavenge air ports, owing to anincorrectly adjusted exhaust cam disc or a large resistance in theexhaust system (back pressure)

To keep the exhaust resistance low, heavy deposits must not be allowed tocollect on protective gratings, nozzle rings and turbine blades. The backpressure after the turbocharger must not exceed 350mm w.g.

Warnings of Fire

A fire in the scavenge box is indicated by:

1. An increase in the exhaust temperature of the affected cylinder

2. The scavenge air box being noticeably hotter

If the fire is violent, smoky exhaust and decreasing engine revolutions willoccur.

Violent blow-by will cause smoke, sparks, and even flames, to be blown outwhen the respective scavenge box drain cock is opened, therefore keep clear ofthe line of ejection.

Monitoring devices, in the scavenge air space will give an alarm and operatethe main engine slow-down function at an abnormal temperature increase.

Measures to be taken

Due to the possible risk of a crankcase explosion, do not stand near the reliefvalves, flames can suddenly be violently emitted.

a) Reduce speed to SLOW, if not already carried out automatically,(see above) and ask bridge for permission to stop.

b) When the engine STOP order is received, stop the engine andswitch off the auxiliary blower.

c) Stop the fuel oil supply.

d) Stop the lubricating oil supply.

e) Apply boundary cooling.

f) Engage the turning gear and turn the engine into a position wherethe affected unit exhaust valve is closed and the scavenge portsare shut off. This will assist in allowing the fire to burn itself out.

g) If the fire is serious, put the scavenge air box fire extinguishingequipment into operation.

(Note! Be aware of possible thermal shock and loss of extinguishing mediumthrough the exhaust. Do not open the scavenge air box or crankcase before thesite of the fire has cooled down to under 100°C. When opening, keep clear ofpossible fresh spurts of flame.)

h) Remove dry deposits and sludge from all the scavenge air boxes.

i) Clean the respective piston rods and cylinder liners. Inspect theirsurface condition, alignment and whether they are distorted. If inorder, coat with oil.

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j) Repeat the checking procedure and concentrate on piston crownand skirt, while the engine is being turned (cooling oil and wateron).

k) Inspect the stuffing box and bottom of scavenge box for possiblecracks.

If a piston caused the fire, and this piston cannot be overhauled at once, followthe precautions referred to in the Maker’s Manual.

If heating of the scavenge air box walls has been considerable, the stay boltsshould be checked and re-tightened at the first opportunity.

Before re-tightening, normal temperature of all engine parts must be re-established.

To ensure proper draining of oil sludge from the scavenge air boxes, (therebyreducing the risk of fire in the scavenge air boxes), it is recommended to check(on a daily basis) that the drain lines from the scavenge spaces are clear.

Ignition in the Crank Case

Cause

When the engine is running, the atmosphere in the crankcase contains the sametypes of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air,however, there is also a heavy shower of coarse oil droplets present.

If abnormal friction occurs between the sliding surfaces, or heat is otherwisetransmitted to the crankcase (for instance from a scavenge air fire via the pistonrod/stuffing box) or, for some engine types, through the hot uncooled interme-diate bottom, 'hot spots' on the heated surfaces can occur. The 'hot spots' willcause the oil falling on them to evaporate. When the oil vapour condensesagain, countless minute droplets are formed which are suspended in the air.This appears as milky-white oil mist, which is able to feed and propagate aflame if ignition occurs.

The ignition can be caused by the same 'hot spot' which caused the oil mist. Ifa large amount of oil mist has developed before ignition, the burning can causea tremendous rise of pressure in the crankcase (explosion), which forces amomentary opening of the crankcase relief valves.

In isolated cases, when the entire crankcase has presumably been full of oilmist, the consequential explosion has blown off the crankcase doors and setfire to the engine room.

(Note ! Similar explosions can also occur in the chain casing and scavenge air box.)

Every precaution should therefore be taken to:

1. Avoid ‘hot spots’

2. Detect the oil mist in time

‘Hot Spots’ in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearingjournal surfaces become too rough (due to the lubricating oil becomingcorrosive, or being polluted by abrasive particles).

For these reasons, it is very important to:

1. Purify the lubricating oil correctly

2. Make frequent control analysis

3. Ensure that the filter gauze is always intact

Due to the high frictional speed of the thrust bearing, special care has beentaken to ensure the oil supply to this bearing.

Monitoring equipment is arranged to give an alarm in cases of low circulatingoil pressure and/or high temperature of thrust bearing segments. Keep thisequipment in tiptop condition.

Feel over moving parts (by hand or with a ‘thermo-feel’) at suitable intervals(15-30 minutes) after starting and again at full load.

If in doubt, stop and feel over.

Oil Mist in the Crankcase

In order to ensure a reliable, and quick warning of oil mist formation in thecrankcase, constant monitoring is obtained with an ‘Oil Mist Detector’, whichsuccessively samples air from each crankcase compartment.

The detector will give alarm and slow-down command at a mist concentrationwhich is only a fraction of the lower explosion limit (LEL), in order to gaintime to stop the engine before ignition of the oil mist can take place.

Measures to be taken when oil mist has occurred:

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

b) Reduce speed to slow-down level, if not already carried out auto-matically (see above.)

c) Ask the bridge for permission to stop.

d) When the engine STOP order is received, stop the engine andclose the fuel oil supply.

e) Switch-off the auxiliary blowers.

f) Open the skylight(s) and/or 'stores hatch'.

g) Leave the engine room.

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

i) Prepare the fire-fighting equipment.

j) Do not open the crankcase until at least 20 minutes after stopping the engine.

k) When opening up the crankcase, keep clear of possible spurts offlame. Do not use naked lights and do not smoke.

l) Stop the lubricating oil pump.

m) Take off/open all the lowest doors on one side of the crankcase.

n) Shut off the starting air, and engage the turning gear.

o) Locate the ‘hot spot’.

p) Feel over, by hand or with a ‘thermo-feel’, all the sliding surfaces (bearings thrust bearing, piston rods, stuffing boxes, crossheads,telescopic pipes, chains, vibration dampers, moment compen-sators, etc.).

Look for squeezed-out bearing metal, and discolouration caused by heat(blistered paint, burnt oil, oxidised steel).

Keep any bearing metal found at bottom of oil tray for later analysing.

q) Prevent further ‘hot spots’ by preferably making a permanent repair.

r) Ensure that the respective sliding surfaces are in good condition.

Take special care to check that the circulating oil supply is in order.

s) Start the circulating oil pump and turn the engine by means of the turning gear.

t) Check the oil flow from all bearings, spray pipes and spraynozzles in the crankcase, chaincase and thrust bearing.

u) Check for possible leakages from pistons or piston rods.

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Start the engine. After: 5 minutes, 30 minutes, one hour and then when fullload is reached carry out the following:

1. Stop and feel over

2. Look for oil mist

Especially feel over (by hand or with a ‘thermo-feel’) the sliding surfaces,which caused the overheating.

There is a possibility that the oil mist is due to 'atomisation' of the circulatingoil, caused by a jet of air/gas, e.g. by combination of the following:

1. Stuffing box leakages (not air tight).

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

An oil mist can also develop as a result of heat from a scavenge fire beingtransmitted down the piston rod or via the stuffing box.

Hot air jets or flames could also have passed through the stuffing box intothe crankcase.

Alarms and Trips

Automatic Shut Down Functions

L.O. to Bearings and Thrust Bearing Pressure Low/low

Thrust Bearing Temperature High/high

L.O. to Camshaft Pressure Low/low

Engine Over-speed Trip

Manual Shutdown

Emergency Stop Button

Slow Down Functions

Piston Cooling Oil Outlet/Cylinder Temperature High

Piston Cooling Oil Outlet/Cylinder No Flow

Jacket Cooling Water Inlet Pressure Low

Jacket Cooling Water Outlet/Cylinder Temperature High

Scavenge Air Box/Cylinder Temperature High

Exhaust Gas Outlet/Cylinder Temperature High

Oil Mist in Crankcase

Cylinder L.O. No Flow

Stern Tube Bearing Temp High

Alarms

Leakage From High Pressure Fuel Pipes

Fuel Oil Temperature High

Fuel Oil Temperature Low

Fuel Oil Viscosity High

Fuel Oil Viscosity Low

Fuel Oil Inlet Pressure Low

L.O. Inlet Temperature High

Piston Cooling Oil Outlet/Cylinder Temperature High

Piston Cooling Oil Outlet/Cylinder No Flow

Piston Cooling Oil Inlet Pressure Low

L.O. to Bearings and Thrust Bearing Pressure Low

Thrust Bearing Temperature High

L.O. to Camshaft Inlet Temperature High

L.O. Inlet to Camshaft Pressure Low

Turbo Charger L.O. Inlet Pressure Low

Turbo Charger L.O. Inlet Temperature High

Turbo Charger L.O. Outlet Temperature High

Cylinder Lubricators No Flow

Jacket Cooling Water Inlet Pressure Low

Jacket Cooling Water Outlet/Cylinder Temperature High

Starting Air Pressure Low

Control Air Pressure Low

Safety Air Pressure Low

Air Supply to Exhaust Valve Air Cylinder Pressure Low

Scavenge Air Manifold Temperature High

Scavenge Air Inlet Pressure Low

Scavenge Air Box/Cylinder Temperature High

Air Cooler Cooling F.W. Inlet Pressure Low

Exhaust Gas/Cylinder Temperature High

Exhaust Gas After Turbocharger High

Oil Mist in Crankcase

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200

1 2 3 4 5 6 7 8 910

40 6080 100

PERCENTAGE OF ALARM LEVEL

SAMPLE NUMBER

SELECT

TEST

RESET

SYSTEMON

SIMULATIONMODE

TESTMODE

AVERAGEALARM

DEVIATIONALARM

FLOWFAULT

OPTICFAULT

Oil Mist DetectorMark 5

Made in England

Enlarged View of Oil Mist Detector Panel

Illustration 2.1.1b Oil Mist Detector

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Oil Mist Detector

Introduction

Oil mist detection is now widely accepted as a means of providing earlywarning of incipient bearing failure in diesel engines. The Graviner Mark 5 OilMist Detector embodies electronic and electrical means of carrying out fastand accurate sampling of the crankcase oil mist, without the use of rotationalmechanical parts.

Principle of Operation

At high temperatures the oil used for lubricating engines generates vapours.When these come into contact with the colder atmosphere in the crankcase attemperatures around 700°C, they condense into an oil mist. This situationrepresents the condition associated with the excess temperatures, such as thosecaused by main crankshaft, big end or connecting rod small end bearingdefects.

The ‘Oil Mist Detector’ works on the principle that oil mist density is propor-tional to optical obscurity. It samples the oil mist in the crankcase at a regularrepetitive sequence.

The sample is measured by passing it through a measuring chamber which hasa light source at one end and a photo cell at the opposite end.

The output signal from the photo-cell represents oil mist and is compared withthreshold levels set during commissioning.

If the thresholds are exceeded an alarm indicates the need for an engine slow-down and an immediate investigation of engine condition.

Preparation for the Operation of the Oil Mist Detector

a) Supply power to the oil mist detector.

The detector will now begin scanning.

After each crankcase has been sampled the first scan is completed.

No alarms will be given during the first scan, as the system is forming themicroprocessor memory stores.

Test Functions

The test switch may be pressed at any time after the first complete cycle. Thisinitiates the microprocessor programme for testing the oil mist detector and isindicated by the test mode lamp being lit.

The programme will commence by the deviation alarm indicator being lit, andwill continue by simulating a gradually increasing average oil mist density,resulting in the display building up to 100 per cent of the alarm level, at thispoint, the average alarm indicator will light and the main alarm relay contactswill change state.

The programme now simulates a ‘flow fault’ which lights the flow faultindicator.

The microprocessor memory circuit is then checked and a test is conducted onthe engine slow down relay coil without actually operating it.

Satisfactory completion of all tests results in the 'optical fault' indicator beinglit and the fault alarm relay contacts will change state.

Should the tests not be completed correctly the fault relay will not operate.

If the facility to operate the test from a remote position is used, the testprogramme remains the same, but should it not be completed correctly it is notpossible to reset from this remote position. This ensures that the oil mistdetector is examined to define the fault condition. Therefore, at the end of asatisfactory test of the oil mist detector the following should be seen:

Deviation alarm indicator lit

Average alarm indicator lit

Flow fault indicator lit

Optical fault indicator lit

Main alarm relay contacts change state

Fault alarm Relay contacts change state

Test Routines

The oil mist detector incorporates self-checking routines, which operatewhenever the detector is switched on.

The only necessary routine maintenance consists of running a brief additionalself-test prior to engine starting, and at least at four-weekly intervals.

Provided the detector is switched on, the test is commenced by first operatingthe local test switch and then operating the reset switch on the detector.

a) Inspect/clean air line filter at least at a minimum of four-weeklyintervals.

Remote testing and indications

A test of the oil mist detector from the remote position should be carried outdaily as follows:

a) Pressing the remote test switch for a minimum of 20 secondsinitiates the same test programme as the test switch on the oil mistdetector.

Passing of the test is indicated at the remote position by theremote main alarm and fault alarm enunciator being lit.

b) The remote reset button is pressed on completion.

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Issue: 1 2.1 Main Engine and Propulsion Systems Page 13

DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine

ALARM FAULT

ALARMLIST

STOPHORN

ALARMACKN.

STATUSLIST

MAINTE-NANCE

EDIT MENU S1 S2 S3 S4 DIMMER

BRIDGECTRL.

ECRCTRL.

EMERGCTRL.

ORDERADJUST

SLOWD.ACTIVE

SLOWD.CANCEL

SLOWD.RESET

ESC ENT

SEAMODE

STANDBY

F.W.E.CANCELLIMITS

SHUTD.ACTIVE

SHUTD.CANCEL

1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

7 STU 8 VWX 9 YZ 0 space . +/- #

AUTO BRIDGE START AIR 29.8 BAR

ORD: 0.0 SET: 40.0 ACT: 35.0

Illustration 2.1.2.a Main Engine Manoeuvring Control Panel

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2.1.2 Main Engine Manoeuvring Control

Maker: Lyngso MarineType: 2100

The main engine manoeuvring control system can be divided into two parts:

1. The DMS 2100 Bridge Manoeuvring System

2. The DPS 2100 Engine Safety System

DMS 2100 Bridge Manoeuvring System

The DMS system is designed to control the ship’s engine directly from thebridge. Automatic operation is also possible from the ECR. The normaloperating condition of the DMS is with the lever of the bridge telegraph unitbut the ECR position may be used for additional monitoring/control etc. DMScontrols the following functions:

Starting, stopping and reversing the propulsion plant

Acceleration and deceleration of main engine speed

Engine speed sensing

Quick progress through critical speed ranges

Monitoring manoeuvring sequences

Self monitoring

Control of auxiliary systems

Selection of control and operation modes

Automatic limitations

The DMS system is serial connected to both the DPS engine safety system andthe UMS/UCS alarm, monitoring and control system. The requested ordersfrom the telegraph system are internally processed and routed as a set speedvalue to the electronic governor (EGS 2000).

The hardware consists of 4 main groups:

Bridge and ECR operating panels

ECR Indication Panel

Propulsion control cabinet (PCC)

Electronic governor (EGS 2000)

Bridge and ECR DMS Operating Panels

The operating panels enable communication with the the DMS system. Thedisplay is able to show operating state information. All nominal and actualvalues, operating data and list contents can be read and adjustments made tothe operating state. Any faults or alarms within the system are shown andaccompanied by a warning buzzer.

The following table shows the facilities and operations available from thebridge and ECR operating panels.

Button Action

Bridge Control: Indication or request/acknowledgement of Automatic bridge control

ECR Control: Indication or request/acknowledgement of ECR control (manual or automatic)

Emergency control: Indication or acknowledgement of emergency (local) control

Sea mode:

If not in manoeuvre mode then the button is for indication only.

This order indicates, by LED illumination: ‘No need to man the engine room’.

If in manoeuvre mode:

Sea mode active if LED on, speed set value released to SEA FULL AHEAD.

Pressing the key again extinguishes the LED, manoeuvre mode is activated andtherefore speed set value is limited.

Stand by: Technical crew order for stand by conditionsin engine room

F.W.E.: Pressing this key gives ‘Finished with Engines’ order, an alarm is activated and the LED will flash until the following conditionsare met:

Main air start valve is blocked

Start air distributor is blocked

Control air is off

Safety air is off

F.W.E. order acknowledged from ECR

Slowdown: Indicates activation of automatic slowdown

Slowd. cancel: Pressing key cancels slowdown signal, pressing again reactivates slowdown

Slowd. reset: Resets system when slowdown condition removed, speed returns to normal

Shutd. active: Indicates an automatic shutdown signal activated

Shutd. cancel: Cancels shutdown signal, until key pressed again

(Note ! A shutdown will be reset by moving the bridge telegraph lever to thestop position.)

Menu: Displays 6 sub menus accessed by “S” function keys

Status list: Displays critical engine condition and limits

Maintenance: Displays date/time, lamp test facility, displaycontrols etc

Dimmer: Adjust display brightness

Edit, Esc, Ent.: For changing parameters

Arrow keys: Moving cursor around display positions

Cancel limits: Overrides limitations, acceleration and deceleration set points

Order adjust: Automatic bridge mode only, for fine setting of engine speed

RPM limit: Automatic bridge mode only, ECR activated function to limit available RPM

Alarm ackn: Optical alarm acknowledgment

Stop horn: Audible acknowledgment

Alarm list: Displays every current alarm state, with new alarms at the top of the list

Main Engine Indication Panel

The indication panel in the ECR consists of warning lights, push buttons and amanual/auto selector switch. The lights indicate control modes, enginedirection, turning gear position, engine direction and start valve/air/blockingstatus. There are also illuminated pushbuttons for control of the auxiliaryblowers.

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Issue: 1 2.1 Main Engine and Propulsion Systems Page 15

MANUALECR

LOCALER

STARTVALVE INSERVICE

AUXBLOWER 1

RUN

AUXBLOWER 2

RUN

TURNINGGEAR

DISENG.

TURNINGGEAR

ENGAGED

STARTVALVE

BLOCKED

START AIRDISTRIB.

BLOCKED

AHEAD ASTERNWRONG

WAY

AUXBLOWERWARNING

SLOWTURNING(MANUAL)

SUPPLY

AUTO OFFMAN

AUXBLOWER 1

STOP

AUXBLOWER 2

STOP

Lyngso Marine

SHUT DOWN

TURNING GEAR ENGAGED

WRONG WAY

AUX. BLOWER RUNNING

AHEAD

ASTERN

EMERGENCY CONTROL

ECR CONTROL

BRIDGE CONTROL

CANCELSHUT DOWN LAMP TEST

EMERGENCYSTOP

Lyngso Marine

Illustration 2.1.2b Indication Panels

ECR Indication PanelEmergency Indication Panel

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The auxiliary blower stop/start facility is only available when the main enginecontrol is in manual. A warning light is fitted to indicate the auxiliary blowersare not in automatic mode, if the blowers are OFF, main engine start is notpossible. The manual/auto selector switch controls the operating mode of theblowers.

The indication light START VALVE IN SERVICE means that starting of themain engine is now possible. There is also a warning light and alarm for enginedirection. If the engine direction is opposite to the ordered direction in manualand local modes, this alarm is activated.

There is a pushbutton for the main engine slow turn facility. Activation of thispushbutton carries out the slow turning procedure.

The pushbutton CANCEL LIMITER cancels Woodward scavenging airlimitation (manual control of the Woodward governor only). This wouldprovide a faster run up time for the main engine in case of emergency, thereforethis button is protected by a cover to guard against accidental operation.

The pushbutton marked SUPPLY indicates the status of the supply voltage andalso functions as a lamp test facility.

Propulsion Control Cabinet (PCC)

The propulsion control cabinet has no user accessible functions. These cabinetshouse the electronic modules that make up the system. These include theinterface extension modules, central memory, speed relay module, input/outputand control modules, relays and interconnections for the serial bus which linksthe various systems. The EGS2000 electronic governor directly connects to thespeed relay module, the DZM 401, which is the central module in the DMSsystem containing the process control software.

The Electronic Governor System (EGS2000)

The electronic governor system consists of two main parts:

1. The electronic governor

2. The electrical actuator

The electronic components are housed in the governor cabinet in the ECR. Itis connected to the propulsion control cabinet where the DMS dictates theRPM setpoint. The governor sends the electronic signal to the electricalactuator which moves the fuel rack accordingly.

Control and Operating Modes

There are different operating modes to operate the propulsion plant:

Automatic control from the bridge

Manual control from the ECR

Manual control from the local control station (emergency control)

Automatic control from the ECR

The operating modes are changed from:

The local control station: NORMAL or REMOTE

The ECR: ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO

The DMS only has control when in BRIDGE-AUTO mode.

Change of Control Modes

The local control station is the operating station with the highest priority.

Change over from LOCAL to REMOTE is carried out by means of a manuallyoperated pneumatic valve at the main engine local control position.

Change over from MANUAL REMOTE to AUTOMATIC is normally carriedfrom the ECR console. Pressure switches in the main engine pneumatic systemprovide feedback of the control mode status.

The control mode changes immediately on operation of the selector switch.The selected operating station cannot ignore its selection. Any change incontrol mode is shown on the bridge and ECR panels which will alarm at anychange.

The change from MANUAL ECR to BRIDGE CONTROL can be initiatedfrom either location. The ‘bridge control’ button has to be pressed at the bridgeor ECR control panels. The yellow LEDs in the bridge control buttons, at thebridge and ECR, will flash and an alarm will sound at the control panels.

The request is then acknowledged by pressing the bridge control button:

At the bridge panel, if the request came from the ECR

At the ECR panel, if the request came from the bridge

Pressing the bridge control button again before an acknowledgement cancelsthe request. Following a successful acknowledgement, the LEDs now flashgreen in colour.

The manually operated MANUAL to AUTOMATIC BRIDGE valve in theECR is now switched to the bridge and the flashing green LEDs turn to asteady green light. The display text shows AUTOMATIC BRIDGE.

If a change over is requested without prior request, the bridge control buttonLEDs flash yellow turning steady green when acknowledged.

The main engine is generally operated by the engine order telegraph unit on thebridge central console. If either bridge wing is selected for control, the wingcontroller remotely moves the central controller by a selsyn ‘electric shaft’arrangement. This central controller sends the signal to the DMS forprocessing.

Change of Control Mode Restrictions

Any DMS equipment malfunction which affects any control mode change overwill result in the alarm CONTROL SELECT. FAULT and a change will not beaccepted.

If the main engine is stopped but the telegraph/control lever is not in the stopposition, the text display shows the request message PUT BRIDGE TELEG.TO STOP. No control mode changes are possible until this request is fulfilled.

If the main engine is running but the telegraph/control lever is put in theopposite direction, the text display shows the request message BRIDGETELEG. WRONG WAY. The lever must be moved to stop or the correctdirection. No control mode changes are possible until this request is fulfilled.Before changing over control modes the ECR and bridge control levers mustbe matched or a rough change of engine speed will occur. The set points mustbe the same value, i.e.: a LEVER MATCH. When a lever match is completedthe the change over from AUTOMATIC BRIDGE to MANUAL ECR iscarried out with the manual two position valve in the ECR.

Emergency Control

The selection of EMERGENCY CONTROL is always done directly withoutany previous request. The change over from REMOTE to LOCAL is by meansof a manually operated pneumatic valve at the engine. The valve is installed atthe main engine local control station.

The selection of EMERGENCY CONTROL switches off the previouslyselected control mode of AUTOMATIC BRIDGE and MANUAL ECR respec-tively because of the two-position valve in the ECR.

There are two different methods of indication and acknowledgement followingthe change over to EMERGENCY CONTROL :

Change over from AUTOMATIC BRIDGE to Emergency Control

The LEDs set within the EMERG. CTRL. buttons in the bridge and ECRpanels flash yellow to indicate the change of control mode. Additionally thechange of control mode is audibly signalled at the bridge panel. The displayshows the text EMERG. CONTROL.

To acknowledge the selection of emergency control, the button EMERG.CTRL. on the bridge panel has to be pressed. Following the acknowledgement,the LEDs implemented in the buttons EMERG. CTRL in both panels turn tosteady green to indicate the new control mode.

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Change Over from MANUAL ECR to Emergency Control

The LED set within the EMERG. CTRL. button in the bridge panel turn tosteady green to indicate the new control mode. The LED within the EMERG.CTRL. button in the ECR panel is flashing yellow to indicate the change ofcontrol mode. Additionally the change of control mode is audibly signalled atthe ECR panel. The display in both panels show the text EMERG. CONTROL.To acknowledge the selection of emergency control, the button EMERG.CTRL. on the ECR panel has to be pressed. Following the acknowledgement,the LED in the button EMERG. CTRL in the ECR panel turns to steady greento indicate the new control mode.

Operating Modes

The DMS has 3 different operating modes, selection is from the bridgeoperating panel:

Sea Mode

The engine is able to accelerate through all speed ranges up to the endof the upper sea range.

Manoeuvring Mode

The engine is only able to accelerate through all speed ranges up to theend of the upper manoeuvring range, if the lever is set to full ahead.

Modes under CANCEL LIMITS operation

All limits are overridden. Acceleration and deceleration set points arechanged to faster values.CANCEL LIMITS should only be used for emergency manoeuvring.

Ranges

Acceleration and deceleration ramps are preset into the DMS to ensure themost efficient operation of the main engine. The total range between minimumand rated range is divided into four individual ranges:

1. Lower manoeuvring range approx. 25 - 65% load 40 - 60 seconds

2. Upper manoeuvring range approx. 65 - 75% load 60 seconds

3. Lower sea range approx. 75 - 90% load 10 minutes

4. Upper sea range approx. 90 - 100% load 30 - 60 minutes

The astern speed has only one range which has an adjustable upper limit.

More detailed information is available in the manufacturer’s DMS2100 usermanual.

Barred Ranges

Due to certain physical principles rotary, oscillation occurs at specific speedsinside the main engine’s range. DMS takes these speeds into account and ifselected will automatically convert the request to the nearest ‘safe’ position.

(Note ! The speed setpoint is not adjustable within a barred range.)

Limitations

The DPS system, under certain fault conditions, may request a slow down ofthe main engine. This is achieved via the serial interface to the DMS system.The limitation will remain active until manually reset.

In bad weather conditions, if the main engine speed reaches 105% three timesin less than two minutes, the speed setpoint will be limited to 85%. Thelimitation will remain active until manually reset.

There is also a manual limitation function available only from the ECR panel.The pushbutton RPM LIMIT will give access to a menu where the measuringvalue (the speed), can be adjusted.

System Supervision and Fault Indication

The total hardware of the DMS, as well as the peripheral components, areconstantly monitored by the DMS. Because of this, it is possible to avoiddangerous situations and damage to the main engine. The telegraphs, speedsensing circuits, electronic governor, solenoid valves, internal analogue/digitaland digital/analogue converters and the computer cycle (watch dog) are allmonitored.

If a fault becomes apparent it will be sensed by the DMS, the result of this isan audible and optical alarm indication. Faults are indicated at the operatingpanels on the Bridge and ECR. The alarms are also routed as individual alarmsvia the serial interface, or as common alarms via contact interface to the alarm,monitoring and control system (UMS/UCS).

An optical alarm is always indicated at the Bridge and in the ECR An audiblealarm is only indicated at the station in control. Optical acknowledgement canbe done only from the ECR.

According to the rules of the classification societies the system has, in the caseof a control system fault, to maintain (freeze) the momentary operatingcondition. Therefore, in a frozen condition, the operator has to transfer controlmode to a MANUAL mode. This is the only mode in which a reset can beperformed.

The only exception to this is in the case of a bridge or ECR telegraph poten-tiometer fault, whereby the system will change over from the faulty station tothe functional station and remain in automatic mode at that station.

System Parameters and Passwords

On pressing the S3 key, the parameter list is displayed. By operating the cursorkeys the number of the parameter required can be incremented or decremented.The parameters to be displayed can also be accessed by numerical setting ofthe number by first entering ‘0’. Pressing ENTER, then the requiredparameters are displayed.

To release a selected parameter for resetting, the EDIT key must be pressed andthen according to its security level, the adjustment is released or the passwordis requested.

Parameters are blocked for unauthorised personnel with three password levelsprotecting the system:

The service password

The expert password

The user password

The SERVICE PASSWORD is required for changing critical parameter valuessuch as engine speed. The service password releases the parameters for theUSER and EXPERT passwords, as such this password should only be knownby the commissioning personnel.

The EXPERT PASSWORD is required for changing critical parameter values.The expert password releases the parameters to the USER password.

The USER PASSWORD is required to change non-critical parameter values

To complete the password input the password must be followed up withENTER. Passwords must always be four digits.

After accessing the required parameter by password entry, the EDIT key mustbe pressed again. There are two ways to change values:

1. By operating the up/down cursor keys the value of the parameter can be incremented or decremented.

2. By numerical setting of the value by first entering “0”.

Pressing ENTER completes the operation.

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! CAUTION

Because the program uses RAM for its set values, the entered value takesimmediate effect. Therefore changes should only be made on a stoppedengine or, if on a running engine, the values should be made step by stepin small increments to avoid greatly affecting the running of the engine.

PARAMETER CHANGES MAY ONLY BE DONE BY AUTHORISEDPERSONNEL

Simulation Mode

This mode is used to test signals to the start valve, reversing valve, start airdistributor and electronic governor.

The overspeed may also be tested using this facility.

The following conditions have to be fulfiled for the selection of simulationmode:

Engine at standstill

Main start valve blocked

Start air distributor blocked

Control mode in AUTOMATIC BRIDGE

Access is by activation of the menu key then S4, followed by S1 for simulation mode.

To simulate the engine running the telegraph must be moved ahead or astern.The simulated speed, acceleration and deceleration correspond to the normalorders. Because the engine is not actually running, several other alarms willappear, such as start failure, reversing failure etc.

Main Engine Automatic Start Sequence

Automatic mode selected, control lever in stop position

System checks: no start interlocks, no active relevant alarms, auxiliary blowers in auto, voltage on

Control lever moves to ahead direction, speed value initiated

Reverse sequence activated (see section: Reversing of the Main Engine), ahead valve energised

If more than 30 minutes since last start, DMS initiates a slow turn, if not, DMS activates start

On completion of slow turn all injection pumps moved to ahead or astern position, engine starts

Governor stop signal is de-energised as start valve energises. Stop valveremains energised

On reaching ignition speed the stop and start valves are de-energised

Fuel is injected

Main air start valve de-energised one second after fuel injection, engine accelerates to required speed

If the engine fails to start or complete a slow turn, the control lever must bemoved back to zero to reset the system before another start attempt is made.

(Note ! The reversing function always takes place prior to start regardless ofthe ordered direction.)

The following conditions will cause a start interlock to block the starting of themain engine:

1. Control air pressure low

2. Line break of valves

3. Speed sensing system fault

4. Emergency stop/shutdown condition

5. Loss of automatic, manual or sensor supply

6. Blocked actuator

7. Electronic governor fault

8. Serial interface to governor lost

9. Start air pressure low

10. Start valve closed/not open

11. Start air distributor blocked

12. Input start blocked (auxiliary blowers)

13. Turning gear engaged

14. Emergency control is engaged

Items 1.) and 11.) may be overridden by operation of the CANCEL LIMITSpush button, although 11.) can only be overridden when in bridge automaticmode.

A start interlock is alarmed and indicated on the bridge and ECR operatingpanels.

Three start attempts are possible. If a failure occurs during the startingsequence the following measures are activated:

If no engine rotation is sensed within the maximum starting time,the start air valve is de-energised and the START FAILURE alarmis activated.

If the engine starts to crank but does not reach ignition speed orfalls below the ignition speed,the REPEATED START alarm isactivated. If a further two starts also fail then the alarm STARTFAILURE is activated.

If the engine exceeds ignition speed but stops within 20 secondsa further start takes place, up to a maximum of 3 attempts. If theengine stops outside of this 20 second time the alarm ENGINESTOPPED is activated.

At the second and third start attempts, or in the case of aCANCEL LIMITS start operation, the ignition speed is increasedto enable a longer duration of applied starting air. The DMS alsocancels the governors normal start fuel limitations during theseattempts.

Slow Turning

The slow turning is carried out automatically when the engine has beenstanding still for 30 minutes or more. When a slow turn is requested, the enginemust then complete one and a half turns within 30 seconds.

The DMS system counts the number of flywheel teeth passing the speedsensors to determine the number of revolutions achieved during this time. Ifthe engine fails to achieve this, the “slow turn failure” alarm is activated. Inthis case, the control lever must be reset to zero and another start attempt made.

The slow turn procedure may be omitted, if a quick start is required, bypressing the CANCEL LIMITS button on the operating panel.

Reversing the Main Engine

Depending on the requested direction of the main engine and before carryingout a slow turn or engine start, the DMS controls the positioning of thereversing mechanism for the start air distributor and the fuel pumps byenergising the respective directional solenoid valve (even if they are still in thecorrect direction from previous manoeuvre).

One symmetrical cam for each fuel pump is mounted on the camshaft.Selection of injection point, ahead or astern, is achieved by moving the fuelpump roller guide relative to the cam axis by a pneumatic cylinder.

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ENGINE SAFETY SYSTEMDPS 2100 Lyngso Marine

ALARM FAULT

ALARMLIST

STOPHORN

ALARMACKN

EDIT MENUS1 S2 S3 S4 DIMMER

SLWD.ACTIVE

SLOWD.CANCEL

SLOWD.RESET

SHUTD.ACTIVE

SHUTD.CANCEL

ESC ENT

Engine Safety SystemSystem OK

ACTUAL SPEED : 90.0 RPM

1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

7 STU 8 VWX 9 YZ 0 Space + / -.

Illustration 2.1.3a Engine Safety System Panel

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Each fuel pump has its own reversing mechanism including a pneumaticcylinder. However, the power of the cylinder is not powerful enough to reversethe roller guides at standstill, they can only support the movement. The rollerguides will change their position during the start sequence because of thecamshaft rotation, so it follows that the engine has to be started without respectto the reversing mechanism position.

The roller guides mechanically maintain their position and the solenoid valvesare de-energised at the end of the start settling time.

Restarting an Engine Already Turning in the Correct Direction

If the engine is already turning in the required direction, due to drag acting onthe propeller, the speed is above ignition speed and the control lever is movedin that direction, DMS will de-energise the stop valve and the governor stopsignal. This will enable the fuel to be supplied to the engine.

If the drag effect is too low and the engine speed is below ignition speed andthe control lever is moved in that direction, DMS will initiate a normalautomatic start.

Restarting an Engine Turning in the Wrong Direction

If a start is requested in the opposite direction to that which the engine isalready turning, a normal stop is carried out by energising the stop valve. Afterpassing through the ‘brake air level’ the reversing sequence is initiated. Theengine is retarded automatically and subsequently restarted in the reversedirection.

Stopping the Main Engine

A normal stop comprises of moving the control lever to zero. This will causethe DMS to energise the stop solenoid valve (a pneumatic stop signal to thefuel pump puncture valves) and set the engine governor to stop.

There are also a number of ‘hard stops’. These are hard wired emergency stoppushbuttons which stop the engine directly via the DPS engine safety system.The DMS via serial interface also stops the engine using the DMS normal stopmethods. After an emergency stop the engine can only be restarted by movingthe main control lever to the stop position to reset the system.

Telegraph Order Printer TOP2100

The TOP2100 is a sub-system of the DMS system. Internal calculations fromthe DMS and the DPS systems are transmitted to the printer module and outputto the telegraph order printer.

There are parameters to control the information output to the printer withinDMS and a printer test facility in the MAINTENANCE menu within DMS.

The following items are recorded from the DMS:

Date and time

Bridge, ECR and emergency telegraph orders

Engine speed

Control mode

Sub-telegraph orders

Limitations

Cancel limits/cancel limits (wings)

RPM load program

‘Frozen’ conditions

Electronic governor fault

Electric shaft or telegraph fault

Serial interface to governor lost fault

The following items are recorded from the DMS:

Automatic slowdown

Automatic shutdown

Emergency stop with position of activation

Cancel slowdown (slowdown override activated)

Cancel shutdown (slowdown override activated)

Common abbreviations used on the printer:

OBR: Order bridge

REC: Response Engine Room telegraph

OBL: Order bridge with limitations

ACT: Actual speed

2.1.3 Main Engine Safety System

DPS 2100 Engine Safety System

The DPS 2100 operates in parallel with the DMS system but monitors, controlsand protects the main engine independently from the DMS system.

The system protects the engine from inadmissible operating states, in that analarm is not created until one of its limits is exceeded. All limits are set tovalues that in no way endanger the engine. Any limits exceeded are opticallyand audibly indicated in the ECR. Specific limits such as low lub. oil pressure,high H.T. water temperature are additionally protected by shutdown andslowdown facilities.

The system consists of an SEM interface extension module, speed relay DZMmodule (DPS limit values, delay times and actions/consequences are stored insoftware within the DZM module), input/output modules (all mounted withinthe propulsion control cabinets) and illuminated emergency stops mounted onbridge wings, bridge, ECR and engine local control station.

The emergency stops are wired with two circuits. One is wired directly to thestop solenoid on the engine. The other is wired to the electronic modules as aninput and the stop solenoid as an output. This provides the correct alarms andprintout etc. The location of the emergency stop activation will also bedisplayed.

The operators’ panel is mounted in the ECR

Operator Panel Functions

Alarm light: Illuminated if a set value is exceeded

Fault light: Illuminated if an internal hardware or interface failure occurs

Key Functions

Alarm list: Displays every current alarm state, new alarms at thetop of the list

Alarm ackn: Optical alarm acknowledgment

Stop horn: Audible acknowledgment

Maintenance: Displays date/time, lamp test facility, display controls etc.

Dimmer: Adjust display brightness

Edit, Esc, Ent.: For changing parameters

Arrow keys: Moving cursor around display positions

Menu: Displays 3 sub menus accessed by ‘S’ function keys

Slowd. active: Indicates activation of automatic slowdown

Slowd. cancel: Pressing key cancels slowdown signal, pressing again reactivates slowdown

Slowd. reset: Resets system when slowdown condition removed, speed returns to normal

Shutd. active: Indicates an automatic shutdown signal activated

Shutd. cancel: Cancels shutdown signal, until key pressed again

The DPS system receives its engine speed signal from two proximity switchesmounted close to the flywheel. These switches count the flywheel teeth passingby and input the signal to the DZM module. This module calculates the enginespeed for indication and protection functions etc. The two sensors enablecross-monitoring, plausibility and redundancy in case of breakdown.

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The DPS provides the following functions:

Slowdown

Shutdown

Slowdown with subsequent shutdown

The inputs on the central module DZM 401/402 for the speed measurementfrom the proximity switches are fixed, also the outputs for speed indication andemergency stop on overspeed are fixed. The inputs on the IOM 402 modulesare freely configurable for slowdown and shutdown via parameters. Onoccurrence of a slowdown or a shutdown criterion, the particular functionbecomes active, taking the parameter setting for the input into account.

Operation and indication are effected via the Operating Panel in the ECR withilluminated pushbuttons and LED displays in the engine room. The opticalalarms as well as system conditions are simultaneously displayed at all placesof indication (bridge, ECR, engine room). The audible alarms are given onlyat the place of indication from which the ship is operated (e.g. operation fromthe bridge). This also applies to the acknowledgement of alarm signals as wellas to control functions ‘Cancel’ and ‘Reset’.

Automatic Slowdown

The automatic slowdown serves to relieve stress on the engine by reducingspeed .

Delayed Slowdown

If a slowdown criterion occurs then a pre-alarm is activated immediately. Onactivation the optical and audible alarms sound and the delay time starts tocount down to actual slowdown. This countdown time and the cause of theslowdown (eg: cam shaft lub. oil press. low) are displayed on the operatingpanel. The delay time is adjustable via parameters. After expiry of theslowdown time the slowdown signal is transmitted to the DMS system.

If the fault, which activated the slowdown, clears during the countdown time,the slowdown is cancelled.

In the case of an emergency, the slowdown can be overridden by activation ofthe SLOWD. CANCEL button.

Specific faults can exclude or include the slowdown cancel facility (availablevia parameters).

On clearing the fault which caused the slowdown, the system can be reset bymoving the telegraph lever below the slowdown speed and activating theSLOWD. RESET button.

Automatic Shutdown

In case of an automatic shutdown, the engine is stopped immediately. Thesignal acts directly on the shutdown system of the main engine.

Delayed Shutdown

If a shutdown criterion occurs a pre-alarm is activated. On activation theoptical and audible alarms sound and the delay time starts to count down toactual shutdown. This countdown time and the cause of the shutdown (eg: Lub.oil press. low) are displayed on the operating panels.The delay time for the pre-alarm can be adjusted via parameters.

The horn signal is reset on the Operating Panel by actuating the stop horn key,optical acknowledgement is possible in the alarm list only. By actuating thekey for alarm acknowledgement the alarm is optically acknowledged and theALARM LED changes to a steady light. After expiry of the shutdown delaytime, the shutdown process is started and optically indicated on the bridgepanel, on the ECR panel and in the engine room.

Restart of the engine is now only possible after elimination of the the faultcausing the shutdown and must be reset by moving the telegraph lever to stopand activation of the RESET SHUTDOWN button.

If the fault which activated the shutdown clears during the countdown time, theshutdown is cancelled. The display will continue to indicate an unacknowl-edged alarm.

In the case of an emergency, the shutdown can be overridden by activation ofthe SHUTD. CANCEL button.

Specific faults can exclude or include the shutdown cancel facility (availablevia parameters). If this button is activated after the engine has stopped ashutdown reset is necessary. If the button is activated during the countdowntime the engine will keep running.

On clearing the fault which caused the shutdown, the system can be reset bymoving the telegraph lever to stop and activating the SHUTD. RESET button.This also applies to an emergency stop push button activated shutdown.

Automatic Slowdown Followed by Shutdown

The functional sequences for a slowdown followed by a shutdown arepractically identical to the procedures described above (selection andadjustment available through parameters). The only difference being that onefollows another.

Alarm Indication and Acknowledgement

The alarms are divided into two groups:

1. Engine faults - leading to a slowdown or shutdown

2. System faults - monitoring equipment / module failure, line breaks

All alarms are indicated audibly as a common alarm at:

Bridge

ECR

Engine room space

All alarms are indicated optically as a common alarm at:

Bridge, via DMS panel

ECR, alarm on DPS panel

Engine room space, at LED indicators

All locations with UCS/UMS general operator stations and basic alarm panels

All alarms are indicated optically as a single alarm at:

Bridge, via DMS and alarm list

ECR, via display and alarm list

All locations with UCS/UMS general operator stations and basic alarm panels

Parameters, Suppressions and Operating Values

To display parameters, suppressions and operating values, first press theMENU key.

This will indicate a sub menu, selection is by keys S1 to S3:

S1 This key opens a list of inputs to the DPS and allows each one to be switched on or off

S2 This key displays actual operating values

S3 This key opens the parameter list, as recorded in the central DZM module, for display or changes

To leave a menu or sub menu, the ESC key must be pressed.

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Issue: 1 2.1 Main Engine and Propulsion Systems Page 22

Adjustment of System Parameters and Passwords

On pressing the S3 key, the parameter list is displayed. By operating the cursorkeys the number of the parameter required can be incremented or decremented.The parameters to be displayed can also be accessed by numerical setting ofthe number by first entering ‘0’. Pressing ENTER then displays the requiredparameter.

To release a selected parameter for resetting, the EDIT key must be pressed andthen according to its security level, the adjustment is released or the passwordis requested.

Parameters are blocked for unauthorised personnel by principle. Threepassword levels protect the system. The parameters for the EXPERTPASSWORD and USER PASSWORD are hidden, the display showing theimmediate parameters above or below.

The SERVICE PASSWORD is required for changing critical parameter valuessuch as engine speed. The service password releases the parameters for theUSER and EXPERT passwords.This password should only be known by thecommissioning personnel.

The EXPERT PASSWORD is required for changing critical parameter values.The expert password releases the parameters to the USER password.

The USER PASSWORD is required to change non-critical parameter values.

To complete the password input, the password must be followed up withENTER. Passwords must always be four digits.

After accessing the required parameter, after password entry, the EDIT keymust be pressed again. There are two ways to change the actual values:

By operating the up/down cursor keys the value of the parametercan be incremented or decremented.

By numerical setting of the value by first entering ‘0’.

Pressing ENTER completes the operation.

As the old stored parameter value is continuously on display during thisoperation, the operator is kept aware of the adjustment/change required.

Pressing ESC completes the parameter adjustment session. All new parametersare now stored in the system EEPROM. If the session is not terminated withthe ESC key, the system will do this automatically after a timed period.

Suppressions

The operator has the option to suppress shutdown and slowdown activation byindividual sensor inputs, except emergency stop pushbuttons, with this facility.

If suppressed however, the input will still activate an alarm at the operatingpanel.

The suppression list is available after pressing the MENU key followed by theS1 key. By pressing the up/down cursor keys the operator can view the sensorinputs one after another.

When the required sensor appears on line two of the display, the operator cansuppress the slowdown or shutdown activation by pressing the S1 key.Alternatively the slowdown or shutdown activation can be re-enabled bypressing the S2 key. These suppressed or enabled states are stored in thesystem EEPROM. There is a suppression count table shown in the displayshowing the amount of sensors currently suppressed.

Operating Values

The operating value list is available after pressing the MENU key followed bythe S2 key. By pressing the up/down cursor keys, the operator can view theinputs one after another.

For example the overspeed setting 82.9 RPM will be shown here.

Speed Indication

As well as the speed indication at the ECR operating panel, the systemprovides two ±10V analogue outputs for external speed indication.

One is connected to the DPS and feeds three outputs providing speedindication at various points around the ship. If this source fails, the watchdogwithin the DPS will switch the three outputs to the signal available from theDMS, fed by the other signal. This system provides a high degree ofredundancy and availability. Negative values at the displays indicate asternrunning.

Speed indication is available at the following locations:

ECR console

Engine local control console

Bridge console and front wall

Port and starboard wings, port and starboard wing consoles

Chief Engineer’s office

At DZM speed module (within PCC cabinet)

DPS System Engine Slowdowns

Cylinder cooling fresh water pressure low

Piston coolant no-flow

Oil mist in crankcase

Cylinder exhaust gas high temperature

Cylinder cooling fresh water high temperature

Cylinder L.O. no-flow

Scavenge air box fire

Stern tube bearing high temperature

DPS System Engine Shutdowns

Engine L.O. pressure

Overspeed

Camshaft L.O. pressure

Thrust bearing/pad temperature high

Emergency stop pushbuttons

EGS2000 Electronic Governor

The electronic governor is serial connected to the DMS system and also to theDPS system. The basic task of the EGS system is to regulate the speed of themain engine by translating the speed signal given by the operator intomovement of the engine fuel rack.

The EGS2000 system consists of the following components:

Power unit: Contains the electronic units to convert speed signalsto actual movement and the Lyngso Marine ‘STELLAGAMMA’ monitoring computer.

Control unit: Located in the ECR console, the operator interface.

Actuator: The electro-mechanical device to convert demand signals to fuel rack movement.

Tacho sensor: The proximity switches sensing flywheel speed.

Scavenging air A sensor to monitor the air pressure and therefore sensor: engine output power.

This allows the system to restrict power to avoid low air to fuel ratios.

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Issue: 1 2.1 Main Engine and Propulsion Systems Page 23

The governor actuator consists of the actuator position control loop and theactuator itself. The power for the actuator motor comes from a power supplyunit within the power unit cabinet. The actuator consists of a motor andgearbox with a brake, tacho-generator and position transmitter. The actuatoruses very large mechanical forces and the brake is a safety feature. If thesupply fails, the brake is engaged immediately, blocking the actuator in itsposition and activating an alarm.

Using the position transmitter and the tacho-generator, the actuator can movequickly and precisely to the required position, without overshoot. The actuatorhas its own limit switches which will stop the actuator at its extreme limits,regardless of any further signals.

The scavenge air limit function ensures that the correct amount of fuel isprovided according to the amount of scavenge air available. This is especiallyimportant during acceleration when the slow turbocharger speed means thereis not normally enough air available to burn all the injected fuel. This may leadto poor combustion and pollution. Restricting the fuel index during these timesalleviates this problem.

When a start or stop order is given to the DPS system, the governorcontrols the index. For a start request the governor moves the actuator to apredetermined position to ensure the correct ratios for run up. On receivinga shutdown signal, the EGS2000 immediately moves the actuator to thezero position.

The governor computer contains load curves/ramps for the correct loading ofthe main engine. These curves are kept in the engine limits curve softwaremodule within the Gamma computer.

The EGS2000 is completely self-monitoring and will activate external alarmsvia the UCS/UMS system for all internal and external equipment failures. Thesystem even includes a monitor within the EGS2000 to monitor the operationof the computer hardware.

Modes of Operation

The EGS 2000 has four modes of normal operation:

Auto select: Auto selects RPM mode or power mode depending on running conditions

RPM mode: Keeps RPM constant

Power mode: Keeps power constant

Index mode: Fixed position of fuel rack

AUTO SELECT leaves the choice of operation to the computer. This mode isdependent on prevailing weather conditions. Rough weather will normally bePOWER mode and calm weather will normally be RPM mode.

The RPM mode is a fast mode of operation which will adjust the fuel rack tokeep the engine at constant rpm. Optimal fuel consumption and wear of themechanism are given low priority in this mode.

The POWER mode controls fuel rack movement in response to shaft speedvariations so power delivered remains constant. This mode minimises fluctua-tions in thermal loading and is the most fuel efficient mode. Full protection ofthe engine is offered and shaft speed will only vary up to preset limits.

INDEX mode maintains the fuel rack at a distinct position providing speedvariations are within wide preset limits. This mode is often used for enginemeasurements that require a fixed fuel rack position. This mode cannot beautomatically selected by the computer.

The EGS2000 also contains an automatic overload protection system (OPS).This uses torque measurements from a torque measuring device to provide alimit to the rpm setpoint if a high torque reading is detected. This facility ismanually cancelled.

Operator Panel/key Functions

Blocked lamp: Indicates actuator blocked due to failure

Index max: Adjustment of manual limitation (then using cursor keys)

Load limit cancel: Cancel index limits

Auto select: Automatic selection of modes by computer

RPM: Selects RPM mode

Power: Selects power mode

Index: Selects power mode

Test: Selects internal test procedure

Alarm ackn: Acknowledges system alarms

Edit, Esc, Ent.: For changing parameters

Arrow keys: Moving cursor around display positions

Set up: Used for adjustments (privileged user level)

Menu: Displays sub menus to display alarm list andvarious measurements

Diag: Used for diagnostics (privileged user level)

Data: For parameter adjustment

Access: Allows entering of codes to access privileged levels

The EGS2000 requires no periodical maintenance. The motor and gearboxhave no serviceable items and are built to a high standard that should last thelifetime of the vessel. However, there are a number of checks that should becarried out two to three times a year. During these checks the engine should bestopped and start blocked.

These checks involve checking the tightness and cleanliness of all the links,connections and securing devices etc in the complete system. Any backlash inthe actuator and fuel pump linkages should be adjusted to keep the backlashbelow 0.3mm.

Further, more in depth details, are available from the manufacturer’s manual.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 1

Air Inlet

Steam AtomiserBurner

Feed WaterInlet

Main SteamOutlet

Flue GasOutlet

Manhole

Manhole

Inspection Door

Sockets forWater Washing

Membrane Walls

AccessDoor Cross Sectional View Showing Gas Flow

Illustration 2.2.1a AQ18 Auxilliary Boiler

Water Drum Heating Coil

Steam Dryer

Steam Drum

Furnace

Generating Tube Bank

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 2

2.2 Boilers and Steam Systems

2.2.1 General Description

The steam generating plant consists of two auxiliary boilers and one exhaustgas boiler. The steam demand of the plant, in port is served by the auxiliaryboilers. At sea, steam demand is met by the exhaust gas boiler.

The gas boiler is arranged in the funnel to take waste heat from the main engineexhaust.

An auxiliary boiler may be required at sea in low temperature areas, as well asduring reduced power operation of the main engine, such as duringmanoeuvring or slow steaming on passage. Cargo and tank cleaning operationsat sea will also require a boiler to supplement the steam supply.

Auxiliary Boilers

No. of Sets: 2Maker: Aalborg LtdModel: AQ18Type: Oil fired vertical water tube marine boilerEvaporation: 25,000 kg/hSteam Condition: 16 kg/cm2 saturated steam.Fuel Oil: H.F.O up to 700 cSt at 50°CSafety Valve Setting: 18 kg/cm2

Fuel Oil Consumption: 1,880 kg/h at 100% evaporation

Description

General Construction

The boiler is of a two drum type construction, with one steam drum and onewater drum. It also includes a boiler casing, fuel firing equipment, mountings,fittings and other accessories.

The boiler structure is supported with the water drum acting as a supportingbasis. The whole boiler construction is designed so as to be able to withstandthe rolling and pitching of the ship. Careful consideration is also given to themovement by thermal expansion of the boiler.

Combustion gas leaves the furnace through the deflected tubes at the bottomand passes through the generating bank before leaving the boiler. Efficientcirculation in the boiler is achieved because a number of tubes in the coldestpart area act as down comers

Furnace

Closely spaced water wall tubes are arranged in a staggered configuration andconstitute the furnace side and roof, except for burner opening, rear and frontwall. This arrangement increases the heat absorption in the furnace and makesit strong enough to withstand vibration etc.

The side water wall tubes are welded to the water and steam drums with noheaders provided. The boiler is downward fired from the roof using a steamassisted pressure jet burner.

Boiler Casing

The furnace of the boiler is made completely gas tight by the adoption of awelded water wall construction. The welded water wall construction is alsoadopted in the front and rear walls of the rear evaporating tube section wheretubes are exposed to the combustion gas.

Insulation is provided on the outer surface of the furnace water walls.

Insulation is applied to the outer surface of the water walls and the outermostsurface of the furnace is covered with galvanised steel casing except for thefurnace roof and floor.

Steam Drum and Fittings

The steam and water drums are cylindrical with two flat plates on the top andbottom. Due to the internal pressure, the flat plates are mutually connected byvertical solid stays.

A steam separator is provided to completely remove the moisture. This can bedismantled for removal.

The steam drum also has a feedwater internal pipe, surface blow off internalpipe and water sampling pipe.

Operating Procedures

The following steps should be taken before attempting to flash up the boiler:

a) All foreign materials to be removed from internal pressure parts.

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

c) The furnace bottom and the burner wind box to be cleaned of oiland other debris.

d) Ensure all personnel are clear.

e) All manhole covers to be securely tightened.

f) Inspect safety valves and see that gags have been removed andeasing levers are in good condition.

g) Open root valves for all instruments and controls connected to the boiler.

h) Open the vent valve of the steam drum.

i) Open all pressure gauge valves and ensure that all valves on thepressure gauge piping are open.

j) Check and close all blow-off valves and drain valves.

k) Fill the boiler until water level appears 25 to 50 mm high in thegauge glasses. Allow for swell in level after firing.

l) Check operation of gauge glasses and compare with remotereading instruments.

(Note ! Remote-reading instruments may not be accurate until steam is beinggenerated.)

Raising pressure with no steam available from the other boiler.

a) Set up the fuel system for diesel oil and circulate the fuel until allheavy fuel has been discharged from the fuel lines.

b) Set burner for air atomising, using an air pressure of 4 kg/cm2 andfuel pressure of 3 kg/cm2. Purge the furnace with forced draughtfan for one minute with vanes fully open.

c) Reduce the air pressure at the windbox to between 10 and 20 mmwater and close recirculating valve.

d) Light the burner and adjust air and fuel pressure, to ensurestabilised combustion, using the furnace observation port andsmoke indicator.

e) When raising the pressure, keep the burner firing for 5 minutesand out of service for 15 minutes repeatedly at the lowest oilpressure (2.5kg/cm2) for one hour. Again, repeatedly light andshut down the burner to raise pressure as recommended by themanufacturer. A guideline would be to aim for 1kg/cm2 after 1.5hours firing, 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5hours firing.

f) When the drum pressure has risen to about 2 kg/cm2, close thedrum vent valve.

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

h) Supply steam to the F.O. tank. When the tank is of sufficienttemperature to be pumped by the F.O. pump, supply steam to theF.O. heater and prepare to change over from D.O to F.O. Continuecirculating F.O. as before.

i) At working pressure, switch to automatic operation.

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Issue: 1 2.2 Boilers and Steam Systems Page 4

Raising Pressure with Steam Available from other Boiler.

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

b) Start the F.O. burning pump and circulate oil through the heaterand burner manifold. Open the recirculating valve and dischargethe cold heavy oil in the line.

(At normal sea going condition, the boiler F.O. system will be continuallycirculating heated F.O.)

c) Reduce the air pressure at the windbox to between 10 and 20 mmwater gauge.

d) Close the recirculating valve.

e) Light the burner and adjust air and fuel pressure to ensurestabilised combustion, using the furnace observation port andsmoke indicator.

When raising the pressure, keep the burner firing for 5 minutes and out ofservice for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for onehour. Again, repeatedly light and shut down the burner to raise pressure asrecommended by the manufacturer. A guideline would be to aim for 1kg/cm2

after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12kg/cm2 after 2.5 hoursfiring.

f) When the drum pressure has risen to about 2 kg/cm2, close thedrum vent valve.

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

Shutting Down

a) Operate sootblowers before shutting down the boiler wheneverpossible.

b) Shut down the burner.

c) Continue the operation of the forced draught fan for a short whileafter shutting down keeping an air pressure of 150mm watergauge at the burner inlet and purge the furnace of combustiblegases.

d) Maintain the water level visible at about 50mm in the gauge glass.

e) Open the drum vent valve before the boiler reaches atmosphericpressure.

f) Change the fuel system to diesel oil and circulate back to the tank.

(If steam is available from the other boiler or economiser, the boiler F.O.system should remain in use.)

g) When the fuel oil has been purged, shut down the fuel system.

After the boiler has been shut down for 4 hours the forced draught fan may beused to assist cooling down, but to avoid damage to refractory allow the boilerto cool down naturally if possible.

! CAUTIONDo not attempt to cool down the boiler by blowing down and then byfilling with cold water.

Shutting Down in an Emergency

Should the boiler trip (when the burner is in use) due to the low low alarm, andthe subsequent trip of the fuel oil supply, shut down steam stop valve, feedvalve and forced draught fan after purging the furnace.

(Note ! Never attempt to feed water until the boiler has cooled sufficiently.)

Flame Failure

In the event of flame failure, close the oil inlet valve and reduce the air pressureto prevent over cooling the furnace.

Purge the furnace before relighting the burner. Always use the pilot burner forignition.

(Note ! Never attempt to relight the burner from the hot furnace refractory.)

Taking the Boiler Out of Service.

When taking a boiler out of service, the wet lay up method is preferable, thisis because it requires less preparation and can be quickly returned to service.

When the boiler is in the cooling down process following shut down, injectinto the drum appropriate quantities of boiler chemicals, using the boilerchemical injection device. To ensure adequate protection of the boiler, followthe guidelines given by the chemical supplier.

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

When the pressure is off the boiler, supply distilled water until it issues fromthe vent valve, then close the vent valve.

Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressureuntil the boiler has cooled to ambient temperature. Bleed the boiler using thevent valve to be sure all the air is out. Maintain a hydrostatic pressure of 2 to3.5 kg/cm2 on the boiler.

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

Before returning the boiler to service, drain the boiler to the normal workinglevel and return the chemical content concentration to the normal level byblowing down.

Maintaining Boiler in Warm Condition

At sea the stand-by boiler should be maintained in a warm condition bysupplying steam to the heating element in the bottom drum. This is done byclosing the heating coil drain valve and opening the inlet and outlet valves. Theboiler pressure should be maintained at 0.5 kg/cm2 or above. When the heatingelement is not in use the inlet and outlet valves are closed and the drain leftopen.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 5

Illustration 2.2.2a Boiler Control Panel

1. Water Level2. Fuel Oil Temperature Controller3. Fuel Oil Pressure Controller4. Atomis ing Steam Pressure5. High Temperature In Uptake6. Oil Valves Not In Position7. High Water Level 8. High Steam Pressure9. High Oil Temperature10. Overload Ignition Burner Pump11. Interlock OK12. Low Combustion Air Flow13. Flame Failure14. Low water Level15. High Steam Pressure16. Low Oil Temperature17. Lance Not In Position18. Sequence Failure19. Aut. Stand By Feed Water Pump Started20. Low Steam Pressure21. Too Low Water Level22. Atomising Steam Pressure Low23. Low Oil Pressure24. Fuel Oil Stand By Pump Started25. High Temperature In Preheater26. A - Meter27. A - Meter28. Fuel Oil Pump 129. Fuel Oil Pump 230. Combustion Air Fan31. Hour Counter32. Hour Counter33. Fuel Oil Pump 134. Fuel Oil Pump 235. Combustion Air Fan36. Feed Water Pump 1 St. By - 0 - Man 37. Feed Water Pump 2 St. By - 0 - Man38. Fuel Oil Pump 1 Mode Selector St. By - 0 - Duty39. Fuel Oil Pump 2 Mode Selector St. By - 0 - Duty40. Combustion Air Fan Mode Selector Auto - Man41. Start/Run42. Start/Run43. Fuel Oil Pump 1 Start/Run44. Fuel Oil Pump 2 Start/Run

45. Combustion Air Fan Run46. Stop47. Stop48. Fuel Oil Pump 1 Stop49. Fuel Oil Pump 2 Stop50. Space Heating Combustion Air Fan

1. Combustion Air Flow2. Fuel Oil Flow3. Air/Oil Controller4. Main Steam Pressure5. Air Flow Setting In Manual 0 - 100%6. Air/Fuel Ratio Adjustment -50% - +50%7. Oil Flow Setting In Manual 0 - 100%8. Oil Flow Totaliser9. Atomising Steam Valve10. Ignition On11. Oil Valve Open12. Steam Purge Valve13. Burner Normal Stop14. Combustion Controller Off15. Ignition Lance Inserted16. Heavy Fuel Oil17. Diesel Oil18. Burner On19. Chemical Dosing Unit Oil F. Boiler20. Emergency Stop21. Emergency Operating Mode22. Control Voltage On23. Reset24. Lamp Test25. Auto Manual Burner Mode26. Soot Blower Start/Run27. Stop Buzzer28. Buzzer

1. Steam Dump Controller2. Water Level3. High Water Level4. High Steam Pressure. AQ25. Low Water Level6. Low Steam Pressure. AQ27. Chemical Dosing Unit Exh. Gas Boiler8. Aut. Stand By Feed Water Pump Started9. A - Meter10. A - Meter11. Hour Counter12. Hour Counter13. Feed water Pump 114. Feed water Pump 215. Start/Run16. Start/Run17. Stop18. Stop

AUTOMATIC OPERATION:Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC)1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL.2. Please refer to Combustion Mode Instructions below for setting of Combustion Control.3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal from the Start/Stop Pressure Switch.

Stop of Burner1. Select BURNER MODE switch to STOP.

EMERGENCY OPERATION:Start of BurnerFollowing instructions must be observed step by step during change over to Manual Operation:1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START.2. Select TA1 on Air/Oil Combustion Controller to position AUTO.3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3.4. Permit Boiler Furnace Purge to perform for minimum 60 seconds.

WARNING: Insufficient Purging may cause Danger of Furnace Explosions.

5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3.6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box.7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the desired firing rate by TA2 and TA3 on the Combustion Controller.

Operating Instructions For BurnerWARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Waterlevel and Flame Failure.THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'SENGINEERING PERSONNEL.

Stop of Burner1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.

Automatic Cascade Mode (steam load depending firing rate)1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers.2. Select TA5 in position AIR and TA4 in position AUTO.3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the Boiler steam pressure. Air and Oil ratio is automatically controlled.

Oil and Air Automatic Mode (constant firing rate)1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA32. Select TA5 in position AIR and TA4 in position AUTO.3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3. Air and Oil ratio is automatically controlled.

Oil and Air in Manual Mode1. Select TA5 in position AIR and TA4 in position HAND.2. Select TA5 in position OIL and TA4 in position HAND.3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.

Combustion Mode Instructions For Burner

21

1

1 2 3 4

5 6

87

9 10

11 12

13 14

15 16

17 18

2

3 4

5 6 7

8

9 10 11 12 13

14

18 19 21

22 23 24

26 27 28

25

20

15 16 17

3 4

5 6 7 8 9 10 11

12 13 14 15 16 17 18

19 20 21 22 23 24 25

26 27 28 29 30

31 32 33 34 35

36 37 38 39 40

41 42 43 44 45

46 47 48 49 50

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 6

2.2.2 Boiler Control System

Maker: Aalborg Sunrod

This system provides operation, control and interlock devices required for therunning of the boiler at a steam pressure of 7kg/cm2. It performs the automaticand manual operation of the boiler and will give an alarm to warn the operatorif an abnormality occurs during operation of the following modes:

Emergency / Automatic Mode

By turning a key switch on the control panel allows the burner to be operatedwith reduced safety interlocks in emergency firing mode. The automaticsequence controller is bypassed, and the burner must be operated at the localposition.

Normal 7kg/cm2 Mode

In this mode the boiler pressure will start to rise and will follow the actualsteam load. If the steam demand decreases, and the boiler steam pressure risesto the automatic burner stop point, the burner will cut out. The burner willremain off until the steam pressure falls to the point of automatic start, whichis slightly below the pressure set point. An automatic start will be performedand the boiler pressure will be brought back up to its set point.

Inert Gas Mode

In this mode the start/stop switch is bypassed and, when the boiler pressureequals the main steam line pressure, the burner will continue to operate, atbetween 30% and 100% load. Any excess steam will be dumped to theatmospheric condenser, so maintaining a satisfactory quality of inert gas for theuse on deck.

Control Panel

The panel contains the controllers, which are electronic micro-processors, andallow automatic/manual operation of output and set point adjustment of thefollowing systems:

Fuel oil temperature

This is kept at a steady predetermined value by controlling the steam flow tothe fuel oil heaters.

Burner fuel oil pressure

This is required to keep the fuel oil pressure at the desired value and isachieved by controlling the recirculation to the suction side of the oil pumps.

Boiler water level

The desired liquid level in the boilers is achieved by controlling the feed waterflow to the boiler.

Atomising steam pressure

To keep the pressure at the preset value, the steam flow is controlled down-stream of the control valve.

Main line steam pressure

This is achieved by controlling the oil flow and, in accordance with this, the airflow to the burner.

Procedure for the Preparation of Boiler Control System

a) Turn on the power switches of the boiler control panel.

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

c) Supply air to all the control devices.

d) Reset the boiler interlock alarm.

e) Check that all alarm lamps are out.

Procedure for Operating the Burner

The EMERGENCY OPERATION key switch must be in the AUTOMATICposition.

(Note ! The air/oil combustion controller will automatically drive the air andoil control valves to minimum purge and ignition position according to theactivated burner sequence step.)

For ‘automatic cascade mode’ (steam load determining firing rate) proceed asfollows:

a) Start the combustion air fan on START/RUN if AUTO-MANswitch is selected to MANUAL.

In AUTO the air fan is automatically started and will run for a minimum of 20minutes to avoid more than 3 starts per hour.

b) Select the burner mode switch to START/RUN.

The burner will automatically be started and stopped by a signal from thestart/stop steam pressure switch.

To stop the burner manually select the mode switch to stop.

Emergency Operation Procedure

a) Turn on the emergency key switch.

(Note ! The set point for the air/oil combustion controller is, by default, left inminimum and must be adjusted to purge, ignite and firing position by handoperation as described here.)

b) Select the combustion air fan to MANUAL and START/RUN.

c) Select TA1 on the air/oil combustion controller to AUTO.

d) Adjust the air and oil on TA2/TA3 to the purge position, aminimum of 50% air flow.

Allow boiler furnace to be purged for a minimum of 60 seconds.

WARNINGInsufficient purging may cause a dangerous furnace explosion.

e) Adjust the air and oil flow on TA2/TA3 to an ignition position ofapproximately 25%.

f) Replace the auto flame scanner with the emergency flamescanner.

g) Press the push button for OPEN ATOMISING STEAM VALVE

h) Press the IGNITION button and keep depressed. Check that theignition burner is on.

i) If ignition is successful, press the OPEN OIL VALVE button andkeep depressed for approximately 5 seconds.

j) Release both buttons and check the flame. If the flame fails toignite, repeat furnace purge for 60 seconds before a new start isattempted.

When the flame is established, supervision is made by the emergency flamescanner. Air/oil flow to the burner can to be adjusted by TA2/TA3 on the air/oilcombustion controller to the desired flow rate.

WARNINGIn emergency operation the safety interlocks are reduced to TOO LOWWATER LEVEL and FLAME FAILURE only. Therefore the boiler mustbe carefully and continually supervised by the ship’s engineering staff.

The burner firing can be stopped by turning the EMERGENCYOPERATION switch to the AUTOMATIC position, or by pushing the OILVALVE CLOSE / STEAM PURGE VALVE OPEN button for 15 seconds onthe local emergency operation box.

Boiler Cold Start

This mode is selected to start from cold with the burner atomising steam andthe F.O. heating steam not available.

Diesel oil fuel is used along with atomising air.

When the ‘F.O.Temp Bypass’ switch is selected, the F.O. low temperaturealarm and trip are inhibited, the burner control and A.C.C. operation reverts tomanual.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 7

Furnace Room

No. 1Sootblower

No. 2Sootblower

No. 4Sootblower

No. 3Sootblower

Smoke Outlet

Air Supply 20-30 kg/cm2

Working Air Pressure 12-15 kg/cm2

MainValve

Orifice

SolenoidValves

SootBlowerNozzle

StartSoot

Blowing

Timer Timer

Timer Timer

Timer Timer

No.1Sootblower

No.2Sootblower

No.3Sootblower

No.4Sootblower

No.4Sootblower

No.3Sootblower

No.2Sootblower

No.1Sootblower

Illustration 2.2.3a Sootblowing

Air

Key

Photo

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 8

2.2.3 Sootblowers

Auxiliary Boiler Sootblowers

Maker: Aalborg IndustriesNo. of sets: 4 fitted to each boilerAir supply: 20-30 kg/cm2

Working pressure: 12-15 kg/cm2

Air consumption: 14.8 nm3/minBlowing time/sequence: 16 secs

Sootblowing has to be carried out at regular intervals to ensure that the heattransfer surfaces are kept clear of deposits, as these retard heat transfer and canconstitute a fire hazard.

Sootblowing should be operated daily when boilers are in use, bearing in mindthe position of the vessel and any local legislation concerning pollution andclean air. They should be operated when leaving port prior to shutting down theboiler.

Before operation, request permission from the bridge and notify the bridge oncompletion.

Procedure for the Operation of the Auxiliary Boiler Sootblowers

a) The boiler should be at a minimum of 50% of full load.

b) Open air supply valve.

c) Start sequence.

The sequence is automatic and will consist of either one or two operations ofthe sootblowers

d) At the completion of sootblowing, shut the master valve.

(Note ! The main air pressure must be kept in the 20-30 kg/cm2 range tomaintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the airsupply line to create a pressure reduction at the nozzle.)

WARNINGDo not operate the auxiliary boiler sootblowers during inert gasoperations.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 9

FromCompressed

Air

FromCompressed

Air

Illustration 2.2.4a 7 kg/cm2 Steam System

QE20

QE19QE18

QE122

QE21

QE13

QE11

PT

L. O. SludgeTank (21.1 m3)

QE50

F. O. SludgeTank (21.1 m3)

QE49

F. O. DrainTank (6.1 m3)

QE48

F. O. OverflowTank (21.3 m3)

QE47

L. O. DrainTank

QE10

Stuffing BoxDrain Tank

QE98

QE97

QE9

QE108

QE105

QE104

Main Engine JacketWater Heater

QE1 QE81 QE3

QE22

QE23

QE2

PT

MainEngine

QE65

Purifier F.O. Trace

Boiler F.O. Trace

Incinerator Sludge TankF.O. Trace

F.O. Transfer Trace

Main Engine & Auxiliary EngineF.O. Supply Trace

QE92

QE86 QE38QE37

QE26

QE115

QE39

QE87 QE41QE40

QE42

QE88 QE44QE43

QE45

L. O. PurifierHeater

L. O. PurifierHeater

L. O. PurifierHeater

QE83 QE29QE28

QE30 QE33 QE36

QE46

QE84 QE32QE31 QE85 QE35QE34

F. O. PurifierHeater

D. O. PurifierHeater

F. O. PurifierHeater

Main Engine &Auxiliary Engine

F.O. Unit

QE4

Sludge OilTank For

Incinerator

QE53

QE55

QE58

QE79 QE80

QE16

QE117

Main EngineL.O.

Settling TankAuxiliaryBoiler

BoilerHeating

Coil To DryingRoom

To Crude OilTank Heating

Exhaust Boiler

F.O.Settling Tank

DeckSeal

FromCompressed

Air

QE51

Air Conditioning UnitFor Accommodation

QE5

Hot WaterTank

QE52

InspectionOil TankQE15

QE25Floor Level

QE54

QE58

QE58

QE17

F.O.Service Tank

QE57

No. 2 F.O.T. (P)(402.7 m3)

Key

No. 1 F.O.T. (P)(213.3 m3)

F.O.T.(150.6 m3)

No. 2 F.O.T. (S)(340 m3)

No.1 F.O.T. (S)(213.3 m3)

High SeaChest (S)

Low SeaChest (P)

Pump Room Sea Chest

QE60 QE118

QE61 QE119

QE63 QE120

QE121

QE64

QE62

Emergency Fire Pump S.W. Chest

QE82 QE7QE6

QE8

QE27

QE123

QE14

QE24

QE123

Air CoolingClean Tank

BilgeWater

Separator

Main Engine L.O.Sump Tank

FromCompressed

Air

BilgeWaterTank

QE93

QE12

QE114

TIC TIC

Air

Electrical Signal

Incinerator

AtmosphericCondenser

Saturated Steam

Condensate

Aux. BoilerF.O. Heater

TankCleaning Heater

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 10

2.2.4 7kg/cm2 Pressure Steam System

General Description

Saturated steam is supplied by the boiler at a normal pressure of 7 kg/cm2 anda maximum rate of 25 t/h. At sea, sufficient steam for normal operation of theplant is supplied by the exhaust gas boiler.

Excess steam pressure is taken care of by dumping steam to the atmosphericcondenser.

The steam system supplies all the necessary heating and general purposeservices throughout the vessel.

The services supplied by the steam system are listed below:

Tank cleaning heater

Boiler sootblower

Cargo tank heating

Slop tank heating

H.F.O. and L.O. storage and settling tanks

Deck water seal

Steam tracing

Air conditioning plant

Bilge separator

M.E. F.O. heaters

F.O. drain tank

L.O. sump tank

Auxiliary boiler F.O. heaters

H.F.O. purifier heaters

L.O. purifier heaters

F.O. overflow tank

Bilge holding tank

M.E. jacket F.W. preheater

Waste oil tanks

Sludge tanks

M.E. air cooler chemical cleaning tank

M.E. L.O. settling tank

Auxiliary engine L.O. settling tank

Incinerator waste oil tank

Calorifier

F.W. generator

Accommodation air conditioning

Auxiliary boiler burner cleaning

Accommodation services

Sea chest clearing

Cascade tank

Procedure for the Operation of the 7kg/cm2 Steam System

a) The system would normally be warmed through when raisingsteam after a boiler shut down.

b) Line drain valves to the bilge should be open when the system isshut down and closed before warming through.

c) All services should be shut down when not required. All systemsare supplied through a common supply line with no intermediatesection shut off valves.

d) Ensure that the drain traps are open.

e) The whole system is warmed through by slightly opening theboiler warming through valve QE106. When the system is up topressure the main boiler stop valve QE104 can be opened and thewarming through valve closed.

f) Before putting the exhaust gas boiler into service open the dumpcontrol inlet valve QE3 and outlet valve QE1. Check the pressuresetting of the dump valve so that it does not open when the mainboiler is firing.

g) Supply steam to services as required.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 11

Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2

Steam Outlet

Gas Flow

Blowdown Connection

Manhole

Rita Mærsk Machinery Operating Manual

Issue: 1 2.2 Boilers and Steam Systems Page 12

2.2.5 Exhaust Gas Boiler

Description

Maker: Aalborg SunrodType: AQ-2Evaporation: 2,500 kg/hSteam Condition: 6 kg/cm2 saturated steam.

The exhaust gas boiler is arranged in the funnel to take the waste heat from themain engine exhaust gas. It can be operated separately or in connection withthe auxiliary boilers.

It is an all welded construction, consisting of a nest of tubes with verticalsmoke tubes and a steam space with a cone.

It is possible to lower the water level or even empty the boiler completely,provided the gas temperature does not exceed 400°C.

Excess steam is normally dumped to the atmospheric condenser.

Operation Procedures

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

a) All foreign materials have been removed from internal pressureparts.

b) All gas side-heating surfaces are clean.

c) All personnel are clear.

d) All manhole covers are securely tightened.

e) Inspect safety valves and see that gags have been removed andeasing levers are in good condition.

f) Open root valves for all instruments and controls connected to theboiler.

g) Open the vent valve at the boiler top.

h) Open all pressure gauge valves and check to see that all valves onthe pressure gauge piping are open.

i) Check and close all blowdown valves and drain valves.

Set up the valves as in the following table:

Position Description Valve

Open No.1 feed pump suction valve RL8

Open No.1 feed pump discharge valve RL10

Open No.2 feed pump suction valve RL9

Open No.2 feed pump discharge valve RL11

Open Boiler feed inlet valves (1) RL20

Open Boiler feed inlet valves (2) RL28

Closed Steam outlet valve QE97

The boiler water circulating pump can then be started. If the system is prone towater hammer, it may be advisable to start the pump with the discharge valvethrottled in, gradually opening the valve as the economiser warms up.

The other pump is put on standby.

If filling after the boiler has been heated by exhaust gas, preheat the water, orif it is not possible to preheat, introduce feed water very slowly to avoid suddencooling of hot surfaces.

j) Fill the boiler until water level appears 25 to 50 mm high in thegauge glasses. Allow for swell in the water level after heating.

k) Check the operation of gauge glasses and compare them withremote reading instruments. Open the drain valve and then topand bottom valves alternately. Escaping air should be heard.

l) Vent air from the boiler.

m) Raise steam slowly to avoid local overheating in the boiler.

n) When boiler pressure is at 7 kg/cm2, slowly open the steam outletvalve QE97.

(Note ! Remote-reading instruments may not be accurate until steam is beinggenerated.)

When the load from the main engine has increased to normal, the exhaust gasboiler can now generate sufficient steam to supply the vessel’s services. Theauxiliary boiler firing is then stopped.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 1

Illustration 2.3.2a Heating Drains System

From C.O. TankHeating

ExhaustBoiler

SL31

SL32

AuxiliaryBoiler

Boiler F.OHeater

Burner

Air ConditioningTrunking

DeckSeal

SL44

SL12

SL3

SL87

SL88

SL50SL50

SL21

SL70 SL71 SL76 SL77

SL25 SL26

SL89

SL48

SL1

SL7

SL11

SL54

SL45

SL10

SL42SL16

SL2

SL13

SL39 SL43 SL8

SL6

SL53 SL52

SL23

SL20

MainEngine

SL19

Key

F.O PurifierHeater

F.O PurifierHeater

F.O PurifierHeater

F.O PurifierHeater

D.O PurifierHeater

F.O PurifierHeater

From Dry Room

Upper Deck

M.E L.OSettling Tank

F.OSettling Tank

F.OService Tank

Upper Deck

TankCleaning Heater

From Steam SystemIn Engine Room

AtmosphericCondenser

ObservationTank

CascadeTank

Oily WaterSeparator Tank

Air CoolClean Tank

Main Engine L.O Sump Tank

M.E and A.EFuel Oil Trace Heating

M.E and A.EF.O Unit

M.E JacketWater Heater

Hot Water Tank

Sludge Oil TankFor Incinerator

F.O Transfer Trace Heating

Incinerator Sludge Tank, etc.F.O Trace Heating

Boiler F.OF.O Trace Heating

PurifierF.O Trace Heating

Stuffing BoxDrain Tank

L.ODrain Tank

L.OSludgeTank

F.OOverflow Tank

F.ODrain Tank

F.OSludge Tank

No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)

No.1 Fuel Oil Tank (Port)

Fuel Oil Tank

No.2 Fuel Oil Tank (Port)

Saturated Steam

Condensate

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 2

2.3 Condensate and Feed Systems

2.3.1 Condensate System

Description

The main condensate system, as part of the steam generating cycle, is thesection concerned with the circulation of boiler feed water from theatmospheric condenser via the observation tank and cascade/filter tank to themain feed pumps.

The drains from the steam services are normally led to the atmosphericcondenser, which in turn drains to the observation tank and then to thecascade/filter tank. The level of the cascade tank is maintained by a floatswitch that operates a solenoid valve providing make up water from the storagetank. The condition of the condensate is monitored by a high salinity alarm.

The oil detecting alarm detects hydrocarbon contamination and the returns canbe manually diverted to the waste oil tank. Any floating sediment can bedrained through a scum line to the waste oil tank or the observation tank canbe drained to the bilge holding tank. A weir in the observation tank outlet tothe cascade tank prevents oil being carried over. The tank has a high and lowlevel alarm.

Water from the cascade/filter tank provides the main feed pumps with apositive inlet head of pressure to the pump suctions.

The condensate outlet temperature from the atmospheric condenser should bemaintained between 75°C and 90°C. This can be done by manipulating someof the drains to bypass the condenser and discharge directly to the cascadetank. A steam heating coil is provided in the cascade tank should extra heatingbe required.

Procedure for Preparing the Main Condensate System for Operation:

See illustrations 2.3.2a, 2.3.3a and 2.4.5a for valve positions mentioned below.

a) Ensure that the pressure gauge and instrumentation valves areopen.

b) Fill the cascade tank from the distilled tank.

c) Check the correct operation of the level control valve.

d) Set up the valves as in the following table.

Position Description Valve

Open Outlet Valve from Atmospheric Condenser SL3

Closed Atmospheric Condenser Bypass Valves SL10, SL12& SL13

Closed Observation Tank Drain Valve RL45

Open F.W. Make Up Valves to the Cascade Tank QG51

Open Run Down Valve from Distilled Tank QG24

Closed Observation Tank Scum Valve to Waste Oil Tank SL5

Open Outlet to Feed Pumps RL1

The feed pumps and boiler can now be put into operation.

Oil Contamination

If oil contamination occurs, divert the returns to the waste oil tank. Check thedrain on the drain traps on all the steam services until the defective service islocated, then isolate for repair.

After repair, flush the drain line of the defective service and clean drain trap.

Clean the observation tank and the oil content monitor probe.

2.3.2 Heating Drains Systems

Description

Condensate from the auxiliary steam services is returned to the cascade tank,through a seawater cooled atmospheric condenser and observation tank. Thecondensate is then returned to the feed water system. As there is a possibilityof contamination from hydrocarbons from oil heating services, the drains aresegregated and checked in the observation tanks before returning to the system.

All services can return to the cascade tank through the atmospheric condenser.In the interest of efficiency some drains can be fed directly to the observationtank or cascade tank to maintain the operating temperature. The condenser canbe bypassed during maintenance, where oil heating drains are led to theobservation tank and other services to the cascade tank.

Procedure for Preparing the Drains System for Operation

a) Ensure that the pressure gauges and instrumentation valves areopen.

b) Set up the valves for the services required as in the followingtable:

Position Description Valve

Open Atmospheric Condenser Outlet Valve SL3

Open Drain Valve from Boiler Heating SL45

Open Drain Valve from Accommodation A.C. SL44

Open Drain Valve from Boiler F.O. and Tank Heating SL12

Open Drain Valve from Deck Seal SL48

Open Drain Valve from Cargo Tank Heating SL1

Open Drain Valve from Tank Cleaning Heater SL07

Open Drain Valve from Purifier Heaters, Double Bottom Tanks and F.O. Storage Tanks SL11

Open Drain Valve from M.E. F.O. and Auxiliary Services SL54

Open Atmospheric Condenser Cooling Water Inlet Valve QA12

Open Atmospheric Condenser Cooling Water Outlet Valve QA13

c) The various services can now be put into operation as required, byopening the associated drain trap inlet and outlet valves.

Excessive temperature at the cascade tank would indicate a defective draintrap. Services should be isolated in turn until the defective trap is located.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 3

P

Feed WaterCascade Tank

To Bilge WaterTank

To Bilge WaterTank

From AtmosphericCondenser

LAH

LALTI

LISL5

Main FeedWater Pump

13kg/cm2

Auxiliary FeedWater Pump

11kg/cm2

P

P

PS

P

No.1No.2

P P

P P

No.1No.2

From ChemicalDosing Station

From ChemicalDosing Station

Oil-Fired Boiler25000 kg/h

Exhaust GasBoiler 900 kg/h

Illustration 2.3.3a Boiler Feed Water System

Key

Feed Water

RL28

RL29

RL14

RL11 RL10

RL9 RL8 RL3 RL2

RL7

RL20

RL15

RL42

RL16

RL6

RL4

RL5

SL3

RL1

RL45

Fresh Water

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 4

2.3.3 Boiler Feed System

Description

The boiler feed system is the section of the steam generating plant whichcirculates feed water from the cascade tank into the steam drum of the boilervia the boiler feed water pumps and the feed water regulator.

The feed water flow is automatically controlled by the feed water regulatingvalve in proportion to the variation in water level in the steam drum.

Two boiler feed pumps take suction from the cascade tank and supply theboiler at a rate of 31m3/h at 13 kg/cm2. Each pump returns a small proportionof the discharge back to the cascade tank through an orifice, which preventspump overheating when the feed water regulator is closed and when the boileris on low load.

Feed water is supplied to the boiler through the feed water regulator. Feedwater can also be supplied to the boiler using a separate auxiliary line, whichcan be used in an emergency. The standby feed pump will cut in on the failureof a running unit.

Two exhaust gas boiler feed pumps take suction from the cascade tank andsupply the exhaust gas boiler at a rate of 1.35m3/h at 11 kg/cm2.

Boiler water chemical treatment is administered by injecting direct to theboiler drum using a chemical dosing unit.

Procedure for Preparing the Main Boiler Feed System for Operation:

a) Ensure pressure gauge and instrumentation valves are open.

b) Set up the valves as in the following table.

Position Description Valve

Open Feed Pump Suction Valve from Cascade Tank RL01

Open No.1 Boiler Feed Pump Suction Valve RL02

Open No.2 Boiler Feed Pump Suction Valve RL03

Open No.1 Boiler Feed Pump Recirculating Valve RL04

Open No.2 Boiler Feed Pump Recirculating Valve RL05

Open No.1 Boiler Feed Pump Main Feed Discharge Valve RL06

Open No.2 Boiler Feed Pump Main Feed Discharge Valve RL07

Open Crossover Between Main and Auxiliary Feed Line RL20

Open Feed Regulator Inlet Valve RL16

Open Main Feed Check Valve

Closed Auxiliary Feed Check Valve

c) For initial start only, shut the discharge valve of the selected feedpump.

d) Start the pump and slowly open the discharge valve until thedischarge line reaches working pressure.

e) Check the operation of feed check valve.

f) Fill boiler to working level.

g) Check the operation of the salinometer.

h) Switch the remaining pump to standby.

The boiler can now be brought into operation.

Procedure for Preparing the Exhaust Gas Boiler Feed System forOperation

a) Ensure that the pressure gauge and instrumentation valves areopen.

b) Set up the valves as in the following table.

Position Description Valve

Open Feed Pump Suction Valve from Cascade Tank RL01

Open No.1 Exhaust Gas Boiler Feed Pump Suction Valve RL08

Open No.2 Exhaust Gas Boiler Feed Pump Suction Valve RL09

Open No.1 Exhaust Gas Boiler Feed Pump Discharge Valve RL10

Open No.2 Exhaust Gas Boiler Feed Pump Discharge Valve RL11

Open Boiler Feed Inlet Valve

c) For initial start only, shut the discharge valve of the selected feedpump.

d) Start the pump and slowly open the discharge valve until thedischarge line reaches working pressure.

e) Switch the remaining pump to standby.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 5

Oil-Fired Boiler25000 kg/h

Exhaust GasBoiler 900 kg/h

Illustration 2.3.4a Water Sampling and Treatment System

Key

Blowdown Line

Feed Water

From Domestic Fresh Water Supply

SampleCooler

SampleCooler

Sink

ToBilge

ToBilge

Sink

ChemicalDosingStation

From Main Feed

Water Pump

ChemicalDosingStation

From Auxiliary Feed Water Pump

RL27

RL14

RL38 RL38

RL15

RL40

RL30RL25

RL13 RL12 Fresh Water

Rita Mærsk Machinery Operating Manual

Issue: 1 2.3 Condensate and Feed Systems Page 6

2.3.4 Water Sampling and Treatment System

The main boiler and exhaust gas boiler are each provided with a sample coolerwhere a representative sample of the boiler water is obtained. The sample istested on a daily basis using the chemical supplier's test kit.

Two chemical dosing units are provided, one for each system. They inject intothe feed pump discharge lines using a metering pump which takes suction fromthe self contained chemical tank. The tank is charged with chemicals on a dailybasis depending upon the results of the daily boiler water test and according tothe manufacturer's instructions.

Boiler Water Testing Cabinet

Chemical Dosage Pump

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 1

TI

TI

TI

TI

PI

PI

PI

PI

TIAtmosphericCondenser

To Scupper

HighSea Chest

QA13

QA12

TI

Deck SealSea Water

Pumps 3m3/h

PI

PI

QA7

QA21

QA38

Main CoolingSea WaterPump No.1

300m3/h

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems

QA11

QA10

QA9

Bilges

Sea Water

Key

PI

PI

QA5

QA19

QA37

Main CoolingSea WaterPump No.2

300m3/h

PI

PI

QA5

QA19

QA36

Main CoolingSea WaterPump No.3

300m3/h

PI

PI

QA16

QA32

QA39

QA17

QA18

Inert GasScrubbing

Pump280m3/

QA25

No.1 No.2

QA24

QA14QA35

To Inert Gas andCollection System

QA1QA2 QA28

From EmergencyBilge Suction

QA23

QA22

From Bilge Ballastand Fire System

To Inert Gas andVapour Collection

System

QA27

LowSea Chest

No.2CentralCooler

QA29

QA40

QA30

QA8No.1

CentralCooler

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 2

2.4 Sea Water Systems

2.4.1 Main and Auxiliary Sea Water Systems

Sea Water Pumps:

Main C.S.W. PumpNo. of sets: 3Capacity: 300 m3/h x 2.5 kg/cm2

Inert Gas Scrubber PumpNo. of sets: 1Capacity: 280 m3/h x 3.5 kg/cm2

Deck Seal Sea Water PumpNo. of sets: 2Capacity: 3 m3/h x 2.5 kg/cm2

Main system

The main system is supplied by three main cooling sea water pumps, onewould normally be in use with two required during high sea temperatureconditions.

All pumps take suction from a common sea water suction line, using either thelow suction or the high suction. The low suction will normally be in use at sea,or when surface contamination, such as weed, is present. It will also be in usein light ballast conditions when ingress of air is likely. The high suction will beused when in silted or shallow water conditions. A suction strainer is fitted atboth suctions.

The pumps discharge to the low temperature system F.W. coolers, atmosphericcondenser and then through the overboard valve.

No.3 main C.S.W. pump has a direct emergency bilge suction.

The pumps can be started and stopped locally. Auto start can be selected fromthe control room. Pressure switches on the discharge side of the pumpsoperated the start signal for the selected standby pumps.

Preparation for the Operation of the Cooling Sea Water System

a) Ensure that the suction strainers are clear.

b) Ensure all pressure gauge and instrumentation valves are open.

c) Set up valves as shown in the following tables. In the followingcase the low suction is in use.

Position Description Valve

Open Low Suction Ship's Side QA28

Open Low Suction Strainer Outlet QA1

Closed Low Suction Strainer Drain Valve

Closed Low Suction Strainer Vent Valve

Closed High Suction Ship's Side QA27

Open High Suction Strainer Outlet QA2

Closed High Suction Strainer Drain Valve

Closed High Suction Strainer Vent Valve

Open No.1 Main C.S.W. Pump Suction Valve QA27

Closed No.1 Main C.S.W. Pump Discharge Valve QA38

Open No.2 Main C.S.W. Pump Suction Valve QA6

Closed No.2 Main C.S.W. Pump Discharge Valve QA37

Open No.3 Main C.S.W. Pump Suction Valve QA5

Closed No.3 Main C.S.W. Pump Discharge Valve QA36

Open No.1 F.W. Cooler Inlet Valve QA9

Open No.1 F.W. Cooler Outlet Valve QA8

Closed No.2 F.W. Cooler Inlet Valve QA10

Closed No.2 F.W. Cooler Outlet Valve QA11

Closed Inlet to Atmospheric Condenser QA22

Closed Overboard from Atmospheric Condenser QA30

d) Vent the suction filter.

e) Start one main C.S.W. pump with the discharge valve closed, thenslowly open the discharge valve.

f) Open the other main C.S.W. pump discharge valves.

g) Vent the central cooler that is in use.

WARNINGBefore cleaning the suction strainers, check for pressure at the vent toprove the vent is clear, then isolate the strainer by closing the inlet seavalve and the strainer outlet valve. Check the vent again, if it indicatesthat the valves are tight, slacken the filter cover securing bolts withoutremoving them. Break the joint. If the valves again prove tight remove thecover.

Auxiliary S.W Systems

Other seawater systems taking suction from the main sea suction line are:

Inert Gas Scrubber

Deck Water Seal

The scrubber pump supplies the inert gas scrubber with a backup from the firebilge and ballast system.

One of two deck seal pumps supplies the inert gas deck seal. The standbypump will cut in automatically

2.4.2 Sea Water Service System

The following pumps supply the auxiliary seawater services:

Bilge, Ballast and Fire Pump

No. of sets: 1Capacity: 160/280 m3/h at 110/45 mth

Main Fire Pump

No. of sets: 1Capacity: 160/280 m3/h at 110/45 mth

The main fire pump is normally set up for foam and fire main service, with thedischarge and suction valves locked open. The bilge, ballast and fire pump isused to ballast the aft peak and supply the deck wash system. By manipulationof crossover valves, both pumps can perform similar duties.

The pumps can transfer bilges to the bilge tank or directly overboard, in anemergency, from either the bilge main or a common direct suction in the portbilge well. The bilge suction valves on each pump are normally locked closed.The pumps can provide a backup for the inert gas scrubber system. Bothpumps can supply the engine room ballast tanks. The pumps take suction fromthe main sea water suction line.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 3

Steering Gear Room

EmergencyFire Pump

Room

Fresh Water Tank(Port and Starboard)

Aft PeakTank

Stern Tube Cooling Water

Tank

Bilge, Fire and G.S.Pumps

160/280 m3/hNo.2 No.1

Illustration 2.4.3a Engine Room Ballast System

PI PI

Key

Sea Water

Bilge Water

P P

DrainLine

To Sea WaterCooling System

To Fire Main

From Port ForwardBilge Well

From Port ForwardBilge Well

From Stb'd Forward Bilge Well

From SeaWater CrossConnectionMain

To BilgeWater Pump

From BilgeWater Well

From BilgeWater Well

QD94

QD93

QD95

QD16

QD4 QD59

QD31QD103

QD25

QD28

QD27

QD23QD39

QD34QD42

QD38

QD36

QD32 QD33

QD21

QD22

QD45

QD20

QD29

QD30QD37

QD35

QD103

QD26

QD40

QD41

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 4

2.4.3 Engine Room Ballast System

The aft peak can be used as a ballast tank. It is used in conjunction with themain ballast system to trim the vessel. It can also be used during certain loadedconditions to provide optimum trim for efficient operation of the main engine.

The aft peak tank is serviced by the bilge, ballast and fire pump with the mainfire pump available, if required.

The aft peak tank has a filling/suction valve, which is normally used duringballast operations. This stops the level in the aft peak tank falling below thepropeller shaft. This level is maintained to provide an element of cooling to thestern tube. Another suction valve, which is normally blanked, is provided toempty the tank completely for maintenance and inspection.

Procedure for Ballasting/Deballasting the Aft Peak Tank

Ballasting

a) Ensure that the transmitters for the remote reading gauges are inoperation.

b) Set up the valves as shown below.

All valves are in the closed position including fire main valves

Bilge, Ballast and Fire Pump

Position Description Valve

Open Aft Peak Ballast Tank Suction /Filling Valve QD40

Open Bilge, Ballast and Fire Pump Sea Suction Valve QD27

Closed Bilge, Ballast and Fire Pump Discharge Valve QD34

Open Discharge Valve to Aft Peak Tank QD42

Start the Bilge, Ballast and Fire Pump.

c) Open the discharge valve QD34 slowly until the discharge pipingis pressurised.

d) Fill the tank to the required level.

e) Shut the pump discharge valve and stop the pump.

f) Close all valves.

No.1 Bilge, Fire and G.S. Pump

Position Description Valve

Open Aft Peak Ballast Tank Suction /Filling Valve QD40

Open Main Fire Pump Sea Suction Valve QD28

Closed Main Fire Pump Discharge Valve QD30

Open Discharge Valve to Aft Peak Tank QD29

Start the Main Fire Pump.

a) Open the discharge valve QD34 slowly until discharge piping ispressurised.

b) Fill the tank to the required level.

c) Shut the pump discharge valve and stop the pump.

d) Close all valves.

Deballasting

a) Ensure that the transmitters for the remote reading gauges are inoperation.

b) Set up the valves as shown below.

All valves are in the closed position including fire main valves

Bilge, Ballast and Fire Pump

Position Description Valve

Open Aft Peak Ballast Tank Suction Valve QD40

Closed Bilge, Ballast and Fire Pump Sea Suction /Filling Valve QD27

Closed Bilge, Ballast and Fire Pump Discharge Valve QD34

Open Bilge, Ballast and Fire Pump Ballast Suction Valve QD35

Open Bilge, Ballast and Fire Pump Discharge to Overboard QD33

Open Overboard Discharge QD45

Start the Bilge, Ballast and Fire Pump

c) Open the discharge valve QD34 slowly until the discharge pipingis pressurised.

d) Empty the selected tanks, taking care that the pump is not run dry.

e) Shut the pump discharge valve and stop the pump.

f) Close all valves.

No.2 Bilge, Fire and G.S. Pump

Position Description Valve

Open Aft Peak Ballast Tank Suction /Filling Valve QD40

Closed Main Fire Pump Sea Suction Valve QD28

Closed Main Fire Pump Discharge Valve QD30

Open Main Fire Pump Ballast Suction Valve QD31

Open Main Fire Pump Discharge to Overboard QD32

Open Overboard Discharge QD45

Start Main Fire Pump Pump

a) Open the discharge valve QD30 slowly until the discharge pipingis pressurised.

b) Empty the selected tanks, taking care that the pump is not run dry.

c) Shut the pump discharge valve and stop the pump.

d) Close all valves.

e) Line up the pump for fire main duty.

If the tank is to be completely emptied, for tank inspections etc., swingspectacle piece QD98 and open valve QD41.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 5

Aft PeakTank

Stern TubeCooling Water

Tank

Fresh WaterGenerator

PI

ChemicalSolution

Tank

Key

Fresh Water

H.T. Cooling Water

Sea Water

P

P

T

V

QT

To BilgeHolding Tank

TG15

Illustration 2.4.4a Evaporator

TI

FQ

FlowmeterIncluding

RegulatingValve

From FreshWater System

In Engine Room

TG13

TG11

TG12

TG14Ejector Pump

Distillate Pump

From Main Sea WaterPipeline

P

T

T

P

From FreshWater Filling Line

on Deck

To/From FreshWater H.T. Cooling

System

Fresh WaterTank (Port)

Fresh WaterTank (Starboard)

Distilled WaterTank

TG9

TG23

TG7

TG4

TG2

TG3

TG20 TG21

TG27

TG26

TG25

From ServiceSystem In

Engine Room

TG24TG22

RehardingFilterSteriliser

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 6

2.4.4 Evaporator

Maker: Alfa LavalType: JWP-26-C100Capacity; 25 m3/24h

One evaporator is installed which utilises the heat from the main engine jacketcooling water system.

The combined brine/air ejector, driven by the ejector pump, creates a vacuumin the system in order to lower the evaporation temperature of the feedwater.The ejector pump takes suction from the main seawater suction line. Thefeedwater is introduced into the evaporator section through an orifice and isdistributed into every second plate channel (evaporation channels).

The hot water is distributed into the remaining channels, thus transferring itsheat to the feedwater in the evaporation channels.

Having reached boiling temperature - which is lower than at atmosphericpressure - the feed water undergoes a partial evaporation. The mixture ofgenerated vapour and brine then enters the separator vessel, where the brine isseparated from the vapour and extracted by the combined brine/air ejector.

After passing through a demister the vapour enters every second plate channelin the condenser section.

The sea water, supplied by the combined cooling/ejector water pump,distributes itself into the remaining channels, thus absorbing the heat beingtransferred from the condensing vapour.

The fresh water produced is extracted by the freshwater pump and led to thefreshwater tanks.

Freshwater QualityTo continuously check the quality of the produced freshwater, a salinometer isprovided together with an electrode unit fitted on the freshwater pump deliveryside.

If the salinity of the fresh water produced exceeds the chosen maximum value,the dump valve and alarm are activated to automatically dump the fresh waterto the bilge.

Main ComponentsThe freshwater generator consists of the following components:

EvaporatorThe evaporator consists of a plate heat exchanger and is enclosed in theseparator vessel.

Separator vesselThe separator separates the brine from the vapour.

CondenserThe condenser section, like the evaporator section, consists of a plate heatexchanger enclosed in the separator vessel.

Combined brine/air ejectorThe ejector extracts brine and incondensable gases from the separator vessel.

Ejector pumpThe ejector pump is a single-stage centrifugal pump which supplies thecondenser with sea water and the brine/air ejector with jet water, it alsosupplies feed water for evaporation.

Freshwater pumpThe freshwater pump is a single-stage centrifugal pump which extracts theproduced fresh water from the condenser, and pumps the water to thefreshwater tanks.

SalinometerThe salinometer continuously checks the salinity of the produced water. Thealarm set point is adjustable.

Control panelThe control panel contains motor starters, running lights, salinometer andcontacts for remote alarms.

Operating ProceduresWARNING

Do not operate the plant in polluted water. Fresh water must not beproduced from polluted water, as the produced water will be unsuitablefor human consumption.

Starting

a) Open valves on the suction (TG15) and discharge side (TG13) ofthe ejector/cooling water pump.

b) Open the overboard valve (TG15) for the combined brine/airejector.

c) Close air screw (vacuum release valve) on the separator.

d) Start ejector pump to create a 90% minimum vacuum.

Pressure at the combined brine/air ejector inlet should be a minimum of 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be nomore than 0. 6 kg/cm2.

EvaporationWhen there is a minimum of 90 % vacuum (after a maximum 10 minutes):

e) Open the valve for feedwater treatment. Ensure chemical dosingtank is full.

f) Open the jacket water inlet (TG11) and outlet (TG12) valves.

g) Start the hot water supply to the distiller by adjusting the jacketwater bypass valve to increase the temperature in steps of 10°C,until the desired jacket water temperature is reached.

The boiling temperature will now rise, whilst the obtained vacuum drops toapproximately 85%.

This indicates that evaporation has started.

Condensation

After approximately 5 minutes the boiling temperature will drop again and anormal vacuum is re-established.

h) Open the valve to the freshwater tank.

i) Switch on the salinometer.

j) Start the freshwater pump.

(Note ! The freshwater pump discharge pressure must be between 1.2 - 1.6 kg/cm2.)

Adjustment of Jacket Water Flow

In order to obtain the specified flow of hot water, it is necessary to adjust thebypass valve until desired flow is achieved. For maximum output the outlettemperature of the heating water should be about 68.5ºC

Adjustment of Sea Water Flow

The sea water flow is correct when the inlet pressure at the inlet to the brine/airejector is between 3.0 - 4.0 kg/cm2.

Stopping the Plant

a) Stop the distillate pump.

b) Switch off the salinometer.

c) Stop the ejector pump.

d) Close the valve for feedwater treatment.

e) Open the air screw (vacuum release valve).

f) Close the inlet and outlet valves for the ejector pump.

g) Close the overboard valve for the combined brine/air ejector.

h) Close the valve to the water tank being filled.

! CAUTIONAll valves must be shut, while the generator is out of operation, except theair screw release valve.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 7

Aft PeakTank

Stern TubeCooling Water

Tank

Fresh WaterGenerator

PI

ChemicalSolution

Tank

Key

Fresh Water

H.T. Cooling Water

Sea Water

P

P

T

V

QT

To BilgeHolding Tank

TG15

Illustration 2.4.5a Distilled Water and Distribution Transfer System

TI

FQ

FlowmeterIncluding

RegulatingValve

From FreshWater System

In Engine Room

TG13

TG11

TG12

TG14Ejector Pump

Distillate Pump

From Main Sea WaterPipeline

P

T

T

P

From FreshWater Filling Line

on Deck

To/From FreshWater H.T. Cooling

System

Fresh WaterTank (Port)

Fresh WaterTank (Starboard)

Distilled WaterTank

TG9

TG23

TG7

TG4

TG2

TG3

TG20 TG21

TG27

TG26

QG51

QG24

TG25

From ServiceSystem In

Engine Room

TG24TG22

RehardingFilterSteriliser

BoilerHot Well

Rita Mærsk Machinery Operating Manual

Issue: 1 2.4 Sea Water Systems Page 8

2.4.5 Distilled Water Transfer and Distribution System

The freshwater generator distillate pump discharges through a salinometer anda flowmeter. Positioned before the flowmeter is a solenoid valve. This openswhen the salinometer detects too high a salinity level, dumping the distillatepump output to the bilge.

The discharge from the pump leads to the filling valves of both fresh watertanks, boiler water tank and aft peak tank. Each tank can supply the distilledwater system or the fresh water system.

Procedure for Operation of the Distilled Water Transfer System

The valves should be set up as follows.

All valves are closed

Position Description Valve

Open Filling Valve for Port F.W. Tank G4

or Starboard F.W. Tank TG7

or Distilled Water Tank Inlet Valves TG2, TG3

or Aft Peak Filling Valve TG9

Open Outlet Valve From Port F.W. Tank QG3

or Outlet Valve From Starboard F.W. Tank QG4

Open Run Down Valves From Distilled Water Tank

to Boiler Hot Well QG51, QG24

If filling fresh water tanks:

Open Rehardening Filter Inlet Valve TG24

Open Rehardening Filter Inlet Valve TG22

Open Steriliser Inlet Valve TG26

Open Steriliser Outlet Valve TG27

a) Start up the F.W. generator.

b) Open the filling valve of the selected tank.

c) Start the distillate pump. Discharge should be to the bilge.

d) Switch on the salinometer.

If the reading is satisfactory, the discharge will change over to fill the tank.

e) Supply power to the steriliser unit if filling freshwater tanks.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.5 Fresh Water Cooling System Page 1

Illustration 2.5.2a Central Fresh Water Cooling System

No. 3Aux.

Engine

No. 2Aux.

Engine

No. 1Aux.

Engine

Fish ConditioningRefrigeration

Air ConditioningRefrigeration

Air ConditioningUnit in E. R. Air Conditioning

Unit in E. R.

Meat ConditioningRefrigeration

Air ConditioningRefrigeration

QB2

QB4

QB6

QB7

QB34

QB58

QB32

QB59

QB21

QB16

QB18

QB1

QB9 QB10 QB11 QB12 QB13 QB14

QB37

QB82

QB54

QB85

QB55

QB90

QB53

QB5

QB43

QB38

QB3

QB15

QB28

QB26

QB17F.W. Expansion Tank (1m3)

From F.W.System

QB28

QB29

QB23QB20

MainEngine

L.O. Cooler

Camshaft Oil Cooler

QB22QB19

QB33

To Inert Gasand VapourCollection System

From Inert Gasand VapourCollection System

WithlockingDevice

IntermediateBearing

No. 2CentralCooler

MainEngine

To Bilge

To F.W. Generator

From F.W.Generator

No. 1CentralCooler

QB56 QB57

QB50

QB44

QB47

QB41

QB36

QB39

QB42 QB40

QB91 QB91QB91

ShoreConnection

QB88 QB89

QB24

QB25

No. 3

No. 3 MainAir Compressor

No. 2 MainAir Compressor

Low TemperatureF.W. Pumps(180m3/h) Main

EngineAir

Cooler

De-aerating TankAlarm Device

HighTemperatureF.W. Pumps

(60m3/h)

No. 1 MainAir Compressor

No. 2 No. 1

QB51

QB45

QB48

QB52

QB46

QB49

QB71

QB67

QB60

QB62

QB69

QB70

QB66

QB63

QB64

QB65

QB68

QB87

QB87

QB35QB79

QB61

HydraulicOil Cooler

Pre-Heater

QB8

PS

PS

TIC

PI

PS

PV

PI

PV

PI

PV

VV

PIPI

Key

L.T. Cooling Water

H.T. Cooling Water

Fresh Water

Electrical Signal

Sea Water

Rita Mærsk Machinery Operating Manual

Issue: 1 2.5 Fresh Water Cooling System Page 2

2.5 Fresh Water Cooling Systems

2.5.1 Main Engine Jacket Cooling Fresh Water System(High Temperature Cooling Water System)

The system has three cooling water pumps rated at 60 m3/h with a pressure of3.5 kg/cm2. The system supplies cooling water to the main engine jackets,cylinder heads and exhaust valves.

The system operates on a closed circuit principle. The pumps dischargethrough the jacket cooling water preheater. A valve bypassing the preheater isthrottled to ensure a flow through the preheater at all times. The preheatermaintains the main engine jacket cooling water temperature when the mainengine is idle or on low load.

Flow continues to the supply main on the main engine. The system iscontinually vented at the highest point to the expansion tank. There arebranches from the main cooling water supply to each cylinder. Isolating valvesare fitted to the inlet and outlet mains for each cylinder to allow cylinders to beindividually isolated for maintenance purposes.

The hot water from the jackets is passed through the F.W. generator, which canbe bypassed when the main engine is on low load or idle. The F.W. generatorperforms an initial cooling effect.

The system then passes through a three-way control, which maintains thetemperature of the jacket cooling water system. Depending on the watertemperature the water is then directed to:

The de-vapourising chamber and then to the jacket cooling waterpump suction if the temperature is low.

If additional cooling is required the water is diverted to the lowtemperature fresh water pump suctions where the water is cooledin the central cooling water system coolers

Steam is supplied manually to the preheater when the load of the engine dropsand the three-way temperature control valve is fully open to the jacket coolingwater pump suction.

Water lost to the low temperature cooling water system (L.T.C.W.S.), forcooling, is made up from the high temperature return line from the L.T.C.W.S.before it reaches the pump suction.

The expansion tank, which is common with the L.T.C.W.S., provides a positivehead to the system, as well as allowing for thermal expansion. The system iscontinually vented from the highest point of the engine to the expansion tank.

Another vent is also provided from the top of the de-vapouriser chamber whichincludes an alarm device to give early warning of air in the system. Air in thesystem could be caused by inadvertently closed valves, such as the main rundown from the expansion tank. A manual vent is provided at the highest pointof the system for use when initially filling the system. The system is made upfrom the expansion tank to the base of the de-vapouriser chamber. Theexpansion tank is manually filled from the F.W. service system. The systemcan be drained to bilge.

Procedure for the Operation of the Jacket Cooling Water System

a) Replenish the system from the domestic fresh water system.

b) Ensure all pressure gauge and instrumentation valves are open.

c) Ensure the F.W. generators are bypassed.

d) Ensure all main engine individual cylinder inlet and outlet valvesare open.

e) Ensure all main engine individual cylinder vent and drain valvesare closed.

f) Set the valves as shown in the tables below.

Position Description Valve

Open No.1 J.C.W. Pump Suction Valve QB70

Open No.1 J.C.W. Pump Discharge Valve QB66

Open No.2 J.C.W. Pump Suction Valve QB71

Open No.2 J.C.W. Pump Discharge Valve QB67

Open Preheater Inlet Valve QB65

Open Preheater Outlet Valve QB64

Throttled Preheater Bypass Valve QB63

Open Main Engine Inlet Valve QB5

Closed Main Engine Bypass Valve QB8

Open Main Engine Outlet Valve QB62

Open F.W. Generator Bypass Valve QB60

Closed F.W. Generator Inlet Valve TG11

Closed F.W. Generator Outlet Valve TG12

Open System Vent Valve to Expansion Tank QB90

Open Expansion Tank Run Down Valve QB55

Closed System Manual Vent Valve QB37

Operation

a) Check the system level and replenish if required.

b) Vent the system using Valve QB37.

c) Start one J.C.W. pump and place the other on standby.

d) Vent the preheater.

e) Supply steam to the pre-heater by throttling the steam inlet valve.

f) Slowly bring the jacket temperature up to the operatingtemperature.

g) Ensure that the L.T.C.W. System is ready for use.

h) Test the system for chemical concentration and add chemicals asrequired.

i) When the engine is at sufficient power, steam supply to the pre-heater can be isolated and water circulated through the F.W.generator.

j) Vent the F.W. generator.

The temperature drop across the F.W. generator is regulated by the evaporatorbypass valve.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.5 Fresh Water Cooling System Page 4

2.5.2 Central Fresh Water Cooling System (Low Temperature Fresh Water Cooling System)

The low temperature fresh water cooling system works on the closed circuitprincipal. The system has three cooling water pumps rated at 180 m3/h with apressure of 3.5 kg/cm2. One pump would normally be in use with two beingrequired at higher sea temperatures. A pressure switch on the common pumpdischarge starts the selected standby pump on low pressure.

There are two central coolers, which in turn are cooled by sea water. Onewould normally be in use with the other on standby, with the possible use inhigh sea temperatures.

An expansion tank, common with the jacket cooling water system, provides apositive head to the system and allows for thermal expansion. This tank can betopped up from the domestic fresh water system.

The pumps receive suction from the low temperature system and the hightemperature bleed off from the jacket cooling water system. The pumpsdischarge directly to the coolers. A three-way valve on the seawater coolingsystem, which bypasses the cooler at low temperatures, controls thetemperature. Water diverted from the jacket cooling water system is replacedby water from the low temperature cooling system pump high temperaturesuction line.

Water is supplied to the three auxiliary engines. Each are vented from theirhighest point to the expansion tank.

The low temperature cooling water pumps supply the following other services:

Main engine scavenge air cooler

Main engine L.O. cooler

Camshaft L.O. cooler

Hydraulic oil cooler

Shaft bearing

Engine package air conditioning units

Both accommodation air conditioning compressors.

Three start air compressors.

Refrigeration plant.

Procedure for the Operation of the Low Temperature Cooling WaterSystem

a) Replenish the system from the expansion tank, which is filledfrom the fresh water system.

b) Ensure all pressure gauge and instrumentation valves are open.

c) Set up valves as shown in the following table:

Position Description Valve

Open No.1 L.T. Cooling Water Pump Suction Valve QB50

Open No.1 L.T. Cooling Water Pump Discharge Valve QB47

Open No.2 L.T. Cooling Water Pump Suction Valve QB51

Open No.2 L.T. Cooling Water Pump Discharge Valve QB48

Open No.3 L.T. Cooling Water Pump Suction Valve QB52

Open No.3 L.T. Cooling Water Pump Discharge Valve QB49

Open No.1 Central Cooler Inlet Valve QB39

Open No.1 Central Cooler Outlet Valve QB40

Closed No.2 Central Cooler Inlet Valve QB41

Closed No.2 Central Cooler Outlet Valve QB42

Open M.E. L.O. Cooler Inlet Valve QB20

Open M.E. L.O. Cooler Outlet Valve QB19

Open M.E. Scavenge Air Cooler Inlet Valve QB38

Open M.E. Scavenge Air Cooler Outlet Valve QB43

Open Shaft Bearing Inlet Valve QB24

Open Shaft Bearing Outlet Valve QB25

Open Camshaft L.O. Cooler Inlet Valve QB23

Open Camshaft L.O. Cooler Outlet Valve QB22

Open No.1 Auxiliary Engine Inlet Valve QB7

Open No.1 Auxiliary Engine Outlet Valve QB6

Open No.1 Auxiliary Engine Vent Valve QB57

Open No.2 Auxiliary Engine Inlet Valve QB34

Open No.2 Auxiliary Engine Outlet Valve QB32

Open No.2 Auxiliary Engine Vent Valve QB56

Open No.3 Auxiliary Engine Inlet Valve QB59

Open No.3 Auxiliary Engine Outlet Valve QB58

Open No.3 Auxiliary Engine Vent Valve QB33

Open Expansion Tank Run Down Valve QB54

Open No.1 Main Air Compressor Inlet Valve QB14

Open No.1 Main Air Compressor Outlet Valve QB13

Open No.2 Main Air Compressor Inlet Valve QB12

Open No.2 Main Air Compressor Outlet Valve QB11

Open No.3 Main Air Compressor Inlet Valve QB10

Open No.3 Main Air Compressor Outlet Valve QB9

Open Hydraulic Oil Cooler Inlet Valve QB21

Open Hydraulic Oil Cooler Outlet Valve QB79

Open Refrigeration and AC Valves as required

Operation

a) Start one cooling water pump.

b) Supply seawater to a central F.W. cooler.

c) Check the expansion tank level. Replenish if necessary.

d) Check the level of chemical treatment and dose as necessary.

e) Put the remaining pumps on standby.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 1

10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

-10 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 1700

-10 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 1700

15

10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

15

10,000

5,000

2,000

1,000

500

100

50

20

10

5

4

15

Temperature ˚C

Temperature ˚C

Illustration 2.6a Viscosity-Temperature Graph

Kin

emat

ic V

isco

sity

- C

entis

toke

s

Kin

emat

ic V

isco

sity

- C

entis

toke

s

Pumping Viscosityusually about 1,000 centistokes

Boiler Atomisation Viscosityusually between 15 and 65 centistokes

Diesel Injection Viscosityusually between

8 and 27 centistokesMarine Gas Oil

Marine Diesel Oil

Bunker Fuel Oil

Viscosity - TemperatureRelationships

Typical Marine Fuels

IF - 30

IF - 60

IF - 100

IF - 180

IF - 380

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 2

2.6 Fuel Oil and Diesel Oil Service Systems

2.6.1 Main Engine Fuel Oil Service System

Fuel oil is stored on board in four fuel oil storage tanks (No.1 and 2 port andNo.1 and 2 starboard.) The H.F.O. is transferred to a fuel oil settling tank bythe fuel oil transfer pump (when required.) After fuel oil has been transferredto the settling tank, any water or other sediment is drained off by using a self- closing test cock.

From the fuel oil settling tank, fuel oil is supplied direct to the auxiliary boilerH.F.O. system and is centrifuged in one of two H.F.O. purifiers to the F.O.service tank. Fuel oil is supplied to the main engine and generator dieselengines from the fuel oil service tank, using the same fuel supply system. Themain engine and three auxiliary engines are designed to run on H.F.O. at alltimes. One of the fuel oil purifiers will be running at all times, with thethroughput balanced to match the fuel consumption of the main engines andgenerator diesel engines.

All outlet valves from all fuel tanks are remote quick closing valves with acollapsible bridge, which can be pneumatically operated from the fire controlstation. After being tripped from the fire control station the valves must bereset locally. Each tank is also fitted with a self-closing test cock to test for thepresence of water and to drain any water present. Tundishes, under the self-closing test cock, drain any test liquid to the waste oil tank. All tanks andheaters are supplied with steam at 6 kg/cm2 from the ship’s steam supply, withcondensate flowing to the observation tank which is fitted with an oil detectionunit.

A viscosity controller controls the steam supply to both H.F.O. supply heaters.

All fuel oil pipework is trace heated by small bore steam pipes laid adjacent tothe fuel oil pipe and encased in the same lagging.

Heated and filtered fuel oil is supplied to the main engine and auxiliary enginesfrom the fuel oil service tank. Fuel oil from the fuel oil service tank is suppliedto one of two fuel oil supply pumps. The second pump will be on automaticstand-by, and will start in the event of discharge pressure drop or voltagefailure of the running pump. The F.O. supply pumps discharge through the autoback flush filter to the F.O. return pipe. The auto back flush can be bypassedwith a basket filter during maintenance on the main filter. The filter is anautomatic self-cleaning filter with an air operated cleaning mechanismactivated by an increasing differential pressure. The debris discharge from theauto filter is piped to the fuel oil overflow tank. A pressure control valvemaintains the supply pumps discharge pressure by recirculating oil from thepump discharge back to the pump suction.

Fuel oil is drawn from the return pipe by one of two main engine fuel oilcirculating pumps. The second pump will be on automatic standby, and willstart in the event of discharge pressure drop or voltage failure of the runningpump. The fuel oil circulating pumps discharge through one of a pair of mainengine fuel oil heaters where the oil is heated to a temperature correspondingto a viscosity of 12cSt using steam at 6 kg/cm2.

The heated fuel oil then passes through the viscosity controller which controlssteam to the heater. The oil is supplied to the main engine fuel rail via thesuction side of the main engine high pressure fuel oil injection pumps througha duplex filter and flow meter. A control valve regulates the pressure at themain engine rail, diverting excess pressure to the return pipe through a flowmeter. A three-way cock is fitted on this section of line to flush the system backto the service tank when changing over to diesel oil when at standstill.

The high pressure fuel oil lines on the engine are sheathed. Any leakage fromthe annular spaces, formed by the sheathing, is lead to a fuel oil leakage tank,which is fitted with a high level alarm and gives advance warning of a leakingfuel injection pipe.

Preparation for the Operation of the Main Engine Fuel Oil ServiceSystem

a) Put the H.F.O. purifier in use, filling the service tank from thesettling tank.

b) Ensure that the filters are clean.

c) Ensure that all instrumentation valves are open.

The following procedure illustrates starting from cold with the system chargedwith diesel oil and in a shut down condition.

Set up the valves as in the following table:

Position Description Valve

Open Service Tank Suction Quick Closing Valve RR6

Open Service Tank Secondary Suction Valve RR43

Closed Diesel Oil Tank Suction Valve RR17

Closed Diesel Oil Suction Valve RR44

Set for H.F.O. Suction Three Way Change Over Cock

Open No.1 Supply Pump Suction Valve

Open No.1 Supply Pump Discharge Valve

Open No.2 Supply Pump Suction Valve

Open No.2 Supply Pump Discharge Valve

Open Pressure Control Valve Inlet Valve

Open Pressure Control Valve Outlet Valve

Closed Pressure Control Valve Bypass Valve

Open Backflush Filter Inlet Valve

Open Backflush Filter Outlet Valve

Closed Bypass Filter Inlet Valve

Closed Bypass Filter Outlet Valve

Open No.1 H.F.O. Circulating Pump Suction Valve

Open No.1 H.F.O. Circulating Pump Discharge Valve

Open No.2 H.F.O. Circulating Pump Suction Valve

Open No.2 H.F.O. Circulating Pump Discharge Valve

Open No.1 H.F.O. Heater Inlet Valve

Open No.1 H.F.O. Heater Outlet Valve

Closed No.2 H.F.O. Heater Inlet Valve

Closed No.2 H.F.O. Heater Outlet Valve

Open Viscosity Controller Inlet Valve

Open Viscosity Controller Outlet Valve

Open Viscosity Controller Bypass Valve

Open Main Engine Flow Meter Inlet Valve

Open Main Engine Flow Meter Outlet Valve

Closed Main Engine Flow Meter Bypass Valve

Open M.E. Master H.F.O. Inlet Valve RR1

Open M.E. Outlet Valve RR2

Open M.E. Control Valve Inlet Valve RR79

Closed Inlet Valve to Service Tank RR4

Open Return Flowmeter Inlet Valve

Open Return Flowmeter Outlet Valve

Closed Return Flowmeter Bypass Valve

Set Return Change Over Cock to the Return Pipe

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 3

Illustration 2.6.1a Main Engine Fuel Oil Service System.

RR2

RR1

RR78 RR79

PI

PI

PT

PI

PI

PS

RR6

RR17

RR44

RR43

RR4

PDE

POS

Heater

F.O. Heater

Viscocity Unit

Flowmeter

AutoFilter

Steam From7kg/cm2 System

TI TI M TI

TI

TI

PI

PS

PI

PSPDIS

LAL

ToOverflow Tank

FromControl Air

System

F.O. Heater

M

M

To AtmosphereCondenser

To AuxilliaryEngines

From AuxilliaryEngines

Key

Marine Diesel Oil

Fuel Oil

Saturated Steam

Air

Condensate

MainEngineB & W

5S 50MC

D.O.Service Tank

LAL

H.F.O.Service Tank

TAHLAL

DeaeratorF.O.Circulating

Pumps5m3/h

F.O.SupplyPumps4m3/h

(33 m3) (38 m3)

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 4

Procedure to start up the Main Engine HFO Service System and changeover to H.F.O.

a) Supply steam heating to H.F.O. service tank.

b) Open all the individual fuel inlet valves on the M.E. fuel inletmain.

c) Supply trace heating to the fuel oil service system pipelines.

WARNINGTrace heating should not be applied to sections of pipeline isolated byclosed valves on the HFO side as damage could occur due the expansionof the contents.

d) Manually start supplying steam to the on line H.F.O. heater.

e) Start one fuel oil supply pump.

f) Start one H.F.O. circulating pump.

g) Raise the temperature to about 75ºC.

h) Start the viscosity controller and close the bypass valve.

i) Open the inlet valve to the H.F.O. service tank RR4.

j) Operated the return change over cock to direct the return H.F.O.to the service tank.

k) D.O. will now be expelled to the H.F.O. service tank, at the sametime drawing in H.F.O. from the service tank.

l) Continually raise the temperature manually.

m) When the set point is reached on the viscosity controller, changeits setting to auto.

n) Change the operation of the steam control valve to auto. Open thesteam inlet valve fully.

H.F.O. is now circulating through the system.

o) Supply steam heating to the H.F.O. return pipe.

p) Switch the other H.F.O. supply pump to standby.

q) Switch the other H.F.O. circulating pump to standby.

Set the change over return cock back to the return pipe.

Fuel Change Over

The main engine is designed to run on H.F.O. at all times. However, changeover to diesel oil can become necessary if, for instance, the vessel is expectedto have a prolonged inactive period with a cold engine, i.e. due to:

A major repair of the fuel oil system etc

A docking

More than five days stoppage

Environmental legislation requiring the use of low sulphur fuels

Change over can be performed at any time, during engine running or duringengine standstill.

In order to prevent fuel pump and injector sticking/scuffing, poor combustion,and fouling of the gas ways, it is very important to carefully follow the changeover procedures.

Change Over from Diesel Oil to Heavy Fuel Oil During Running

To protect the injection equipment against rapid temperature changes, whichmay cause sticking/scuffing of the fuel valves and of the fuel pump plungersand suction valves, the change over is carried out as follows (manually):

a) First, ensure that the heavy oil in the service tank is at normaltemperature level.

b) Reduce the engine load to 75% of normal. Then, by means of the thermostatic valve in the steam system, or by manual control ofthe viscosity regulator, the diesel oil is heated to maximum 60-80ºC, in order to maintain the lubrication ability of the diesel oiland this way minimises the risk of plunger scuffing and theconsequent risk of sticking. This preheating should be regulatedto give a temperature rise of about 2ºC per minute.

c) Due to the above mentioned risk of sticking/scuffing of the fuelinjection equipment, the temperature of the heavy fuel oil in theservice tank must not be more than 25ºC higher than the heateddiesel oil in the system (60-80ºC) at the time of change over.

(Note ! The diesel oil viscosity should not drop below 2cSt, as this might causefuel pump and fuel valve scuffing, with the risk of sticking.)

d) For some light diesel oils (gas oil), this will limit the uppertemperature to somewhat below 80ºC. When 60-80ºC has beenreached, the change to heavy oil is performed by opening the fueloil supply valve RR43. Turn the change over cock on the suctionside of the H.F.O. supply pumps to take suction from the H.F.O.service tank. Close diesel oil supply valve RR44.

The temperature rise is then continued at a rate of about 2ºC per minute, untilreaching the required viscosity.

Change Over Procedure from Heavy Fuel to Diesel Oil During Running

To protect the fuel oil injection equipment against rapid temperature changes,which may cause scuffing with the risk of sticking of the fuel valves and of thefuel pump plungers and suction valves, the change over to diesel oil isperformed as follows (manually):

a) Ideally the diesel oil in the D.O. service tank should be about50ºC.

b) Shut off the steam supply to the fuel oil preheater, return fuel pipeand steam tracing.

c) Reduce the engine load to 75% of MCR load.

d) Change to diesel oil when the temperature of the heavy oil in thepreheater has dropped to about 25ºC above the temperature in thediesel oil service tank, however, not below 75ºC.

e) Open diesel oil supply valve RR43. Change over the supply three way cock to the D.O. service tank. Close H.F.O. supply valveRR43.

Fuel oil is now led to the supply pumps.

(Note ! If, after the change over, the temperature (at the preheater) suddenlydrops considerably, the transition must be moderated by supplying a littlesteam to the preheater, which now contains diesel oil.)

Change Over Procedure from Heavy Fuel to Diesel Oil During Standstill

a) Stop the preheating.

b) Stop trace heating.

c) Stop return pipe heating.

With regard to temperature levels before change over, see ‘Change Over fromHeavy Fuel to Diesel Oil during Running’.

d) Open diesel oil supply valve RR44.

e) Change over suction changeover cock.

f) Close fuel oil supply valve RR43.

g) Open inlet valve to service tank RR4.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 5

Illustration 2.6.2a Auxiliary Engine F.O. Service System

PI TI

TI

TI

TC

TI

PI

M TI

PI

M2 M4

M3

M

M1

F.O.Circulating

Pumps5m3/h

D.O.SupplyPump5m3/h

F.O.SupplyPumps4m3/h

To Saveall

To Saveall

PI

PI

PDIS

To OverflowTank

PDS

PDE

From MainEngine

To Main Engine B&W 5S-50MC

SaturatedSteam

SaturatedSteam

PS

PI

Vent

PS

PI

Vent

PS

PI

Vent

Key

Marine Diesel Oil

Fuel Oil

Saturated Steam

Condensate

Electrical Signal

M

To CondensateDrain System

To Saveall

To Saveall

Fuel OilHeater

Fuel OilHeater

F.O ServiceTank

D.O ServiceTank

RR6

RR8

(33 m3)

(38 m3)

RR11

RR12

RR44

RR43

RR73

RR72RR15

RR19

RR22

RR17

RR77

RR25

RR24

RR33

RR30

RR27

RR10

Heater

De-aerator

No.1AuxiliaryEngine

No.2AuxiliaryEngine

No.3AuxiliaryEngine

8 kg/cm25.5 Bar

4.5 Bar

Flowmeter

Flowmeter

FlowmeterFlowmeter

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 6

h) Change over the return cock to the H.F.O. service tank, so that thefuel oil is flushed to the H.F.O. service tank. Ensure that there issufficient ullage in the service tank.

i) When the heavy fuel oil is replaced by diesel oil, reset the changeover cock and close valve RR4

j) Stop the viscosity controller.

k) Stop the fuel oil pumps.

2.6.2 Auxiliary Engine Fuel Oil Service System

Operation Using H.F.O.

Fuel oil is supplied to the generator diesel engines from the fuel oil servicetank, using the same supply system as the main engine system. The threeauxiliary engines are designed to run on F.O. at all times. However, oneauxiliary engine should be ready to run on D.O. in case a failure occurs withinthe main H.F.O. supply unit.

Heated and filtered H.F.O. is supplied to the auxiliary engines from the samepoint as the main engine, which is just after the viscosity controller. The H.F.O.then flows through a flowmeter to the auxiliary engines

The auxiliary engines have three-way cocks at the fuel inlet and outlet for theselection of either H.F.O. or D.O.

Excess H.F.O. is returned to the H.F.O. return pipe via a flowmeter and three-way cock. The three-way cock can divert the fuel to the service tank forflushing purposes.

The high pressure fuel oil lines on the engine are sheathed and any leakagefrom the annular spaces, formed by the sheathing is led to a fuel oil leakagetank fitted with a high level alarm which gives advance warning of a leakingfuel injection pipe.

Operation Using D.O.

The auxiliary engines can be supplied from the diesel oil service tank using theD.O. supply pump. The pump pressure is controlled at 5.5 kg/cm2. The returnpressure is controlled at 4.5 kg/cm2 with excess D.O. returned to the D.O.service tank.

Procedure for the Operation of the Auxiliary Engine Fuel Oil ServiceSystem

a) Put the H.F.O. purifier in use, filling the service tank from thesettling tank.

b) Ensure that the filters are clean.

c) All engines are stopped.

d) Ensure that all instrumentation valves are open.

e) Start up the main H.F.O. system as described previously.

f) Supply trace heating to the auxiliary fuel oil service system pipelines.

The following procedure illustrates starting from cold with the system chargedwith diesel oil and in a shut down condition:

g) Start No.1 auxiliary engine using D.O.

h) Set up valves as in the following table.

Position Description Valve

Open Inlet Flow Meter Inlet Valve

Open Inlet Flow Meter Outlet Valve

Closed Inlet Flow Meter Bypass Valve

Open Outlet Flow Meter Inlet Valve

Open Outlet Flow Meter Outlet Valve

Closed Outlet Flow Meter Bypass Valve

Set for HFO No.2 A.E. Outlet Three-way Cock RR19

Set for HFO No.3 A.E. Outlet Three-way Cock RR22

Set for HFO No.2 A.E. Inlet Three-way Cock RR32

Set for HFO No.3 A.E. Inlet Three-way Cock RR31

i) Using the bypass valves RR25 & RR24 warm up the H.F.O.system by flushing the system back to the return pipe.

j) No.2 and 3 engines are ready for starting on H.F.O.

Procedure to Prepare an Auxiliary Engine (No.1) for Running on D.O

a) Transfer D.O. from the D.O. settling tank to the D.O. service tank using the purifier.

b) Set up valves as in the following table.

Position Description Valve

Open D.O. Service Tank Outlet Valve RR10

Open D.O. Pump Suction Valve RR11

Open D.O. Pump Discharge Valve RR12

Closed D.O. Pump Bypass Valve RR13

Set to D.O. Inlet Three-Way Cock RR33

c) Start the D.O. supply pump.

d) If previously operated on H.F.O., open Valve RR17 long enoughto flush the system back to the return pipe.

e) Set the outlet three-way cock RR15 to D.O.

The engine is now ready for starting on D.O.

Changing Over Fuel when Auxiliary Engine(s) Are Running

Procedures similar to that used for the main engine could be used, but it wouldbe more advisable to change over the fuel supply when the vessel’s power isbeing supplied by an auxiliary engine running on D.O. supplied by the D.O.fuel pump and system.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 7

Auxiliary Boiler

D.O. ServiceTank

H.F.O. SettlingTank

AirSeparator

PI

PI

PITINo.1

RR64

RR71

RR63

LAH

TAH

LALLALRR69

RR41

PI

RR42

PSTS

TS

PSPI

PIPI

PI

TI

PI

PI

TI

TT

PI

PC

HeaterNo.1

RR60

RR68

RR40

RR38

RR37

RR67

RR36

RR35

RR39

No.2

H.F.O.Pump Unit

RR48

RR49 RR57 RR47

TI

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System

Saturated Steam

Electrical Signal

T/S

Burner UnitFor Boiler

IgnitionOil Pump

Marine Diesel Oil

Fuel Oil

Key

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 8

2.6.3 Auxiliary Boiler Fuel Oil Service System

Fuel oil is stored on board in four fuel oil storage tanks, and then (whenrequired) transferred to a fuel oil settling tank by a fuel oil transfer pump. Afterfuel oil has been transferred to the settling tank, any water or other sediment isdrained off, using the self-closing test cock. Fuel oil is supplied directly to theboilers from the fuel oil settling tank.

Diesel oil can be supplied to the boilers from the diesel oil service tank whenstarting from cold.

A temperature controller maintains the steam supply to the F.O. heater. All thefuel oil piping is trace heated by small bore steam pipes. These are laidadjacent to the fuel oil pipe and encased in the same insulation.

Fuel oil from the fuel oil settling tank is supplied to one of two fuel oil pumps.The second pump will be on automatic standby, and will start in the event of adischarge pressure drop or a voltage failure of the running pump. The fuel oilpumps take suction from the settling tank via a strainer. A pressure controlvalve, with its sensing point on the heater discharge, maintains the pumpdischarge pressure by recirculating oil from the pump discharge back to the airseparator/return pipe. The oil in the return pipe returns to the pump suction.The vent from the air separator returns to the H.F.O. settling tank.

The fuel oil pumps discharge through one fuel oil heater, where the oil isheated to the required temperature.

The oil is fed to the boiler via a pressure-control valve, controlled by the boilersteam pressure. When the boiler is in a standby condition, a solenoid valve onthe return line automatically opens to circulate fuel back to the return pipe,keeping the fuel oil at working temperature immediately before the burner. Onthe recirculating line is a change over cock, where the fuel can be diverted fromreturning to the return pipe to either the H.F.O. settling tank or D.O. servicetank. This change over cock would normally be used for flushing fuel oil backto the H.F.O. tank when changing from D.O. to H.F.O. or vice versa.

The boiler has a pilot burner pump, which takes suction from the D.O. servicetank via the pump suction filter.

A steam connection is fitted to the F.O. line to the burner after the double shutoff solenoid valves and is used for automatic purging of the burner prior to shutdown.

Procedure for Operating the Auxiliary Boiler Fuel Oil Service System

a) Ensure that the filters are clean.

b) Ensure that all instrumentation valves are open.

The following procedure illustrates starting from cold with the system chargedwith diesel oil and in a shut down condition.

Set up the valves as in the following table:

Position Description Valve

Open Settling Tank Suction Quick Closing Valve RR7

Open D.O./H.F.O. Change Over Cock RR63

Open Diesel Oil Service Tank SuctionQuick Closing Valve RR9

Open Suction Valve from Return Pipe RR71

Open Both F.O. Service Pump Suction Valves

Open Both F.O. Service Pump Discharge Valves

Closed F.O. Heater Inlet Valve RR39

Closed F.O. Heater Outlet Valve RR40

Open F.O. Heater Bypass Valve RR38

Open Inlet Valve to Pressure Control Valve RR7

Open Outlet Valve from Pressure Control Valve RR35

Closed Boiler Pressure Control Valve Bypass Valve RR36

Open Inlet Valve to Boiler Burner Before Solenoid Valves RR47

Open Boiler Recirculating Valve RR67

Open Boiler Inlet Valve to Pressure Control Valve RR57

Open Boiler Outlet Valve from Pressure Control Valve RR49

Set to Return Pipe Return Line Change Over Cock RR64

Open Pilot Burner Pump Suction Valve RR41

Open Pilot Burner Pump Discharge Valve RR42

Procedure to Start Up the Boiler F.O. Service System and Change Overto H.F.O.

a) Start one boiler fuel oil pump.

b) Flash up the boiler on D.O. using atomising air.

When steam is available:

c) Supply steam heating to HFO settling tank.

d) Open supply trace heating to the fuel oil service system pipelines.

WARNINGTrace heating should not be applied to sections of pipeline isolated byclosed valves on the F.O. side, as damage, such as blown flange joints,could occur due the expansion of the contents.

When enough pressure is available:

e) Stop firing the boiler.

f) Open the F.O. heater inlet and outlet valves. Shut the bypassvalve.

g) Manually start supplying steam to the F.O. heater.

h) Operate suction change over cock RR63 to take suction from theH.F.O. settling tank.

i) Operate the return change over cock RR64 to direct the returns to the H.F.O. settling tank.

D.O. will now be expelled to the H.F.O. settling tank, at the same time drawingin H.F.O. from the settling tank.

j) Continually raise the F.O. temperature manually.

k) Change the operation of the heater steam control valve to auto by fully opening the steam inlet valve.

l) When the D.O. has been expelled, operate the return change over cock to direct the return oil to the return pipe.

H.F.O. is now circulating through the system.

The boiler is now ready for firing on H.F.O. using steam atomising.

The boiler is designed to operate and remain on standby using H.F.O. Changeover to D.O. is only necessary when maintenance is required and for longperiods of shut down, such as refit.

m) After the boiler is firing on H.F.O. put the other F.O. pump onauto start.

(Note ! Change over to H.F.O. can take place while still firing the boiler. Therecirculating line would remain lined up to the air separator and the fuel wouldchange over by normal usage. However, this could lead to unstable flameconditions due to incorrect temperature settings at the heater.)

WARNINGDo not change to steam atomising until the system is charged with H.F.O.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 9

Exhaust toFunnel

Flue Gas Fan

Flue Gas Damper

XA

CombustionChamber

PIPI

PI

QU2

Illustration 2.6.4a Incinerator F.O. Service System

Pilot Diesel OilSupply Pump80 litre/hour

QU1

D.O.Tank For

Incinerator

To F.O.Sludge tank

SludgeTank

From F.O.Transfer Pump

Sludge Supply Pump

M

From SteamSystem in E/R

QU6

QU3

QU5 QU8QU4

QU7

Key

Sludge

D.O. System

Steam

Rita Mærsk Machinery Operating Manual

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 10

2.6.4 Incinerator Fuel Oil Service System

The incinerator burner is supplied with D.O. from an independent D.O. servicetank. It is used to burn garbage and to assist the burning of waste oil which isinjected through a rotary cup burner.

A sludge oil tank for the incinerator collects the waste oil from the varioustanks around the E.R. and supplies the incinerator sludge burner.

The sludge transfer pump supplies the incinerator sludge oil tank. The pumpalso discharges to the shore connections and cargo residual tank connections.

The sludge pump can take suction from:

F.O. sludge tank

L.O. sludge tank

L.O. drain tank

Bilge tank

Seawater main

F.O. drain tank

The sludge pump discharges to:

F.O. Sludge tank

Shore/residual tank connection

Port No.2 H.F.O. tank

Incinerator waste oil tank

Procedure for Transferring Waste Oil to the Incinerator Waste Oil Tank

a) All valves are closed.

b) Open supply steam to the heating coils of the tanks to betransferred.

c) Open supply steam to the steam tracing lines.

d) Open one set of the following suction valves in the table opposite.

Description Valve

F.O. Sludge Tank QR75

Pump Suction from F.O. Sludge Tank QR25

F.O. Drains Tank QR75

Pump Suction from F.O. Drains Tank QR32

L.O. Sludge Tank QR76

Pump Suction from L.O. Sludge Tank QR33

Clean Bilge Tank QR65

or Dirty Bilge Tank QR77

Pump Suction from Bilge Tanks QR34

L.O. Drains Tank QR66

Pump Suction from L.O. Drain Tank. QR35

e) Ensure sludge pump suction filter is clean.

f) Set up the remaining valves as in the table below.

Position Description Valve

Open Sludge Pump Discharge Valve to Incinerator Waste Oil Tank QR30

Closed Discharge to shore/residual tank connection QR31

Closed Discharge to F.O. Sludge tank QR27

Closed Discharge to Port No.2 H.F.O. tank QR29

g) Start the sludge pump and fill the incinerator waste oil tank.

h) Shut off the steam heating of the tank being discharged when it is empty.

i) Open supply steam heating to the incinerator waste oil tank.

j) Shut off steam tracing.

k) When the line has cooled shut all isolating valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 1

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key

AT16

AT12

AT109

AT111

AT108

AT107

AT8

QR13

QR14

QR12

QR1

QR36QR37

QR44

QR41 QR6

QR11

QR8QR7QR9

QR10 QR24

QR15

QR23

QR19

QR18

QR16QR17 QR38

QR39

AT7

AT18AT17

Main Deck Manifolds

AT11

AT2 AT3

AT4 AT5

AT6

AT15

P P

PVPV

Diesel Oil

Heavy Fuel Oil

D.O. TankPort 55.1 m3

No.1 H.F.O. TankPort 217.7 m3

No.1 H.F.O TankStarboard 217.7 m3

H.F.O. Minor TankStarboard 153.7 m3

No.2 H.F.O. Tank

Port 411.0 m3 No.2 H.F.O. TankStarboard 346.9 m3

H.F.O. SettlingTank 51.2 m3

H.F.O. ServiceTank 38.4 m3

D.O. Service Tank 33.7 m3

D.O. TankStarboard

74.4 m3

To H.F.O. PurifierPump

To D.O. PurifierPump

From F.O. OverflowTank

To F.O. OverflowTank

To D.O. Tank(Port)

F.O. Transfer Pump

50m3/h

D.O. Transfer Pump50m3/h

QR81

QR40QR28

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 2

2.7 Fuel Oil and Diesel Oil Transfer Systems

2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System

Fuel Oil System

Introduction

Fuel oil, for all purposes on board the ship, is stored in four fuel oil bunkertanks located forward of the engine room. There are two on the port side andtwo on the starboard side. From the storage tanks, fuel oil is transferred to afuel oil settling tank, where it is allowed to settle prior to being purified intothe fuel oil service tank. Fuel oil is supplied to the main engine and generatorengines from the fuel oil service tank. The boiler is supplied direct from thesettling tank.

The fuel oil storage tanks are filled from fuel oil bunkering line connectionslocated at the cargo manifold. The bunkering line is fitted with a relief valve,which discharges into No. 1 fuel oil overflow tank. The fuel oil transfer pumpis located forward on the engine room floor and is used to transfer fuel oil fromthe storage tanks to the settling tanks at a rate of 45 m3/h and a pressure of4.0kg/cm2. It is possible to use the diesel oil transfer pump for fuel oil service,and vice versa in an emergency. The spectacle pieces separating the suctionlines and discharge lines are normally in the blanked position. Fuel oil istransferred to the service tank by the F.O. purifiers.

The overflow tank is fitted to collect the overflow from the settling tank in theevent of overfill. The service tank overflows to the settling tank. The fuel oiltransfer pump is used to pump the contents of the fuel oil overflow tank to thefuel oil bunker tanks or settling tank. The fuel oil can be transferred from onestorage tank to another for trim or other purposes, using the transfer pump andthe bunkering line. The service tank can be drained using the transfer pump.

All outlet valves from all fuel tanks are remote operated quick closing valves,with a collapsible bridge which can be pneumatically operated from the firecontrol station. After being tripped from the fire control station the valves mustbe reset locally. Each tank is also fitted with a self closing test cock to test forwater and to drain any water present. Tundishes under the self closing test cockdrain any liquid to the waste oil tank. All tanks are provided with localtemperature indication, plus remote level indication in the control room. Thetanks also have an overfill alarm.

All fuel oil tanks are fitted with heating coils - heating steam being supplied at7kg/cm2 from the heating steam system. Condensate from the heating coilsflow to the cascade tank via an oil detector and observation tank. All fuel oiltransfer lines are trace heated by steam also at 7kg/cm2.

Heavy Fuel Oil Tanks

Compartments Location Capacities (m3)

Frame Full 98% Full

No.1 H.F.O. Tk (P) 42-44 217.7 213.3

No.1 H.F.O. Tk (S) 42-44 217.7 213.3

No.2 H.F.O. Tk (P) 36-42 411.0 402.7

No.2 H.F.O. Tk (S) 36-42 346.9 340.0

H.F.O. Minor Tk 36-42 153.7 150.6

H.F.O. Sett.Tk (P) 36-39 51.2 50.2

H.F.O. Serv.Tk (P) 36-39 38.4 37.7

F.O. Overflow Tk (P) 34-38 21.8 21.3

F.O. Drain Tk (P) 34-36 6.2 6.1

F.O. Sludge Tk (Ctr) 37-38 21.6 21.1

Total 1486.1 1456.4

Preparation and Procedure for Loading and Transfer of Bunkers

Before and during bunkering, the following steps should be complied with:

The purpose of the following procedure is to ensure that bunkers of the correctspecification and agreed quantity are received on board in a safe and efficientmanner.

a) Shore and barge tanks should be checked for water content.

b) Representative samples are to be drawn using the continuous dripmethod for the duration of the loading operation and dispatchedfor analysis.

c) Where possible new bunkers are to be segregated on board priorto use until results of laboratory analysis are received.

d) No internal transferring of bunkers should take place duringbunker loading operations, unless permission has been obtainedfrom the Chief Engineer.

e) The Chief Engineer should also calculate the estimated finishingullages / dips, prior to the starting of loading.

f) Bunker tanks should not exceed 98% full.

g) Any bunker barges attending the vessel are to be safely mooredalongside before any part of the bunker loading operation begins.

h) Level alarms fitted to bunker tanks should be tested prior to anybunker loading operations.

i) Verify that all lines are sound, by visual inspection.

j) Complete pre-transfer check list.

k) All personnel involved should be aware of the contents of theChief Engineer’s bunker loading plan.

l) The Chief Engineer is responsible for bunker loading operations,assisted at all times by a sufficient number of officers and ratingsto ensure the operation is carried out safely.

m) A watch should be kept at the manifold during loading.

n) Personnel involved in the operation should be in radio contact.

o) The maximum design pressure in the bunker line should not beexceeded.

p) Safe means of access to barges / shore shall be used at all times.

q) Scuppers and savealls (including those around bunker tank vents)should be effectively plugged.

r) Drip trays are provided at bunker hose connections.

s) Oil spill containment and clean up equipment must be deployedand ready for use.

t) Loading should start at the agreed minimum loading rate. Onlyupon confirmation of no leakage and fuel (only) going into thenominated tanks, should the loading rate be increased.

u) When topping off, the flow of oil to the tank in question shouldbe reduced by diverting the flow of oil to another tank. In the caseof the final tank, the loading rate should be reduced to the agreeminimum at least 20 minutes before the finishing ullage isreached.

! CAUTIONAt least one bunker tank filling valve must be full open at all times duringthe bunkering operation.

Relevant information to be entered in the Oil Record Book on completion ofloading.

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Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 4

Procedure to Load Bunkers from Shore/Barge

a) At the bunker connection to be used, remove the blank andconnect the bunkering hose.

b) Ensure that the blank on the other bunkering connections aresecure and that the valves are closed, and drain and samplingvalves closed. Also the drip tray is empty and drain closed.

c) Open the filling valve(s) on the fuel oil storage tanks to be filledas shown below:

Description Valve

No.1 Port H.F.O. Bunker Tank AT2

No.2 Port H.F.O. Bunker Tank AT3

No.1 Starboard H.F.O. Bunker Tank AT5

No.2 Starboard H.F.O. Bunker Tank AT6

H.F.O. Minor Tank AT4

d) Open the valve at the selected bunkering connection at the cargomanifold and the aft isolating valve.as shown below:

Description Valve

Port Forward Manifold Valve AT17

Starboard Forward Manifold Valve AT18

Port Aft Manifold Valve AT15

Starboard Aft Manifold Valve AT16

After Deck Isolating Valve AT109

e) Establish effective communication between the control room andthe bunkering station.

f) Signal to the bunkering station to commence bunkering fuel oil ata slow rate.

g) Check the ship to shore connection and pipeline for leaks.

h) Check that fuel oil is flowing into the required fuel oil storagetank(s) and not to any other tank.

i) Speed up bunkering to the agreed maximum rate.

j) As the level in the first fuel oil storage tank approaches 95%,close in the filling valve to top up the tank slowly, then close thefilling valve completely when the required level is reached.

k) Repeat above until only two tanks remain open, then signal toshore to reduce the pumping rate.

l) When down to the final tank, signal to shore to further reduce theflow rate until the tank is full and then signal to stop.

m) Close the valve at the bunkering connection.

n) Open the vent at the bunkering connection and allow the hose todrain back to the supplier.

o) Disconnect the hose connection and replace the blank.

p) Close the tank filling valves.

To Transfer Fuel Oil using the Fuel Oil Transfer Pump

a) At the tank to be transferred from, open the self- closing test cock to test for the presence of water, and then close it again when allwater has been drained.

b) Open the suction valves (as shown below) from the storage tankto be transferred:

Description Valve

H.F.O. Overflow Tank QR68

No.1 Port H.F.O. Bunker Tank QR9

No.2 Port H.F.O. Bunker Tank QR10

No.1 Starboard H.F.O. Bunker Tank QR8

No.2 Starboard H.F.O. Bunker Tank QR24

H.F.O. Minor Tank QR7

Master Valve for Bunker Tanks QR5

Settling Tank QR6, QR41 & QR37

Service Tank QR6, QR44 & QR36

c) Open the discharge valve QR14 to the settling tank.

d) Open the fuel oil transfer pump suction valve QR1.

e) Open the fuel oil transfer pump discharge valve QR12.

f) Start the fuel oil transfer pump.

g) Check that fuel oil is being correctly transferred, i.e. that it isbeing transferred from the required storage tank to the designated destination.

h) Stop the pump when the required amount of oil has beentransferred.

i) Close all valves at the end of the operation.

To Transfer Fuel Oil Using the Diesel Oil Transfer Pump

a) Rearrange the spectacle pieces in the discharge and suctioncrossover lines between the diesel oil and fuel oil pumps to theopen position.

b) Open the diesel oil transfer pump suction valves QR18 and QR11.

c) Open the diesel oil transfer pump discharge valves QR19 andQR15.

d) Open the selected storage tank suction valve.

e) Open the selected tank inlet valve.

f) Ensure all diesel tank inlet valves are closed.

g) Start the diesel oil transfer pump and follow the previousprocedures.

! CAUTIONEnsure that all fuel oil is flushed out of the diesel oil transfer pump priorto restoring it to diesel oil service. This can be achieved by opening thediesel oil suction, and then pumping for a few moments with a dischargeto the fuel oil tanks open. Before starting the pump to transfer diesel oil,make absolutely sure that all discharges to the fuel oil system are securelyclosed and spectacle pieces in the suction and discharge are restored to theclosed position.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 6

Diesel Oil System

Introduction

Diesel oil for all purposes on board the ship is stored in two diesel oil storagetanks located at either side of the engine room. From the storage tanks, D.O. istransferred to the diesel oil service tank, using the D.O. purifier or transferpump. D.O. can be supplied to the main engines, generator engines and boilerfrom the D.O. service tank. The inert gas system, incinerator and emergencygenerator tanks can be filled from the diesel oil service tank using the transferpump or from the main storage tanks using the purifier.

The diesel oil storage tanks are filled from a diesel oil bunkering line locatedat the cargo manifold. The diesel oil transfer pump is located forward on theengine room floor and is used to transfer D.O. from the storage tanks to theservice tanks at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible touse the fuel oil transfer pump for diesel oil service, and vice versa.

The D.O. service tank overflows to the port D.O. storage tank.

Diesel Oil Tanks

Compartments Location Capacities (m3)

Frame Full 98% Full

D.O. Service Tk 33-36 33.7 33.0

D.O. Storage Tk (P) 21-42 55.1 54.0

D.O. Storage Tk (S) 21-42 74.4 72.9

Total 163.3 159.9

All outlet valves from all diesel tanks, apart from double bottom tanks, areremote operated quick closing valves with a collapsible bridge which can bepneumatically operated from the fire control station. After being tripped fromthe fire control station the valves must be reset locally. Each tank is also fittedwith a self-closing test cock to test for water and to drain any water present.Tundishes under the self closing test cock, drain any liquid to the waste oiltank. All tanks are provided with temperature indication, plus remote levelindication in the control room.

Preparation for the Operation of Loading Diesel Oil

The procedures for loading D.O. is the same as that previously described forH.F.O.

To Load Bunkers from Shore/Barge

At the bunker connection to be used, remove the blank and connect thebunkering hose. Arrange a drip tray beneath the connection.

a) Ensure that the blank on the other bunkering connections aresecure and that the valves are closed, also ensure that the drainand valves closed.

b) Open the filling valve(s) on the diesel oil storage tanks to befilled.

Description Valve

Port Storage Tank Filling Valve AT7

Starboard Storage Tank Filling Valve AT8

c) Open the valve at the bunkering connection at the cargo manifold.

Description Valve

Port Manifold Valve AT11

Starboard Manifold Valve AT12

d) Establish effective communication between the control room andthe bunkering shore station.

e) Signal to the shore station to commence bunkering diesel oil at aslow rate.

f) Check the ship to shore connection and pipeline for leaks.

g) Check that diesel oil is flowing into the required diesel oil storagetank(s), and not to any other tank.

h) Speed up bunkering to the agreed maximum rate.

i) As the level in the first diesel oil storage tank approaches 95%,close in the filling valve in order to top up the tank slowly, thenclose the filling valve completely when the required level isreached.

j) Repeat above until only two tanks remain open, then signal toshore to reduce the pumping rate.

k) When down to the final tank, signal to shore to further reduce theflow rate until the tank is full and then signal to stop.

l) Close the valve at the bunkering connection.

m) Open the vent at the bunkering connection and allow the hose todrain back to the supplier.

n) Disconnect the hose connection and replace the blank.

o) Close all tank filling valves.

To Transfer Diesel Oil using the Diesel Oil Transfer Pump

a) Open the suction valve from the storage tank to be transferred.

Description Valve

Port D.O. Storage Tank QR28

Starboard D.O. Storage Tank QR40

Secondary Valve from Storage Tanks QR16

D.O. Service Tank QR39, QR 38 & QR17

b) Open the inlet valve of the tank to be filled.

c) Open the diesel oil transfer pump suction valve QR18.

d) Open the diesel oil transfer pump discharge valve QR23.

e) Start the diesel oil transfer pump.

f) Check that diesel oil is being correctly transferred, i.e. that it isbeing transferred from the required storage tank to the designateddestination.

g) Stop the pump when the required amount of oil has beentransferred.

h) Close all valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 7

P

PI

TITTI

TTI

P

P

SR9

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

PS PS P

WM

To F.O.DrainsSystem

SR32

SR3

SR1

SR61

SR4

SR55

To F.O.TransferSystem

SR5

SR2

Heater

P

PI

TITTI

TTI

P

P

SR18

SR58

PS PS P

WM

To F.O.DrainsSystem

SR31

SR56 SR57

SR14

SR11

SR61

SR13

SR54

SR15

SR12

SR19

Heater

F.O.PurifierPump

D.O.PurifierPump

SR16

P

PI

TITT2

TTI

P

P

SR27

PS PS P

WM

To F.O.DrainsSystem

SR30

SR23

SR20

SR58

SR22

SR53

SR21

Heater

F.O.PurifierPump

SR25

N.C.

No.2 F.O.Purifier

SR24

SR28

SR6SR29

To F.O.Transfer Pump

To D.O.Transfer Pump

D.O.Service

Tank(33.7 m3)

H.F.O.Settling

Tank(51.2 m3)

H.F.O.Service

Tank(38.4 m3)

No.1 F.O.Purifier

D.O..Purifier

SR51 SR50 SR49

F.O. Sludge Tank (21.6 m3)

Key

Marine Diesel Oil

Fuel Oil

To Clean BilgeWater Tank

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 8

To Transfer Diesel Oil using the Fuel Oil Transfer Pump

! CAUTIONEnsure that all fuel oil is flushed out of the fuel oil transfer pump prior tousing it on diesel oil service. This can be achieved by opening the diesel oilsuction and then pumping for a few moments with a discharge to the fueloil tanks open. Before starting the pump to transfer diesel oil, makeabsolutely sure that all discharges to the fuel oil system are securelyclosed.

a) Rearrange the blanks in the crossover, between the D.O. andH.F.O. pump discharge and suction connections, to the openposition.

b) Open the H.F.O. transfer pump suction valves QR11 and QR1.

c) Open the H.F.O. transfer pump discharge valves QR12 and QR15.

d) Start the H.F.O. transfer pump and follow the previous procedure.

2.7.2 Fuel Oil and Diesel Oil Purifying System

No. of sets: 3Capacity: 2.025 litres/h

Each fuel oil purifier has a feed pump and heater, and there are crossconnections, which allow the feed pumps, heaters and purifiers to be used inany configuration. The purifier feed pumps take suction from the settling tankand discharge through the heat exchanger to the purifier and then to the fuel oilservice tank. The heater uses steam at 7 kg/cm2 to heat the fuel oil up to atemperature of 98°C using a temperature control loop which controls the steamsupply to the heater. A control valve at the inlet to the purifier diverts the fueloil back to the heater inlet while the oil is heating up and until the purifier isready for use.

Three purifiers are supplied with one purifier designated as the D.O. purifierand two as the H.F.O. purifiers. The three purifiers can be used for H.F.O. orD.O. duty by changing over spectacle pieces.

The centrifugal purifiers are automatically controlled with self-discharging ofsludge to the fuel oil sludge tank.

The bowls of the purifiers are sealed using water from the domestic fresh watersystem. The same water source is used to flush the sludge from the bowl whenthe automatic control mechanism switches the purifier to cleaning mode. Thepurifiers and their supply pumps are all locally operated, although they areremotely monitored. The purifiers, pumps and heaters are all located in thepurifier room.

Preparation for the Operation of the F.O. Purifier System

a) Transfer oil to the settling tank using the transfer pump.

b) Check the level of oil in all F.O. tanks.

c) Open the self closing test cock on the settling tank, and then closeit again when all water and sediment has drained.

d) All valves in the purifier system should be closed.

e) Open the valves as shown in the table below depending upon theservices selected, purifier selected, heater selected and F.O. feedpump selected.

Normal operation is carried out using either No.1 or No.2 purifier withassociated heater and feed pump. The suction is taken from the settling tankand discharged to the service tank. Flow should be regulated to maintain thelevel in the service tank with the main and auxiliary engines in use.

Operation of the H.F.O. Purification System

a) With all valves in the system closed, open the valves listed below.

Description Valve

No.1 Purifier and No.1 feed pump in use

F.O. Settling Tank Outlet Valve QR37

Line Valve to Purifiers SR29

No.1 Purifier Feed Pump Suction Valve SR18

No.1 Purifier Feed Pump Discharge Valve SR16

No.1 Purifier Heater Inlet Valve SR12

No.1 Purifier Inlet Valve SR11

No.1 Bypass Valve to F.O. Settling Tank SR13

Recirculating Inlet Valve to F.O. Settling Tank SR57

No.1 Recirculating Valve to F.O. Settling Tank SR14

No.1 Purifier Outlet Valve SR15

No.2 Purifier and No.2 feed pump in use

F.O. Settling Tank Outlet Valve QR37

Line Valve to Purifiers SR29

No.2 Purifier Feed Pump Suction Valve SR27

No.2 Purifier Feed Pump Discharge Valve SR25

No.2 Purifier Heater Inlet Valve SR21

No.2 Purifier Inlet Valve SR20

No.2 Bypass Valve to F.O. Settling Tank SR22

Recirculating Inlet Valve to F.O. Settling Tank SR57

No.2 Recirculating Valve to F.O. Settling Tank SR23

No.2 Purifier Outlet Valve SR24

(Note ! By operating the crossover valves the above configuration can bealtered.)

b) Open the instrument air supply to the purifier to be used.

c) Ensure the purifier brake is off and the purifier is free to rotate.

d) Ensure that the correct gravity disc is fitted.

e) Check the purifier gearbox lubricating oil level is correct.

f) Check that the strainers are clean.

g) Supply tracing steam to the pipelines in use.

h) Start the purifier feed pump to be used. Oil will circulate back tothe settling tank.

i) Slowly open the steam supply to the heater to be used. Close inthe valve SR13 or SR22. This will force the F.O. to circulatethrough the heater and the purifier by means of a the three-waycontrol valve, back to the settling tank.

j) Set the steam temperature control valve to the requiredtemperature.

k) Open the domestic fresh water supply to the fuel oil purifiers.

l) Open the flushing and operating water supplies to the purifier tobe used.

m) Switch on the control panel of the purifier to be used.

n) Start the purifier to be used.

o) When the purifier has run up to speed and the temperature of theF.O. is satisfactory, press the auto start button.

The purifier will run through the start up sequence, including a sludgedischarge, before going on line.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 10

The purifier inlet recirculating valve should now change position and supplyF.O. to the purifier bowl.

Flow can be regulated using the recirculating valves SR13 or SR22 on the feedpump discharge.

p) Check that the purifier is operating correctly and that there isadequate throughput.

q) Ensure that there is no abnormal discharge from the water outletor sludge discharge.

r) Ensure the water outlet alarm is set correctly, allowing onlynominal water discharge. If set incorrectly, loss of seal will causeF.O. loss.

The purifier will now operate on a timer, discharging sludge at preset intervals.

To stop the purifier

a) Press the auto-stop button on the control panel.

The purifier will commence the shut-down sequence and then stop.

b) Apply the brake during run down period.

c) Shut off the tracing steam.

d) Shut off the steam supply to the heater.

e) Stop the feed pump.

f) Shut off the water supplies.

g) Shut all valves when the pipeline contents have cooled.

D.O. Purification System

With all valves in the system closed, open the valves listed below.

Description Valve

D.O. Settling Tank Outlet Valve QR39

D.O. Purifier Line Suction Valve SR08

D.O. Purifier Feed Pump Suction Valve SR09

D.O. Purifier Feed Pump Discharge Valve SR02

D.O. Purifier Heater Inlet Valve SR62

D.O. Purifier Inlet Valve SR01

D.O. Bypass Valve to D.O. Settling Tank SR04

Recirculating Inlet Valve to D.O. Settling Tank SR63

D.O. Recirculating Valve to H.F.O. Settling Tank SR03

D.O. Purifier Outlet Valve SR05

Operate the D.O. purification system as above without using trace heating andsteam preheating.

The D.O. purifier can be operated using F.O. by altering the three spectaclepieces and changing the gravity disc.

When changing back to D.O., ensure the lines are flushed back to the F.O.settling tank before resetting the spectacle piece on the recirculating line.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 1

TIC

LAL

PI

PS

Illustration 2.8.1a Main Engine Lubricating Oil System

Key

Lubricating Oil

P

TI

TI

CamshaftL.O.

Cooler

P

P

P

P

PS

PI

VV

CamshaftL.O. Pumps

RS8

RS10

RS7

RS11 RS12

RS9

No.1 No.2

P V

C.J.C. Filter UnitFor Camshaft

RS28

RS29

RS2

RS4

RS5

RS1

RS20

RS17

To L.O.Drain Tank

RS13

RS3

RS14

RS15

Camshaft L.O.Auto Back

Flushing Filter

RS30

To L.O.Drain Tank

TI

TI

M/EL.O.

Cooler

RS18

RS16

RS19

To L.O.Drain Tank

To L.O.Drain Tank

RS22

RS23

RS24RS25

RS21

RS45

RS43

BypassFilter

M/E Auto BackFlushing L.O. Filter

RS44

RS51

RS32

Cyl. OilService Tank

RS33 RS34

RS38

RS39

RS35

CylinderL.O. Pump

RS36 RS36

No.2Cyl. L.O.

Storage Tank

No.1Cyl. L.O.

Storage Tank

Main Engine Scavenge

Air BoxDrain Tank

C.J.C. Filter UnitFor Stuffing Box

To L.O.Drain Tank

To L.O.Drain Tank

M/E L.O.Sump Tank

P

Main L.O. Pumps165 m3/h

LAH LAHStuffing Box

DrainTank

Stuffing BoxCirculating

Tank

(20.0 m3) (20.0 m3)

MainEngineB & W

5S 50MC

P PS

M/E CamshaftL.O. Sump Tank

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 2

2.8 Lubricating Oil Systems

2.8.1 Main Engine Lubricating Oil System

The Main Engine has its own lubricating oil systems, described as follows:

There are three separate lubricating oil systems:

1. Main lubricating oil system, which supplies lubricating oil under pressurefrom the sump to the crankshaft and crosshead bearings. It also suppliescooling oil to the piston cooling spaces and turbocharger bearings.

2. Camshaft lubricating oil system, which supplies oil under pressure to thecamshaft bearings.

3. Cylinder oil system, which lubricates the cylinders and piston rings. It is aonce through system.

Main Lubricating Oil System

Main Lubricating Oil Pumps

No of sets: 2Capacity: 165m3/h at 4.7 kg/cm2

Two vertical centrifugal pumps located aft of the main engine at engine roomfloor level, supply oil through non-return valves at a rate of 165 m3/h and apressure of 4.7 kg/cm2. Oil is directed to all the main bearings, connecting rodand crosshead bearings plus other internal running gear, such as the camshaftchain drive, thrust bearing and turbocharger.

Oil from the crosshead is supplied to the cooling spaces of the piston, anddown the connecting rods to the bottom end bearings. The oil drains from thecrankcase back to the L.O. sump. One of the two pumps will normally berunning, with the other pump on stand-by, set to start in the event of the failureof the running pump discharge pressure, or voltage failure.

The pumps discharge through a cooler where a 3-way valve controls thetemperature by directing the oil through or bypassing the cooler. The oil is thenpassed through an automatic back flush filter before the oil is supplied to themain engine. The auto-filter automatically back-flushes itself when thepressure differential across it rises to 0.7 kg/cm2. An alarm is activated if thedifferential pressure reaches 0.9 kg/cm2. A bypass filter is supplied for usewhen the backflush filter is shut down for maintenance. Drains from all thebearings are led to the main engine sump.

Procedure for Operation of the Main Engine Lubricating Oil System

a) Check the level of oil in the main engine sump and top up ifnecessary.

b) Supply steam to the main engine sump heating coil.

c) Ensure all pressure gauge and instrumentation valves are open.

d) Set up valves as shown in the tables below:

Position Description Valve

Open No.1 L.O. Pump Discharge Valve RS28

Open No.2 L.O. Pump Discharge Valve RS29

Close Line Drain to Sump RS50

Open L.O. Inlet Valve to Cooler RS18

Open L.O. Outlet Valve from Cooler RS19

Open Auto Filter Inlet Valve RS23

Open Auto Filter Outlet Valve RS24

Close Auto Filter Bypass Filter Inlet Valve RS21

Close Auto Filter Bypass Filter Outlet Valve RS22

Open M.E. L.O. Inlet Valve

e) Start one main L.O. pump.

f) Put the auto backflush filter on line.

g) Lubricating oil is now being supplied to the piston cooling oilspaces, crossheads and bearings turbocharger bearings.

h) Supply cooling water to the L.O. cooler.

i) Switch other pump to standby.

j) Shut steam off the sump heating coil when the engine is in use.

Stuffing Box Drain System

Any leakage from the piston-rod stuffing box is drained to the stuffing boxdrain tank. When there is sufficient quantity, the oil is transferred to theadjacent circulating tank using the L.O. purifier or L.O. transfer pump.Circulation is continued through the purifier until all impurities are removed.The oil is then processed through the C.J.C. fine filter, either by circulatingback to the circulating tank or to the main engine sump.

Camshaft Lubricating System

A separate lubricating oil system supplies lubricating oil at a rate of 98.3 l/minand at a pressure of 3.5 kg/cm2 to the camshaft bearings and cam followers andexhaust valve actuators.

Two horizontal gear type pumps supply the oil through a cooler and filter tothe camshaft lubricating oil supply rail. One of the two pumps will normallybe running, with the other pump on standby, which will start in the event ofrunning pump discharge pressure failure, or voltage failure.

The cooler is circulated with cooling water from the central low temperaturefresh water cooling system. All oil supplied to the camshaft bearings is filteredin a duplex filter. In addition to this a C.J.C. fine filter circulates oil in thecamshaft lubricating oil drain tank. The camshaft L.O. drains back to thecamshaft L.O. sump tank through a magnetic filter.

Preparation for the Operation of the Camshaft L.O. System

a) Check the level of oil in the camshaft drains tank and top up ifnecessary.

b) Ensure all pressure gauge and instrumentation valves are open.

c) Set up valves as shown in the tables below:

Position Description Valve

Open No.1 Camshaft L.O. Pump Suction Valve RS9

Open No.1 Camshaft L.O. Pump Discharge Valve RS6

Open No.2 Camshaft L.O. Pump Suction Valve RS10

Open No.2 Camshaft L.O. Pump Discharge Valve RS7

Open Fine Filter Inlet Valve RS11

Open Fine Filter Outlet Valve RS12

Open L.O. Cooler Inlet Valve RS4

Open L.O. Cooler Outlet Valve RS2

Closed L.O. Cooler Bypass Valve RS3

d) Supply cooling water to the camshaft L.O. cooler.

e) Check the condition of the filters.

f) Switch the other pump to standby operation.

g) Start the fine filter circulating pump.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 4

Cylinder Oil System

High alkaline lubricating oil is supplied to the main engine cylinders on a oncethrough basis in order to lubricate the piston rings and to reduce wear andcounteract the acidity of the products of combustion.

Each cylinder of the engine is fitted with six oil injection pumps which pumpa measured quantity of cylinder lubricating oil on each stroke of the engine intoinjection ports through the cylinder walls in order to supply oil to the runningsurface of the cylinder liner. The oil is injected when the piston rings arepassing the injection ports on the compression stroke. The flow to the cylindersis monitored by a no-flow alarm.

The oil is supplied under gravity and through filters from a daily use tank,which is topped up daily from one of the cylinder oil storage tanks. The storagetanks are filled from filling connections at the accommodation side-wall onboth port and starboard side.

Preparation for the Operation of the Main Engine Cylinder LubricatingOil System

a) Top up the cylinder oil storage tank. This can be done from theNo.1 or No.2 storage tanks using the cylinder L.O. pump.

b) Note the reading of the tank for measuring purposes.

c) Set up the valves as in the table below.

Position Description Valve

Closed No.1 M.E. Cylinder Oil Storage Tank Outlet Valve RS37

Closed No.1 M.E. Cylinder Oil Storage Tank Outlet Valve RS36

Closed Daily Use Tank Bypass Valve from Storage Tank RS51

Open Run Down Valve from Daily Use Tank RS32

Open Filter Inlet Valve RS43

Open Filter Outlet Valve RS45

d) Ensure the daily use tank outlet filters are clean.

e) Check the consumption on a daily basis. Ensure the consumptiondoes not drop below the manufacturer's recommendations. Falseeconomy will result in excessive piston ring and cylinder wearand sticking rings.

f) Check the condition of liner and piston rings, especially duringthe running-in period. If there are any signs of dryness theconsumption should be increased.

g) Ensure that all the cylinder oil injection points are receiving equalquantities.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 5

Illustration 2.8.2a Stern Tube Lubricating Oil System

LAL

LAL

LAL

LAL

PV

Key

Lubrication Oil

US16

US17

US15 US9

US13

US12

US3

US8

US14

Stern Tube L.O Sump Tank

PPVP

US1 US2

US10

US11

Stern TubeHead Tank

ForwardSealHeadTank

US4

AftSealHeadTank

Aft SealPump

US7

US6 US5

N.C.

N.C.

N.C.

N.C.

N.C. To L.O.Transfer and

Purifying Systems

Stern TubePump

(0.5m3/h)

N.C.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 6

2.8.2 Stern Tube Lubricating Oil System

The stern tube is lubricated by its own L.O. system.

The stern tube is sealed by a set of lip seals at the forward and aft end.

An aft seal L.O. circulating pump feeds the oil chamber between No.2 andNo.3 seal rings at the top of the chamber. The oil returns to the aft seal tankfrom the bottom of the chamber. The head of the seal tank is sufficient toprevent ingress of sea water. The aft seal header tank is filled from the sterntube header tank.

The forward seal is naturally circulated through its own header tank and isseparate from the main stern tube system.

The stern tube is lubricated and sealed by oil from the stern tube header tank,which is set at an optimum height to prevent ingress of sea water. The oil isnaturally circulated from the header tank to the bottom of the forward bearing.The oil is free to flow from the top of the forward and aft stern tube bearingsto the header tank. The return line is permanently vented.

The header tank is filled from the stern tube L.O. tank using the stern tubetransfer pump. The header tank overflows to the stern tube via a sight glass.

The system has an L.O. sump tank where the system can be drained duringrefit. This tank can give suction to the L.O. purifier or L.O. transfer pump forpurification direct or transfer to the M.E. L.O. settling tank. The purifierdischarges back to the sump tank. The L.O. tank can be topped up from theM.E. L.O. storage tank.

Procedure for the Preparation of the Stern Tube L.O. System

a) Ensure that all instrumentation valves are open.

b) Set valves as shown in the tables below:

Aft Seal

Position Description Valve

Open Aft Seal Circulating Pump Discharge Valve US6

Open Aft Seal Circulating Pump Suction Valve US5

Open Aft Seal Circulating Pump Bypass Valve US7

Closed Header Tank Filling Valve US4

Forward Seal

Position Description Valve

Open Outlet from Forward Seal Header Tank US10

Open Inlet to Forward Seal Header Tank US11

Stern Tube

Position Description Valve

Open Outlet Valve from Sterntube Header Tank US3

Closed Drain to L.O. Sump Tank US14

Open Inlet to Stern Tube US16

Open Outlet from Stern Tube US1

Open Inlet to Stern Tube Header Tank US2

Closed Drain from Stern Tube US17

c) Start the aft seal circulating pump.

d) Check the L.O. tank level by operating the self-closing valves atthe top and bottom of the tank gauge glass. If necessary replenishthe tank by supplying L.O. from the stern tube L.O. tank via thestern tube transfer pump.

e) Check the system for water at regular intervals.

f) Take sample for analysis from the sampling cock at regularintervals.

The system is continuously operated, as above, both in port and at sea.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 7

Illustration 2.8.3a Lubricating Oil Purifying System

No.2 AuxiliaryEngine

No.3 AuxiliaryEngine

No.1 AuxiliaryEngine

QS6

QS5

QS4

SS43

SS42

SS41 A/E L.O.Sump Tank

A/E L.O.Sump Tank

A/E L.O.Sump Tank

QS22

A/E L.O.Overflow Tank

QS25 QS26 QS27

S/T L.O.Sump Tank

A/E L.O.Storage Tank

Piston RodL.O. Tank

No.1 No.2

QS28

CamshaftL.O. Tank

QS31

QS2

(11 m3) (13 m3) (30 m3)

QS3

M/E L.O.Settling Tank

M/E L.O.Storage Tank

Key

Lubricating Oil

P

P

P

P

TI

No.1 M/E PurifierL.O. Heater

SS38

SS35

SS12

SS11

SS29 SS30 SS31

SS13 SS14

P TI

No.2 M/E PurifierL.O. Heater

SS39

SS36

SS16

SS15

SS17 SS18

SS8

SS1 SS2

SS3

SS9

P

P

TI

A/E PurifierL.O. Heater

SS40

SS37

SS20 SS28

SS22SS21

Auxiliary EngineL.O.

Purifier

Main EngineNo.2 L.O.Purifier

Main EngineNo.1 L.O.Purifier

SS32 SS33 SS34

P

A/E L.O.Purifier

Feed PumpPP

QS1

SS44

From L.O.Transfer Pump

SS19

No.1 M/EL.O. PurifierFeed Pump

No.2 M/EL.O. PurifierFeed Pump

P

P

SS7

SS4 SS5 SS6 SS7

QS30QS40

QS29

SS46

QS21QS20

To L.O.Transfer Pump

To L.O.Transfer Pump

M/E L.O.Sump Tank

(12.5m3) (0.5m3)

A.E. L.O.Measuring

Tank(200 Litres)

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 8

2.8.3 Lubricating Oil Purifying System

Main L.O. PurifiersCapacity: 1000 l/hNo. of sets: 2

Aux Engine L.O. PurifierCapacity: 300 l/hNo. of sets: 1

There are three centrifugal self-cleaning lubricating oil purifiers fitted. The twolarger purifiers can be used on the main and auxiliary engines and the auxiliaryservices.

The smaller one is used only for the auxiliary engines and the associated L.O.overflow tank.

The purifiers can be run simultaneously on different services. They can be usedfor batch purification, or for continuous purification.

The auxiliary engine sumps would normally be purified during shut down ofthe engine. A purifier will normally be in use on the main engine sump whilethe main engine is running. The lubricating oil purifiers are supplied by L.O.feed pumps through a heater. The purifiers and heaters are both located in thepurifier room.

Instrument air is supplied to the purifiers to control the supply of oil to thebowl and the automatic discharge facility. Domestic fresh water is supplied forsealing and flushing purposes.

The purifiers take suction via the L.O. feed pumps and discharge to thefollowing systems:

Main engine system settling tank

Main engine lubricating oil sump tank

Piston rod L.O. circulating tank

Auxiliary engine sumps

Stern tube L.O. sump tank

Camshaft L.O. tank

Preparation for Batch Operation of the Purifying System

a) Transfer oil to the respective settling tank using the transfer pumpor prepare to circulate the selected tank.

b) Check and record the level of oil in all lubricating oil tanks.

c) Open the self-closing test cock on the tank in use, and then closeit again when all water and sediment has drained.

d) All valves in the purifier system should be closed.

e) Open the valves, as shown in the table below, depending on thesystem and purifier selected.

Main. Engine L.O. System

Using No.2 separator and No.2 feed pump.

Position Description Valve

System Suction Valves

From M.E Sump

Open Purifier No.2 Feed Pump Suction Valvefrom M.E. Sump SS5

Open M.E. Sump Suction Valve SS46

From Stern tube L.O. Sump Tank

Open Purifier Feed Pump Suction Valve from Stern tube QS29

From Storage and Service Tanks

Open Purifier Feed Pump Suction Valve from Storage and Settling Tanks SS4

Open Suction Valves from Storage Tank QS3 & QS31

Open Suction Valve from Settling Tank QS2

Purifier Valves

Open No.2 Purifier Feed Pump Discharge Valve SS9

Open No.2 Purifier Heater Inlet Valve SS36

Open No.2 Purifier Heater Outlet Valve SS39

Open Purifier Flow Regulating Valve Outlet to Purifier Bypass SS27

Open No.2 Purifier Outlet Valve SS15

System Discharge Valves

To M.E. Sump

Open Discharge Valve to M.E. Sump SS17

To M.E. Settling Tank

Open Discharge Valve to M.E. Settling Tank SS16

To Stern Tube

Open Discharge Valve to Stern tube SS18

A.E. and Auxiliary L.O. System

System Suction Valves

Open No.2 Feed Pump Suction Valve SS6

From Camshaft L.O. tank

Open Tank Suction Valve QS28

From Piston Rod Drain Tanks

Open Drain Tank Suction Valve QS26

Open Circulating Tank Suction Valve QS27

From Stern tube L.O.Tank

Open Stern Tube L.O. Tank Suction Valve QS25

From Auxiliary Engines

Open No.2 Purifier Feed Pump Suction Valvefrom Auxiliary Engines SS7

or A.E. L.O. Overflow Tank Outlet Valve SS45

From A.E. Sumps

Open No.1 A.E. Sump Suction Valve QS6

Open No.2 A.E. Sump Suction Valve QS5

Open No.3 A.E. Sump Suction Valve QS4

To A.E L.O. Sumps

Open No.2 Purifier Discharge Valve to A.E. SS19

Open Inlet to No.1 A.E. Sump SS43

Open Inlet to No.2 A.E. Sump SS42

Open Inlet to No.3 A.E. Sump SS41

f) Open the instrument air supply to the purifier to be used.

g) Ensure the purifier brake is off and the purifier is free to rotate.

h) Ensure that the correct gravity disc is fitted..i) Check the purifier gearbox oil level.

j) Check that the strainers are clean.

k) Start the purifier feed pump to be used. Oil will bypass thepurifier by means of the three-way valve.

l) Slowly open the steam supply to the heater to be used.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 10

m) Set the steam temperature control valve to the requiredtemperature.

n) Lubricating oil will now be circulating through the heater to thetank selected.

o) Open the domestic fresh water supply to the lubricating oilpurifiers.

p) Open the flushing and operating water supplies to the purifier tobe used.

q) Switch on the control panel of the purifier to be used.

r) Start the purifier to be used.

s) When the purifier has run up to speed, press the separator controlstart button.

The purifier will run through the start up sequence, including a sludgedischarge, before going on line.

The heater outlet recirculating valve should now change position and supplylubricating oil to the purifier bowl.

Flow can be regulated using the bypass valves (SS27 for No.2 purifier andSS26 for No.1 purifier).

t) Check that the purifier is operating correctly and that there isadequate throughput.

u) Ensure that there is no abnormal discharge from the water outletor sludge discharge.

v) Ensure the water outlet alarm is set correctly allowing onlynominal water discharge. If set incorrectly, loss of seal will resultin L.O. loss.

The purifier will now operate on a timer, discharging sludge at preset intervals.

Procedure to stop the purifier:

a) Press the auto-stop button on the control panel.

The purifier will commence the shut-down sequence and then stop.

b) Apply the brake during the run-down period.

c) Shut off steam supply to the heater.

d) Stop the feed pump.

e) Shut off water supplies.

f) Shut all valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 11

Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Key

No.2 AuxiliaryEngine

No.3 AuxiliaryEngine

No.1 AuxiliaryEngine

P P

QS6

QS5

QS4

To A/EL.O. PurifierFeed Pump

A/E L.O.Sump Tank

A/E L.O.Sump Tank

A/E L.O.Sump Tank

QS13

QS15

QS22 QS23

QS24

QS16

QS12

QS17 QS18 QS19

QS9

A/E L.O.Overflow Tank

L.O.Drain Tank

M/E L.O.Sump Tank

QS25 QS26 QS27

S/T L.O.Sump Tank

Piston RodL.O. Tanks

No.1 No.2

QS28

CamshaftL.O. Tank

To M/EL.O. PurifierFeed Pump

To M/EL.O. PurifierFeed Pump

To L.O.Purifier

Feed Pump

QS31

To L.O.Sludge Tank

L.O.Transfer Pump

(5 m3/h)

QS2 QS3

M/E L.O.Settling Tank

M/E L.O.Storage Tank

Lubricating Oil

(13 m3) (30 m3)

(0.5m3)(12.5m3)

(5m3)

Rita Mærsk Machinery Operating Manual

Issue: 1 2.8 Lubricating Oil Systems Page 12

2.8.4 Lubricating Oil Filling and Transfer System

Lubricating oil is stored in the following main storage tanks, located in theengine room:

M.E. L.O. Sump Tank

No.1 Cylinder Oil Storage Tank

No.2 Cylinder Oil Storage Tank

M.E. System Oil Storage Tank System Oil Settling Tank

Auxiliary Engine Storage Tank

All outlet valves from all lubricating oil tanks are remote quick-closing valveswith a collapsible bridge, which can be pneumatically operated from the firecontrol station. After being tripped from the fire control station the valves mustbe reset locally. Each tank is also fitted with a self-closing test cock to test forthe presence of water and to drain any water present.

Lubricating oil is run down from these tanks to the main engine, generatordiesel engines and other machinery services. The settling tank is used to allowthe contents of the main engine to be transferred prior to being centrifugedback to the sump or recirculated back to the settling tank.

The auxiliary engines can be drained to the A.E. L.O. overflow tank for batchpurification.

Heating coils are fitted to the lubricating oil settling tanks. All storage tanks arefilled from connections on both sides of the upper deck - one for each grade ofoil.

The lubricating oil transfer pump is used to transfer lubricating oil from onepart of the ship to another. Its duties include batch transfer of lubricating oilfrom the main and auxiliary engine sumps to the lubricating oil settling tanksprior to batch purification.

The pump can take suction from:

Main engine sump

Stern tube lubricating oil drain tank

Auxiliary engine sumps

Auxiliary engine lubricating oil overflow tank

Auxiliary engine lubricating oil storage tank

Main engine lubricating oil settling tank

Main engine lubricating oil storage tank

L.O. drain tank

Piston rod drain tank

Piston rod circulating pump

Camshaft L.O. tank

The pump discharges to:

L.O. sludge tank

Main engine lubricating oil settling tank.

! CAUTIONExtreme care must be taken when transferring or purifying lubricating oilto ensure that main engine oil and generator diesel engine oil do notbecome mixed. The setting of all valves must be checked prior to startingoperations so that oil will only be pumped or purified from the intendedsource and to the intended destination.

Preparation for the Transfer of Lubricating Oil by Transfer Pump

a) Check and record the level of oil in all lubricating oil tanks.

b) Check all tank suction and filling valves are closed.

c) Check the suction filter is clean.

d) Open the suction valve(s) from the relevant source:

Position Description Valve

A.E. L.O. System

Open Pump Suction Valve from A.E. System QS19

Open No.1 A.E. Sump Suction Valve SS43or No.2 A.E. Sump Suction Valve SS42or No.3 A.E. Sump Suction Valve SS41or A.E. Overflow Tank Suction Valves QS15 & QS22

From M.E. Storage Tanks

Open Pump Suction Valves fromM.E. Storage Tank QS19, QS31 & QS3

or Settling Tank Suction Valve QS2

From M.E. Sump

Open Pump Suction Valves from M.E. Sump QS24

Open M.E. Sump Suction Valve QS24

From L.O. Drain Tank

Open Pump Suction Valves from L.O. Drain tank QS16

Open L.O. Drain tank Suction Valve QS23

From Auxiliary Systems

Open Pump Suction Valve from Auxiliary Systems QS18

Open Stern tube L.O. tank Suction Salve QS25

or Piston Rod L.O. Drains Tank

Suction valve QS26

or Piston Rod L.O. Circulating Tank

Suction Valve QS27

or Camshaft L.O. Tank Suction Valve QS28

e) Open the Discharge Valve(s) to the relevant tank:

Open Inlet Valve to M.E. Settling Tank QS9

Open Inlet Valve to L.O. Sludge Tank QS11

f) Start the L.O. transfer pump.

g) Ensure that oil is being correctly transferred.

h) When the required quantity of oil has been transferred, stop thepump and close all valves.

i) Check and record the levels in all lubricating oil tanks and recordthe amount of oil transferred.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.9 Bilge Systems Page 1

Main FirePump

160/280 m3/h

Bilge, Ballastand Fire Pump160/280 m3/h

PIPI

P P

To Sea WaterCooling System

To Fire Main

Port Forward

Bilge Well

From Port ForwardBilge Well

Starboard Forward Bilge Well

From SeaWater CrossConnectionMain

QD103

QD25

QD28

QD27

QD23QD39

QD34

QD38

QD36

QD32 QD33

QD104?

QD104?

QD105

QD21

QD22

QD45

QD20

QD30QD37

QD103

QD26

FromBallastSystem

L.OSludgeTank

F.OSludgeTank

BG34

Steering Gear Room

EmergencyFire Pump

Room

Fresh Water Tanks

Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side) Bilge Wells (Clean Tank on Port Side and Dirty on Starboard Side)

Bilge Water Pump 5 m3/h

QD3QD76Aft of The

Sea Chest

QD77

Bilge WellAft

Aft PeakTank

Emergency Bilge Suction

Illustration 2.9.1a Engine Room Bilge System

QD9QD8

QD7

QD17QD101

QD82 QD86

QD85

QD84QD79

QD80

QD78

QD10

QD12

QD102

QD4QD6

QD91 QD18

QD14

QD15 QD19

QD59

BM014V

Floor Plates

Main Cooling Sea Water Pump

PI

P

Fuel OilSludge Tank

From Main SeaWater Cross Pipe

From Fresh WaterSystem In Engine Room

To Bilge Well

To Shore Connectionof Sludge

BilgeAlarm

Bilge Water Separator

QD2

QD41 QD16

QD1

QD83

P

Key

Sea Water

Bilge Water

Fresh Water

Into DirtyTank

Into CleanTank

From CleanTank

ToCleanWell

ToDirtyWell

From DirtyTank

LAH

LAH

LAH

LAH

LAH

LAH

For Both Cleanand Dirty Tanks

For Both Bilge Wells

Rita Mærsk Machinery Operating Manual

Issue: 1 2.9 Bilge Systems Page 2

2.9 Bilge Systems

2.9.1 Engine Room Bilge System and Bilge Separator

Introduction

The following pumps supply the auxiliary seawater services and, if require,can pump bilges to the bilge tank or overboard in an emergency.

Bilge, Ballast and Fire Pump

No.of sets: 1Capacity: 160/280 m3/h at 110/45 mth

Main Fire Pump

No.of sets: 1Capacity: 160/280 m3/h at 110/45 mth

Two vertical self-priming pumps are provided with bilge suctions foremergency use. Both pumps are equipped with a vacuum pump driven by themain pump via a friction coupling. When pressure is detected at the dischargeof the pump, the vacuum pump drive is disconnected.

Both pumps can pump from the port bilge well using a common direct suction.or from the following bilge main connections:

Port forward bilge well

Starboard forward bilge well

Bilge centre

Bilge well aft port

Bilge well aft starboard

Bilge aft well

Clean bilge tank

Both pumps also take suction from the sea.

Both pumps discharge through a common overboard on the port side.

! CAUTIONThe overboard discharge is not to be used for discharging bilges unlessunder emergency conditions.

Both pumps discharge to the fire and foam system and also to the aft peak tank.

Bilge Water Pump

No.of sets: 1Capacity: 5m3/h at 3.3 kg/cm2

A bilge water pump is supplied, which can discharge to the sludge shoredischarge line and the bilge holding tank. If necessary, the bilge holding tankcan be pumped either to the cargo residual tank or ashore when in port.

The bilge water pump will normally discharge through the bilge waterseparator when at sea.

This pump can take suction from:

The bilge main system

The sea

Clean bilge holding tank

Bilge Holding Tank

The bilge holding tank collects bilges and drains whilst in port. It is dischargedthrough the separator when at sea. The tank is divided into two parts - oneclean and one dirty. A pipe connects the bottom of the dirty tank to the top ofthe clean bilge tank. The bilge water pump takes suction from the clean sideand the sludge pump takes water from the dirty side.

Oily Water Separator

Maker: Blohm & VossType: Turbulo

The Turbulo separator is designed as a gravity separator, where oil is separatedin two stages, using the specific gravity characteristics of the oil and water.Bilge water is drawn into the first stage, where preliminary de-oiling takesplace. A coalescer provides treatment in the second stage.

When oil is detected in the separator, it is automatically discharged to thesludge tank by means of a solenoid valve. A heater in the upper part of theseparator assists separation.

If the outlet from the separator contains an excessive oil content, it is recircu-lated back to the bilge holding tank by means of the automatic three-way valve.

High level alarms are fitted in each bilge well.

! CAUTIONThe O.W.S is designed to separate oil from water not water from oil. i.e. ifthe discharge from the O.W.S. contains excessive amounts of oil it willrender the equipment useless and result in unnecessary maintenance.

Procedure for the Operation of Pumping Bilges to the Holding Tank

a) Check that the strainers and strum boxes are clean.

b) Open one of the following suction valves.

Description Valve

Port forward bilge well QD21

Starboard forward bilge well QD22

Bilge centre QD59

Bilge well aft port. QD14

Bilge well aft starboard QD15

Bilge aft well. QD4

Clean bilge tank. QD91

c) Open the bilge water pump suction valve from the bilge mainQD9.

d) Open the bilge water pump discharge QD17.

e) Open the bilge water pump discharge to the holding tank QD18.

f) Start the bilge water pump.

The pump can be primed by temporarily opening the pump sea suction valvesQD10 and QD12.

g) Before the bilge well in use loses suction, open the valve onanother well and close the one in use.

Bilge pumping should be monitored constantly, as running dry will damage thepump.

h) When all wells are dry, stop the pump and close all valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.9 Bilge Systems Page 3

Illustration 2.9.3a Bosun Store and Chain Locker Bilge System

Forward Deck

Forward Deck

Under Forward Deck

Bosuns Store

Port Chain Locker

Port HawsePipe

StarboardHawse

pipe

Starboard Chain Locker

To BowThrusterRoom

Bow ThrusterRoom Bilge

FromMain DeckFire Main

Key

Deck Fire Water

Bilge

JX25

JX24

JX36

JX35

JX37

JX38

JX27

JX28

JX34

JX30

JX26

JX31JX32

JX72

JX71

JX29

JX31

Rita Mærsk Machinery Operating Manual

Issue: 1 2.9 Bilge Systems Page 4

Procedure for the Operation of Discharging the Clean Bilge Tankthrough the O.W.S

a) Open the following valves.

Description Valve

Inlet Valve to O.W.S. from:

Bilge Holding Tank QD91

Bilge water pump suction QD8

Discharge valve from O.W.S. pump QD77

Overboard Discharge QD3

b) Supply power to the O.W.S.

c) Check the oil content monitor by passing fresh water through thesensor.

d) Check the reading and shut off the fresh water supply..Pumping sea water through the O.W.S. and then changing the suction to thebilge holding tank can check the operation.

The clean exit water will be discharged overboard. Oil contamination of 15ppm or over will sound an alarm and automatically recirculate the dischargeback to the holding tank, through the 3-way valve QD76, until the water isclean enough to discharge overboard. Any oil collected at the top of the O.W.S.will be discharged to the sludge tank.

e) After completion, stop the pump and close all valves.

Any oil/water remaining can be discharged by the bilge pump to the sludgedischarge line by opening valve QD7. It can be pumped ashore or to the cargoresidual tank by means of a portable hose.

Main Cooling Sea Water Pump

The No.1 main cooling water pump can also pump out the bilge via theemergency bilge suction valve, which is connected directly to the pumpsuction.

WARNINGBefore any bilges are pumped directly overboard, it must first be ensuredthat no local or international anti-pollution regulations will becontravened except where safety of the ship or personnel is involved.

In Port or Coastal Waters

Any bilges which require pumping, when in port should only be pumped to thebilge holding tank using the engine room bilge transfer pump. The contents ofthe bilge holding tank can then be processed when the vessel is in open water.

At Sea

The engine room bilges and the contents of the bilge holding tank should onlybe pumped overboard through the oily water separator system. Any oil willthen be separated out and discharged to the oily bilge tank and the clean waterwill be discharged overboard if it is clean enough. If it is contaminated withoil, it will be diverted automatically back to the bilge holding tank.

2.9.2 Pump Room Bilge System

A bilge eductor driven by sea water from the fire main is used to drain theballast pump room bilges. There are two suctions Those being the port andstarboard pump room bilge suctions. The two pumproom bilge suctions arenormally open, in case flooding of the pump room makes the valves inaccessi-ble.

High level alarms are fitted port and starboard.

The bilges are normally pumped to the port slop tank.

Procedure for Draining the Pump Room Bilges using the Bilge Eductor

Set up the valves as in the following table:

Position Valve Description Valve

Normally Open Port Bilge Suction AD42

Normally Open Starboard Bilge Suction AD41

Open Discharge to Port Slop Tank AD45

Open Eductor Sea Water Inlet AD60 & AD37

Close AD60 followed by all other valves when suction is lost.

2.9.3 Bosun Store and Chain Locker Bilge System

Three bilge eductors each with a capacity of 8m3/h and driven by sea waterfrom the fire main, are provided for the drainage of the bosun’s store, chainlockers and thruster room. Each suction point is equipped with a suction filterand non-return valve.

High level alarms are fitted in the bosun's store and thruster room.

Procedure for the Operation of the Forward Bilge Systems

a) Ensure that the suction strainers are clean and the cover joint iscorrectly fitted.

b) Start the fire bilge and ballast pump and pressurise the fire main.

c) Open the appropriate overboard discharge valve.

d) Open the appropriate eductor suction valves.

e) Open the appropriate eductor seawater supply valve.

f) On completion, close all the above valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 1

QB10

QB9

QB12

QB11

QB14

QB13

PS

PS PS PS

PI PI

PI

PS

No.2Starting

AirReceiver

No.1Starting

AirReceiver

Illustration 2.10.1a Starting Air System.

No.1 Main

Air Comp.400m3/h

No.2Main

Air Comp.400m3/h

Emergency Air

Compressor4.3 m3/h

Auxiliary Engine

AirReservoir

To Scupper To Scupper

To Scupper

To Scupper

To Scupper

To General Serviceand Control Air

Oil/WaterSeparator

PS

Upper Deck

Air

LT Cooling Water

Key

AE062 AE061

No.3Main

Air Comp.400m3/h

To Scupper

No.3 AuxiliaryEngine

No.2 AuxiliaryEngine

No.1 AuxiliaryEngine

Funnel Top

Control AirDryer

RK11

RK7

RK112

RK108 RK107

RK112

RK3RK12 RK2 RK1

RK4

To Scupper

RK5

RK45

RK48

RK47

RK53 RK52

RK59

RK60

RK35 RK87

RK51

RK47RK97

RK97

To Scupper

RK6

RK105 RK104

RK106 RK103

RK102 RK99

RK99RK100

RK13

RK14

RK15

RK113

RK116

RK115

RK110

RK9

RK114

RK49

PI

Pump RoomEngine Room

To ControlAir System

For LowP. Alarm

RK88

S

RK61 RK63

S

RK62 RK64

S

CO2 AlarmHorn In P/R

Safe Tel.Alarm For P/R

Safe Telephone

AlarmMain

EngineB & W

5S 50MC

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 2

2.10 Air Systems

2.10.1 Starting Air System

Main Air Compressors

No of sets: 3Type: 2-Stage F.W. Cooled Piston TypeCapacity: 105 m3/h at a pressure of 30 kg/cm2.

Emergency Air Compressor

No of sets: 1Type: 2-Stage Air Cooled Piston TypeCapacity: 4 m3/h at a pressure of 30 kg/cm2.

The starting air system is supplied by three main starting air compressors,which supply the two main air reservoirs. The compressed air is used to startthe main engine and the three auxiliary generator engines.

One emergency compressor supplies the auxiliary engine starting air reservoir.This compressor is supplied from the emergency switchboard and is used tosupply the auxiliary air reservoir in an emergency. Starting air to the auxiliaryengines is reduced to 9 kg/cm2.

The air reservoirs are supplied through an oil/water separator situated on thedischarge from the compressors. Each compressor has an automatic drain onthe high-pressure discharge, which opens when the compressor stops andcloses shortly after the compressor runs up to speed. This allows thecompressor to start and stop off load. The compressors are started and stoppedby pressure switches situated on the inlet line to the main reservoirs.

Starting air is supplied from the reservoirs to the main engine. The reservoirssupply air to all three auxiliary engines using a separate pipeline where thepressure is reduced to 9 kg/cm2 by one of a pair of reducing valves.

The main reservoirs normally supply the auxiliary engine starting air reservoirand the auxiliary engines direct.

The main compressors are cooled by the low temperature cooling watersystem. Switches at the local starter panel enable the compressors to bemanually started and stopped. When in remote operation, they can be arrangedfor automatic operation from the control room.

The control air system is supplied from the starting air system through one oftwo reducing valves and an air drier.

The start air system also supplies the quick-closing valve air reservoir. Thesystem can also be crossed over to the general service system.

Procedure for the Operation of the Main Starting Air System

a) Ensure all pressure gauge and instrumentation valves are open.

b) Check the oil level in the compressors.

c) Check the sump for water.

d) Only one reservoir should be in use at a time. The other reservoiris isolated, in order to maintain a reserve, should a pressure lossoccur in the system.

e) Set up valves as shown in the tables below.

Nos.1, 2 and 3 Start Air Compressors Ready for Use and No.1 Start AirReservoir in Use

All valves are considered closed.

Position Description Valve

Open No.1 Compressor Discharge Valve RK3

Open No.2 Compressor Discharge Valve RK2

Open No.3 Compressor Discharge Valve RK1

Open No.1 Reservoir Inlet Valve RK105

Open No.1 Reservoir Outlet Valve to M.E. Starting Air RK100

Open No.1 Reservoir Outlet Valve to Control Air System RK106

Open No.1 Reservoir Outlet Valve to Aux Air Reservoir RK102

Open Supply to Auxiliary Engines RK10

Open Supply to Auxiliary Air Reservoir RK11

Open Inlet to Auxiliary Air Reservoir RK114

Open Inlet Valves to all Three Auxiliary Engines RK13, 14, 15

Open Inlet to Control Air Supply Reducing Valve RK45

f) Ensure that cooling water is supplied from the low temperaturecooling water system.

g) Set one air compressor to auto. The compressor will start and stopas required, controlled by pressure switches mounted on the inletline to the reservoirs.

h) Drain any liquid from the reservoirs and oil separator.

i) Check the operation of the automatic drain traps.

j) Set the other main air compressors to standby.

Under normal operation conditions, only one reservoir would be in use.

Procedure for the Operation of the Emergency Starting Air System

Emergency start air compressor and auxiliary engine reservoir in use.

All Valves Closed

Position Description Valve

Open Emergency Compressor Discharge Valve RK12

Open A/E Starting Air Reservoir Inlet Valve RK114

Open A/E Starting Air Reservoir Outlet Valve RK113

Open Inlet to A/E Supply Reducing Valve No.1

Open Outlet from A/E Supply Reducing Valve No.1

Open Inlet Valves to all Three Auxiliary Engines RK13, 14, 15

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 3

Illustration 2.10.2a General Service Air System.

Air

Key

G.S.Air

Comp.300m3/h

To Bilge

To Bilge

To Bilge

RK81

RK67

RK80

RK65

RK55 RK56

RK57

RK58

RK79

RK78

RK77

RK133

RK68

RK85

RK84

RK83

RK82

RK76

RK75

RK74

RK73

RK72

RK71

RK70

RK34

RK35

RK66

RK65

ToMain Engine

To DeckCompressed Air System

RK20

RK19

RK19 RK36 RK37

RK39

RK43

RK40 RK42RK41

RK38

G.S.Air

Comp.300m3/h

RK22

RK21

G.S.Air

Reservoir

RK119

PI

PS

PS

PI

RK120

RK118

RK121

RK24

RK23

RK33

To TopOf Funnel

RK29

From AirStart System

AirDryer

RK86

To Boiler Burner Atomising

Near EmergencySea Chest

Near SeaChest (Port)

Near SeaChest (Port)

Near SeaChest (Starboard)

F.W.Hydrophore

Tank

PumpRoom

EngineRoom

Separator Room

Floor (P)

Floor (S)

Floor (A)

Self Priming DeviceFor Em'cy Suction

M/E TurbochargeSide

Hyd.PowerPack Station

MainA.C. Side

A.E. Room

A.E. Room

F.O. Unit Room

Sewage TreatmentUnit Room

Exh. Boiler

El. Workshop

Boiler Room

Upper Plat. (S)

Workshop

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 4

2.10.2 General Service Air System

Working Air Compressor

No of sets: 2Type: 2-Stage Air Cooled Screw TypeCapacity: 150 m3/h at a pressure of 7 kg/cm2.

The general service air system is supplied by two air-cooled screw type aircompressors which supply air at a rate of 150 m3/h at a pressure of 7 kg/cm2.

They discharge to a separate air reservoir. The compressor is controlled by thepressure in the reservoir - loading and unloading as required. The air issupplied to the general service system through an absorption type air drier.Most services are supplied at 7 kg/cm2 with further services supplied at 4kg/cm2 through a reducing valve. The services are supplied in groups with amaster shut-off valve for each group.

The general service system can be supplied from the start air system, throughreducing valves.

The system supplies the following services:

Control air system in an emergency

Boiler air atomisation

Accommodation services

Deck services

Engine room services

Pump room services

Boiler atomising air

Hydrophore unit

Incinerator

Pump room telephone alarms

CO2 and fire alarms

Procedure for Preparing the General Service Air System for Operation

a) Ensure that all instrumentation valves are open.

b) Check the oil level in the compressors.

c) Check the sumps for water.

d) Set up valves as shown in the tables below.

All valves are closed

Position Description Valve

Open No.1 Working Air Compressor Discharge Valve RK24

Open No.2 Working Air Compressor Discharge Valve RK23

Open Inlet to Working Air Reservoir RK118

Open Outlet from Working Air Reservoir RK119

Open Master Valve to G.S. system RK28

Open Inlet Valve to Air Drier RK36

Open Outlet Valve from Air Drier RK37

Open 7 kg/cm2 services as required

Open Inlet Valve to 4 kg/cm2 Reducing Valve RK40

Open Outlet Valve from 4 kg/cm2 Reducing Valve RK42

Open 4 kg/cm2 Services as Required

e) Start the working air compressors, ensuring the loading andunloading system operates correctly.

f) Check that the system drain traps are operational.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 5

Illustration 2.10.3a Control Air System

P

P

ED

E

BilgeSeparator

QK14

QK31

H.T. F. W.Cooling Temp.

Control Valve

L.T.F.W.Cooling

Temp.Control Valve

M/E L.O. TemperatureControl Valve

No.1CentreCooler

No.2CentreCooler

QK13 QK15

No.1L.O. Purifier

QK16

No.2L.O. Purifier

QK17

C.O. PurifierFor A/E

QK18

No.1F.O. Purifier

QK19

No.2F.O. Purifier

QK20

D.O.Purifier

AtmosphericCondenser

Cam. L.O.Filter

QK8

PI

TC

QK7

QK1

QK10

L.O.Cooler

M/E L.O.Auto Filter

QK4

QK5

FromControl Room

From Comp.Air For E/R

QK6

F.O.Booster

Unit

S.W. Heater ForTank Cleaning

PDCQK21

QK9

Oil Mist Detection For Main Engine

VapourControl Box

Pneum.Control Unit

Ship ControlCenter

A Deck

UPTK

To Q.C.V.Control System

QK22 QK33QK32

ConvertingUnit

QK3QK11

QK12

To IGS &Vapour Control System

A Deck

UPTK

QK34

Control Valve ForBoiler Feed Water

TS

TI

TIPI

PI

PI

TSDPT

AC

Burner UnitFor Boiler

Air

Key

Dom. F.W.

Lub. Oil

Fuel Oil

L.T. Cooling Water

Saturated Steam

Condensate

Marine Diesel Oil

H.T. Cooling Water

MainEngineB & W

5S 50MC

Rita Mærsk Machinery Operating Manual

Issue: 1 2.10 Air Systems Page 6

2.10.3 Control Air System

The control air system is supplied from the start air system at a pressure of7kg/cm2 through one of two reducing valves. The control air is processedthrough a refrigerant type air dryer and associated filters before supplying thefollowing control air services:

Oil discharge monitoring equipment

Inert gas control air

Remote sounding system

Main engine safety air system

Main engine control air system

Main engine auto back-flushing L.O. filters

Main engine auto back-flushing F.O. filters

Auxiliary engine control systems

Boiler control systems

Purifier control systems

Auxiliary systems pressure and temperature controllers

Procedure for Preparing the Control Air System for Operation

a) Ensure that all instrumentation valves are open.

b) Set up the valves as shown in the tables below.

All valves closed.

The start air system is in full operation.

Position Description Valve

Open Inlet Valve to Control Air Reducing Valve RK45

Open Outlet Valve from Control Air Reducing Valve RK47

Open Inlet Valve to Air Dryer RK52

Open Outlet Valve from Air Dryer RK53

c) Open the individual inlets to all pressure, temperature and controlsystems.

d) Blow down the inlets to the control systems on a regular basis tocheck the efficiency of the air dryer.

(Note ! Where duplicated reducing valves are provided, they should bealternated on a regular basis.)

Rita Mærsk Machinery Operating Manual

Issue: 1 2.11 Steering Gear Page 1

PIPI

TI

LAL

LALL

XAA02XS

XAA01XS

Filter

UnloadingDevice

Return Lines

No.4 Cylinder. No.3 Cylinder.

No.1 Cylinder.No.2 Cylinder.

Limit Switches ForRudder Angle Limiter

No.2 Power Unit

M

System Test Valves

N.C

PI

TI

LAL

LALL

Filter

UnloadingDevice

No.1 Power Unit

M

System Test Valves

N.C

N.CN.C

Filter

xxxx

HandPump

HandPump

Deck

Steering GearHyd. Oil

Storage Tank(1215 Litres)

xxxx

PI

Illustration 2.11a Steering Gear

Key

Pressure Lines

Electrical Signal

Isolating ValveBlock IV-2

Isolating ValveBlock IV-1

Valve CValve D

Valve AValve B

Rita Mærsk Machinery Operating Manual

Issue: 1 2.11 Steering Gear Page 2

2.11 Steering Gear

Description

Maker: Kawasaki-WuhanType: FE21-064-T050

The steering gear consists of four hydraulic rams driven by two electricallydriven pumps. The pumps are of the variable displacement axial piston typeand are contained in their own individual oil tanks.

The steering gear is capable of operating as two totally isolated steeringsystems.

Each pump unit is capable of putting the rudder through the working angle inthe specified time. The second pump unit can be connected at any time bystarting the motor.

The steering gear is provided with an automatic isolation system. Bothhydraulic systems are interconnected by means of electrically operatedisolating valves that in normal operation allow both systems together toproduce the torque necessary for moving the rudder. In the event of failure thatresults in a loss of hydraulic fluid from one of the systems, the float switchesin the expansion tank are actuated. This gives a signal to the isolation system,which automatically divides the steering gear into two individual systems. Thedefective system is isolated, whilst the intact system remains fully operational,so that steering capability is maintained at reduced speed with 50% of therudder torque.

The steering gear is remotely controlled by the auto-pilot control or by handsteering from the wheelhouse. All orders from the bridge to the steeringcompartment are transmitted electrically. Steering gear feedback transmitterssupply the actual position signal for the systems. The rudder angle is limited to35° port or starboard.

The variable-flow pumps are operated by a control lever, which activates thetilting lever of the pump cylinder. This causes oil to be discharged to thehydraulic cylinders. When the tiller reaches the set angle, the tilting lever isrestored to the neutral position, which causes the pump to cease discharging.No.1 pump unit is supplied with electric power from the emergencyswitchboard and the other pump unit from the main switchboard.

Under normal circumstances, all four cylinders will be in use, with one pumpunit running and the second pump unit ready to start automatically. Whenmanoeuvring or steaming in confined waters, it is compulsory that both pumpunits are running, in order to get the IMO recommended tiller movement of 35°on one side to 30° the other side within 28 seconds (with one pump in 56seconds).

Procedure to Put the Steering Gear into Operation.

The system valves are assumed set for normal operation.

a) Check the level and condition of the oil in the tanks and refill withthe correct grade as required.

b) Check that the pin in the control lever is correctly fitted.

c) Ensure the rudder is in the mid position.

d) Start the selected electro-hydraulic pump unit.

e) Carry out pre-departure tests.

f) Check for any leakage and rectify.

g) Check for abnormal noise.

h) Check operating pressures.

Automatic Isolation System

Description

This steering gear is so arranged that in the event of a loss of hydraulic fluidfrom one system, the loss can be detected and the defective system automati-cally isolated within 45 seconds. This allows the other actuating system toremain fully operational with 50% torque available.

Construction

This system consists of the following equipment:

2 - Isolating valves

2 - Level switches with ‘LOW’ & ‘LOW-LOW’ level positions

2 - Oil tanks having a chamber for level switches and system test valves

Electric control panel for automatic isolation system

Alarm panel for automatic isolation system

Operation

If failure of one of the systems occurs, the ship's speed should be reduced, asonly 50% of the torque for the steering gear operation is available.

Failure sequence with one pump running

If loss of oil occurs, with No.1 pump running and No.2 pump stopped, thefollowing sequence will take place:

1. If the oil level in No.1 oil tank goes down to the ‘LOW’ positionaudible and visual alarms are given on the navigating bridge andin the machinery space.

2. No.1 isolating valve (IV - 1) is energised and the hydraulic systemassociated with No.2 pump is isolated.

3. If the oil level goes down to ‘LOW-LOW’ position:No.1 isolatingvalve (IV-1) is de-energised and No.1 pump is automaticallystopped; No.2 isolating valve (IV-2) is energised and No.2 pumpis automatically started. The hydraulic system associated withNo.1 pump is isolated. Steering is now carried out by No.2 pumpand its two related cylinders (No.3 & No.4).

4. If the oil loss occurs in No.2 tank, steering continues to be carried out by No.1 pump and its two related cylinders (No.1 &. No.2)with 50% torque.

If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps andNo.1 and No.2 isolating valves are reversed in the above sequence.

Failure sequence with both pumps running.

If the oil level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’ level,the associated isolating valve will operate and the respective pump will beautomatically stopped.

System testing

The float chamber can be isolated and drained to test the system operation.This should be carried out as part of the pre-departure checks.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.11 Steering Gear Page 3

Illustration 2.11b Emergency Steering

Control Panel for Steering Gear Servo - Motors

Buttons to move Steering Gear either Port or Starboard

Push in and lock this Button

Control Valve Block showing Bypass Buttons

Rita Mærsk Machinery Operating Manual

Issue: 1 2.11 Steering Gear Page 4

Emergency Steering

If failure occurs in the remote operating system from the wheelhouse, thesteering can be operated from the trick wheel in the steering gear room.

Description

The steering gear consists of a tiller, turned by a four cylinder hydraulicsystem, that in turn is driven by two electric motors. In accordance with IMOregulations the pumps, hydraulic power circuits and rams can operate as twoisolated systems.

The steering gear is fitted with an automatic isolation system. This system isused to divide the hydraulic power circuits in the event of a hydraulic oil lossfrom the oil tanks.

In accordance with IMO regulations the hydraulic pumps used in the steeringgear are supplied with power from two independent sources. In the event ofpower failure from the main switchboard, one pump can be supplied from theemergency switchboard.

Procedure for Operation of Steering Gear on Loss of Remote BridgeControl

a) On loss of steering gear control from the bridge, establish communica-tion with the bridge via the telephone system. A telephone is locatedon the steering gear compartment platform.

Indication of the rudder angle and a compass repeater are provided for manualcontrol of the steering gear.

See Illustration 2.11b

b) Turn ‘local/remote’ control switch to local control.

This switch is on the ‘No Follow Up’ panel on the starboard side of thesteering gear room.

c) Operate the push buttons ‘Port’ or ‘Starboard’ to turn the steeringgear in the direction request by the bridge.

If this system should fail, manual operation can be carried out as follows:

a) Switch off the torque motor power.

b) Push in the button ‘A’ and screw lock in place.

c) The tiller can be moved in accordance with the steering commandfrom the bridge by turning the torque motor shaft knob.

The pumps and associated equipment are operated as normal.

Emergency Steering Drill

Emergency steering drill should be carried out at least once every three monthswhen traffic and navigational restrictions permit.

It is to consist of the direct operation of the main steering gear by using themanual control within the steering flat. This operation is to be directed fromthe navigation bridge. After each drill, details and the date it was carried outare to be entered in the Official Log Book and Particulars and Records Book.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.12 Electrical Power Generators Page 1

Illustration 2.12.1a Diesel Generator - General Arrangement

EngineType: 7L23/30H

Maker: Holeby - Man - B&W.

AlternatorMaker: Hyundai

Type: HFJ6 566 208

Capacity: 1137.5kVA

Hours

L.O. Pressure

D.C. Voltmeter

Circuit BreakerPush to Reset

ManualStart Start

OffRun

Crank

Idle

Run

Engine Speed L.O. Temperature

C.W. Temperature

TACH

ENGINE INSTRUMENT PANEL

Engine Speed

TACH

Engine Speed

TACH

Engine Speed

TACH

Engine Speed

TACH

Engine Speed

TACH

Engine Speed

TACH

Rita Mærsk Machinery Operating Manual

Issue: 1 2.12 Electrical Power Generators Page 2

2.12 Electrical Power Generators

2.12.1 Diesel Generators

Maker: Holeby-Man-B&WType: 7L23/30HNo.of sets: 3No.of cylinders: 7Bore: 225 mmStroke: 300 mm

Alternator

Maker: HyundaiType: HFJ6 566 208Capacity: 1137.5 kVA

Introduction

Three identical diesel generators, operating in the medium speed range, supplyelectrical power for the ship.

The engines are six cylinder, turbocharged, uni-directional, four stroke, trunkin line engines, and are normally powered by heavy fuel oil. They can also besupplied with diesel oil, which is used for flushing through, prior to shuttingdown for maintenance.

One diesel generator is used during normal sea going conditions. Twogenerators are required during:

Manoeuvring

Tank cleaning operations

Cargo discharge

Starting Air System

The engine is started by means of an air driven starter motor. When the startvalve is opened by the remote controlled solenoid, air is supplied to the air startmotor. The air supply activates a piston, causing the pinion to engage with thegear rim on the flywheel. When the pinion is fully engaged pilot air opens themain air valve, which supplies air to the air start motor, causing the engine toturn.

When the revolutions exceed about 110 rpm, if conditions are normal andfiring has taken place, the start valve is closed and the pinion piston and mainair valve are vented. A return spring disengages the pinion from the flywheeland the air motor stops.

During starting a pneumatic cylinder operates a stop arm to limit the fuel-regulating shaft.

The engine can also be started locally by operating the emergency start valve.

An on line air lubricator is fitted to lubricate the start air motor.

Turbocharger System

The engine is fitted with an exhaust gas driven turbocharger. The turbochargerdraws air from the engine room via a suction filter and passes it through a chargeair cooler, before supplying the individual cylinders.

Cooling Water System

All cooling water requirements for the generator engines are provided by waterfrom the central low temperature fresh water cooling system.

The air cooler and L.O. cooler are supplied from the system after the freshwater cooling pumps. The system serves the air cooler and lubricating oilcooler in parallel and the generator air cooler in series with the L.O. cooler.

The cooling water is supplied automatically on start up.

The jacket cooler is supplied from the system immediately before thecirculating pump suction. An engine driven pump circulates the jacket spacesand cylinder heads. The engine is kept warm when on standby by circulatingthe jacket water through a preheater.

The engine driven jacket (high temperature) cooling water pump, dischargesthrough the engine jacket and cylinder head cooling water spaces and then toa thermostatically operated valve. If the temperature of the cooling waterleaving the engine is below the normal operating temperature, the thermostatwill direct the cooling water back to the pump suction. When the cooling wateroutlet temperature reaches operating temperature, the thermostat will begin todirect the water to the central fresh water cooling system and the pump willpartly take its suction from the central fresh water cooling system, thusmaintaining a constant temperature.

When an engine is on standby or prepared for operation, its jacket coolingwater is heated by a thermostatically controlled preheater. An electricallydriven circulating water pump is used in conjunction with the heater. The pumpdischarges into the jacket cooling water pump discharge line through a nonreturn valve and the through the engine cooling water spaces, back to thepreheater pump suction via the normal cooling water return line. Non-returnvalves fitted to the system mean that the engine driven pump will take overfrom the preheating pump automatically, without the need to open or closevalves when the engine starts and the preheating pump will similarly take overfrom the engine driven pump when the engine stops.

Fuel System

The engine fuel supply rail is supplied by diesel oil or fuel oil from the enginedriven fuel oil feed pump. The high-pressure fuel injection pumps take suctionfrom the fuel supply rail. The injection pumps deliver the fuel oil under highpressure through the injection pipes to the injection valves. Cams on thecamshaft operate the injection pumps.

With the engine stopped, fuel will circulate along the fuel supply rail and backto the vent / return pipe The engine supply rail will thus be kept hot and readyfor use when it is being operated on fuel oil.

The discharge of the fuel feed pump passes through a duplex fuel oil filter.Both filters are normally in use, only shutting one off for maintenance. Turningthe top handle two turns cleans the filters. Any sediment can be drained off.

Excess fuel not needed by the injection pumps is passed through the overflowpipe and delivered into the manifold, which returns it to the system. Thisprinciple ensures that:

1. There is always an adequately large amount of pressurised fuelavailable.

2. The heated fuel can be circulated for warming up the pipingsystem and the injection pumps prior to engine starting.

3. The necessary fuel oil temperature can be better maintained.

Lubricating Oil System

All running gear of the engine is force lubricated by the engine driven geartype pump. The pistons are also supplied by oil as a cooling medium. A pre-lubrication pump is also fitted to supply oil to the bearings and other runninggear before the engine starts, this reduces wear on the engine in the periodbetween the engine starting and the engine driven pump building uplubricating oil pressure. The pre-lubrication pump will be running continuous-ly while the engine is on automatic standby.

The engine driven pump and the electrically driven pre-lubrication pump bothtake suction from the engine sump, and discharge through a cooler and duplexfilter to the engine oil supply rail. A control valve on the pump discharge,which relieves any excess pressure back to the sump, controls the pressure. Thetemperature is controlled by a three way temperature control valve, whichregulates how much of the oil passes through the cooler. The turbocharger issupplied from the main circuit via an orifice.

The cooler is a plate heat exchanger, with the oil circulating through the flowchannels and water from the central fresh water cooling system circulatingthrough the parallel channels in a counter current design.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.12 Electrical Power Generators Page 4

The main L.O. filter is supplemented by a bypass centrifugal filter mounted atthe engine base frame. During operation a part of the lubrication oil suppliedfrom the engine driven L.O. pump enters the centrifugal filter and returns tothe oil sump in the base frame.

The filter is driven by the oil supply. The filter relies on centrifugal force andcan remove high-density sub micron particles.

Procedure to Prepare a Diesel Generator for Starting

a) Set up the fuel oil service system as described in section 2.6.2.

b) Set up the low temperature cooling water system as in section2.5.2.

c) Check the level of oil in the sump and top up as necessary withthe correct grade of oil.

d) Prime the fuel oil system.

e) Switch the generator engine pre-lubricating oil pump to automaticoperation and check that the lubricating oil pressure builds up.The engine should be pre-lubricated at least 2 minutes prior tostart.

f) Check the pressure before and after the filters.

g) Check the governor oil level.

h) Check the oil level in the air start motor on line lubricator.

i) Turn the engine at least one complete revolution using the turninggear with the cylinder indicator cocks open, or purge the cylindersby inducing a start procedure.

j) Close the cylinder indicator cocks.

k) Open the suction and discharge valves of the generator enginejacket water preheating pump.

l) Vent the jacket cooling water space.

m) Start the generator engine jacket water preheating pump.

If any part of the engine has been drained for overhaul or maintenance, checkthe level in the central fresh water cooling expansion tank and refill withdistilled water if necessary.

n) Vent the generator engine jacket water preheater.

o) Switch the generator engine jacket water preheater on.

p) Raise the engine temperature to about 60°C.

q) Open the vent on the cooling water outlet line on the generator aircooler, and close it again when all air has been expelled.

r) Disengage the turning gear and lock in the ‘OUT’ position.

If maintenance work has been carried out on the engine, start the engine asbelow prior to switching the engine to automatic operation.

s) Check that all fuel pump indexes are at index ‘0’, when theregulating shaft is in the stop position.

t) Check that all fuel pumps can be pressed by hand to full index andreturn to ‘0’ when the hand is removed.

u) Check the spring loaded pull rod operates correctly.

v) Check that the stop cylinder for the regulating shaft operatescorrectly when shutting down normally and at overspeed and shutdown. Testing is done by simulating these situations.

w) Switch the engine to automatic operation.

Procedure to Start a Diesel Generator Engine

a) From the local control panel start the engine and allow it to run on‘idle speed’.

b) Make a thorough check of the engine to ensure that there are noleaks and the engine is running smoothly and firing on allcylinders.

c) Switch the engine over to normal operating speed.

d) Check the L.O. pressures and temperatures.

e) Check the pressure drop across the filters.

f) Check the F.O. pressure and temperature.

g) Connect to the switchboard.

h) Ensure that the thermostatically operated valves on the coolingwater systems operate correctly as the cooling water temperatureincreases.

i) Ensure that the engine temperatures and pressures remain withinnormal limits as the load is applied to the engine and the engineheats up.

j) Check the exhaust gas temperatures for deviation from normal.

k) Check the exhaust gas for smoke.

l) Keep the charge air pressure and temperature under control.

Procedure to Stop a Diesel Generator Engine

a) Before stopping, run the engine at reduced load or idle speed for5 minutes for cooling down purposes.

b) Actuate the remote stop device.

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Issue: 1 2.12 Electrical Power Generators Page 5

Illustration 2.12.2a Emergency Diesel Generator - General Arrangement

Engine

Type: 612 DSGJ

Maker: Valmet

Alternator

Maker: Newage Stamford

Type: UCM 274F1

Capacity: 156 kVA

Output: 142 kW @ 1,800 rpm

Emg'cyStopLocal

L.O PressAlarm

F.W. Temp.Alarm

F.W. LevelAlarm

OverSpeed

Auto Stop

Lub OilTemp.Alarm

FuelLeakage

Alarm

PowerOn

StartFailure

LampTest

Start ResetAlarm

RPML.O. Pressure

L.O. Temperature

Water Temperature

EMERGENCY DIESEL GENERATOR

10

20

30

40

50 60

70

80

90

100

1 5 0 0 3 7 8

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Issue: 1 2.12 Electrical Power Generators Page 6

2.12.2 Emergency Diesel Generator

Introduction

EngineMaker: Valmet 6 CylinderModel: 612 DSGJOutput: 142 kW at a continuous speed of 1,800rpm.

AlternatorMaker: Newage-StamfordModel: UCM274F1Output: 156 kVA

The emergency diesel generator is a self-contained diesel engine located on theport side of the boat deck.

The generator set will start automatically on power failure of the main dieselgenerators and couple to the emergency switchboard automatically to maintainsupplies to essential services. The generator set will also be used to get the shipunder power from 'dead ship' condition. It will enable power to be supplied toessential services selectively without the need for external services such asstarting air, fuel oil supply and cooling water.

The engine is an in-line 6 cylinder turbocharged engine with a self-containedcooling water system. The cooling water is radiator cooled and circulated byan engine driven pump. A thermostat maintains a water outlet temperature of82 to 93°C. Air is drawn across the radiator by an engine driven fan.

The cooling water is circulated by an engine driven pump, which also suppliescooling water to the lubricating oil cooler. An electric heater is fitted to keepthe cooling water at 40 to 50°C when the engine is on automatic standby.

The engine running gear is force lubricated, an engine driven gear pumpdrawing oil from the integral sump and pumping it through the cooler and thenthrough a filter before being supplied to the lubricating oil rail.

The engine is normally started by means of an electric starter motor, power tothe motor being supplied by batteries, which are on constant charge while theship is in service. A hydraulic starter is also fitted, hydraulic power beingmanually generated by a hand pump. An accumulator is charged by a handpump, which drives a hydraulic motor on the flywheel when the stored energyis released.

This system can be utilised when starting the engine from the dead shipcondition. The engine can be manually started locally using either the electricor hydraulic starter motor, but when switched to automatic operation, only theelectric starter motor is utilised.

The engine should be started once per week and run up to full load monthly.Whenever the engine has been started, the diesel oil tank must be checked andrefilled if the level has dropped to or below the ‘24 hour operation’ level.

Procedure to Prepare the Emergency Diesel Engine for AutomaticStarting

a) Ensure that the engine is switched to local control.

b) Check the level of oil in the engine sump and top up as necessarywith the correct grade of oil.

c) Check the level of water in the radiator and top up as necessarywith clean distilled water.

d) Check the level of diesel oil in the emergency generator diesel oilservice tank and top up as required.

e) Switch the cooling water heater on. (Normally on when engine isstopped).

f) Open the fuel oil supply to the diesel engine. (Normally openwhen engine is stopped).

g) Turn the switch to remote operation, and then set the engine forautomatic standby operation

Procedure to Manually Start the Emergency Diesel Engine (using theelectric starter)

a) Ensure that the engine is switched to local control.

b) Check the level of oil in the engine sump and top up as necessarywith the correct grade of oil.

c) Check the level of water in the radiator and top up as necessarywith clean distilled water.

d) Check the level of diesel oil in the emergency generator diesel oilservice tank and top up as required.

e) Turn the idle/run toggle switch on the local panel to ‘run’.

f) Turn the crank and start/run/off toggle switches to ‘crank’ and'start/run' simultaneously. Release the crank toggle switch whenthe engine has fired.

g) Check that the engine is firing smoothly.

h) Check the engine oil pressure, cooling water pressure and rpm.Investigate any abnormalities.

i) Check that the cooling water heater switches off as the engineheats up and that the thermostat operates to allow cooling waterto flow to the radiator as the engine heats further.

j) If required, load the engine, otherwise allow it to run idle or stopit.

k) When the engine has stopped, check that the heater switches on,turn the switch to remote operation and then restore the engine toautomatic standby.

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Issue: 1 2.12 Electrical Power Generators Page 8

Procedure to Manually Start the Emergency Diesel Engine (using thehydraulic starter)

a) Switch the engine to local control.

b) Check the level of oil in the engine sump and top up as necessarywith the correct grade of oil.

c) Check the level of water in the radiator and top up as necessarywith clean distilled water.

d) Check the level of diesel oil in the emergency generator diesel oilservice tank and top up as required.

e) Switch the cooling water heater on. (Normally on when engine isstopped).

f) Open the fuel oil supply to the diesel engine. (Normally openwhen engine is stopped).

g) Check the level of oil in the hydraulic reservoir and top up ifnecessary with the correct grade of oil.

h) The trip lever of the starter must be in the upright position, if not,pull the reset knob. The trip lever will immediately spring to itsupright position.

i) Operate the hydraulic hand pump to charge the hydraulicaccumulator to an approximate pressure of 200 kg/cm2. Whenwhite springs are visible through the inspection window, thestarter is ready to start a warm engine. When red springs arevisible it means the starter will start a cold engine.

j) Switch the start/run/off toggle switch to start/run.

k) Push down the trip lever through 90°. This will immediatelyrelease the starter.

l) Check that the engine is firing smoothly.

m) Check the engine oil pressure, cooling water pressure and rpm.

n) Check that the cooling water heater switches off as the engineheats up and that the thermostat operates to allow cooling waterto flow to the radiator as the engine heats further.

o) If required, load the engine, otherwise allow it to run idle or stopit by switching the start/run/off toggle switch to off.

p) When the engine has stopped, switch the heater on, turn theswitch to remote operation. Restore the engine to automaticstandby.

q) Should the engine fail to start, repeat steps h) to k).

Procedure for Stopping the Engine after Running on Load

a) Shed load from engine.

b) Allow engine to idle for 5 minutes before shutting down to allowthe cooling water and lubricating oil to carry away heat from thecombustion chambers, bearings, shafts etc. It is particularlyimportant for the turbocharger where a sudden stop can lead to a400C rise, which could damage the bearings and seals.

c) Long periods of idling will result in poor combustion and build upof carbon deposits.

d) Switch start/run/off toggle switch to off.

e) When the engine has stopped, switch the heater on, turn theswitch to remote operation. Restore the engine to automaticstandby.

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Issue: 1 2.13 Electrical Power Distribution Page 1

440/220V90 KVA

440/220V90 KVA

440/220V3 KVA

440/220V3 KVA

Illustration 2.13.1a Distribution and Loading

No.3D.G.

No.3D.G.

No.3D.G.

400A450V

Battery200A/h

GenPanel

Emergency 440V Feeder Panel Emergency 220V Feeder Panel

E.G.

Battery Charger/24V Distribution Board Battery Charger

M M MM

S.P.

Interlock

L1 - L8L15 - L24IP1 - IP3

IP5 - IP24

2PI - 27PI

EP1 - EP15

220V AC Feeder Panel

No. 2 Group Starter Panel No.3 D.G.Panel

No.2 D.G.Panel

No.1 D.G.Panel

SynPanel

No.1 Group Starter PanelNo. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel

Shore ConnectionBox

910 kW

No.3 and No.4Hydraulic PowerPacksStern Thruster

910 kW

Isolating Switch

910 kWNo.2 H.T.C.W. PumpNo.2 Camshaft L.O. PumpNo.2 Eng. Room Vent FanL.O. Transfer PumpNo.2 Main S.W. PumpNo.2 L.T. C.W. PumpNo.3 L.T. C.W. PumpH.F.O. Transfer PumpNo.2 Main L.O. PumpGeneral Service S. W. Pump

No. 1 and No. 2Hydraulic Power PacksBow Thruster

D.O. Transfer PumpNo.1 Main L.O. PumpBilge, Ballast / Fire PumpNo.1 Main S.W. PumpNo.1 L.T. C.W. PumpNo.3 Main S.W. PumpNo.1 H.T. C.W. PumpNo.1 Camshaft L.O. PumpNo.1 Engine Room Vent FanNo.3 Engine Room Vent Fan

120KW

Interlock

Interlock

EL1 - EL12 EL13 - EL24

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Issue: 1 2.13 Electrical Power Distribution Page 2

2.13 Electrical Power Distribution

2.13.1 Distribution and Loading

Generating Plant

The electric power generating plant consists of the following:

Diesel Generators

No. of sets: 3Rating: 450 volt, 3ph, 60 Hz, 1137.5 kVA

Emergency Diesel Generator

No. of sets: 1Rating: 450 volt, 3ph, 60 Hz, 156 kVA

Introduction

Only one diesel generator is normally used during normal sea goingconditions. Two generators are required when:

Manoeuvring

Cargo loading

Cargo discharging

Tank cleaning

The emergency generator has sufficient capacity to supply the auxiliariesrequired 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 emergencygenerator.

Power Distribution System

General Description

The main switchboard consists of:

Three generator panels

A synchronising panel

Four group starter panels

Four 440V feeder panels

A 230V feeder panel

Shore connection section

The emergency switchboard consists of:

The emergency generator panel

A 440V feeder panel

A 220V feeder panel

The main switchboard feeds the emergency switchboard, which is situated inthe emergency switchboard room. The main switchboard 230volt section is fedfrom the 440volt switchboard via two transformers.

The emergency generator will start automatically in the event of a blackout andfeed the emergency switchboard.

A power management system controls the starting, stopping, connection andload sharing of the generators. If a failure occurs and one of the generatorssheds non-essential loads, another generator will auto start and reconfigure thepower distribution.

Group starter and distribution boards are provided in suitable positions tosupply the various power, heating, lighting, communication and navigationequipment throughout the vessel.

The large motors and group starter panels are supplied from the 440voltswitchboard directly. Power for other smaller power consuming devices aresupplied from the 440volt switchboard through group starter or distributionpanels.

Each distribution circuit is protected, against overcurrent and short circuitcurrent, by a moulded case circuit breaker fitted on the switchboard or panelboard with inverse time overcurrent trip and instantaneous trip. Each steeringgear motor is fed from an independent circuit, one steering gear motor beingconnected to the main switchboard and the other being connected to theemergency switchboard. A general service 24volt battery chargingswitchboard supplies the engine and wheel house consoles, along with otheressential low voltage services.

Each supply system is provided with a device for continuously monitoring theinsulation level to earth, giving an audible and visual indication of abnormallow insulation level.

A shore connection is provided to supply power to the main 440V switchboard.

Switchboards

The switchboards are of dead front box frame construction without a bottomplate and have hinged front panels that can be opened without disturbing themeters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers aresegregated so that a fault in one cubicle cannot spread to another. A synchro-nising panel is supplied on the switchboard. The generator circuit breakers areof the air circuit breaker type.

Feeder Circuit Breaker

The feeder circuits supplied from the 440V feeder panel of the switchboard areprotected by a moulded case circuit breaker with inverse time thermal overcurrent trip, instantaneous magnetic trip and short circuit current interruptionfeatures.

The AC 220V feeder circuit is protected by a moulded case circuit breaker withinverse time, thermal overcurrent trip, instantaneous magnetic trip and shortcircuit current interruption features.

The moulded case circuit breakers for the main and emergency switchboardsare of the plug-in type, so that the breakers may be removed from the panelfront without de-energising the main busbar. However, the moulded casecircuit breakers for group starter panels and distribution panels are of the fixedtype.

Automatic Synchronising Control

An automatically controlled synchronising apparatus, which consists of theautomatic speed matcher and the automatic synchroniser, is provided for theship’s service generator sets. The automatic speed matcher equalises thegenerator frequency with busbar frequency.

The automatic synchroniser energises the air circuit breaker to connect twocircuits in parallel at the moment when both phases coincide.

Automatic Power and Frequency Control

An automatically controlled power and frequency control system is providedfor each ship’s service generator.

In general, the power management system controls the effective output of thegenerators operated in parallel.

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The power management system also controls the following:

The number of running generators in accordance with the ship’spower demand.

The start of large motors is blocked until the number of runninggenerators is sufficient to supply the motor and ship’s demand. Inthis case the first standby generator is started and synchronisedautomatically.

Motors

The 440volt motors, in general, are of the squirrel cage induction type with astandard frame designed for AC 440V three phase 60 Hz. The exception arethe motors for domestic service and small capacity motors of 0.4 kW or less.

Where continuous rated motors are used, the overload setting ensures themotor trips at 100% of the full load current. The motors in the engine room areof the totally enclosed fan cooled type.

Standby motors will start when no voltage is detected on the in-service motoror when the process pressure is low.

440Volt Starters

The starters are generally constructed in group control panels and power dis-tribution panels. The drawings for the starter circuit are enclosed in a vinylenvelope and kept in a pocket inside each starter panel.

Large motor starters are arranged in group starter panels on the main switchboard, with duplicated equipment starters split between each of the mainswitchboard group starter panels. The control voltage of the starters is AC230V. Interlocked door isolators are provided for all starters. For groupstarters, this switch is of the moulded case circuit breaker which functions asboth disconnecting means and overcurrent protection of the motor circuit.

Sequential Re-start

See section 2.13.5

Essential service motors, which were in service before the blackout, are startedautomatically on recovery of the main bus voltage. These motors are classifiedinto groups (consistent with voltage dip and over-current) to the generator andshall start according to the predetermined restarting sequence. Motors thatwere selected for duty before the blackout are automatically returned to dutyafter the blackout. Similarly, motors selected for standby are automaticallyreturned to standby.

Preference Trip

See section 2.13.5

Non-essential loads are interrupted automatically, in case of over-current ofany one of the main diesel generators, to prevent the ship's power failure.

Procedure for the Manual Operation of Connecting Generators to theSwitchboard

1. Instruments and Control Devices

The generator panels are equipped with an ammeter, kilowatt/hour meter andvoltmeter to measure the output of the generator. The air circuit breaker,reverse power relay and over-current relay are provided for generatorprotection.

The synchronising panel is equipped with a double frequency-meter, doublevoltmeter and wattmeters for comparing the output of the generator to thebusbar. A synchroscope and synchronising lamps are provided for paralleloperation.

2. Engine Starting and Stopping

The engine can be remotely started by a push button on the generator panel asfollows:

a) Switch the required generator to MANUAL.

b) Select remote control on diesel.

c) Operate the engine START push button. This will open the startvalve to start the engine. When voltage is established thegenerator is in RUN mode.

d) To stop the engine, operate the engine STOP push button.

3. Single Generator Running Procedure - on to Dead Bus

a) Start the engine as above. As voltage is established, the runninglamp will be illuminated.

b) At rated speed the voltage will rise to 440volts, indicated by thevoltmeter.

c) Adjust the frequency to 60Hz by means of the governorraise/lower switch. The rated values are indicated by red marks onthe corresponding meters.

d) Close the circuit breaker (ACB).

4. Stopping the Generator

In order to stop the generator in operation, first reduce its load by stopping theauxiliary machinery and then turn the ACB switch to open.

Avoid opening the ACB when the generator is on load, as it will cause aninstantaneous rise in the engine speed and possible overspeed trip.

5. Parallel Running Procedure

a) Start the second generator by following the same procedure as forstarting the first generator.

b) After confirmation of the voltage of the second generator, alignthe frequency with that of the running generator.

c) Once the voltage and frequency of both generators are identical,change over the synchroscope to the incoming generator andcheck the synchronous state by means of the synchroscope. Thepointer needle will revolve in accordance with the difference infrequency.

d) Check the direction of rotation. If it is revolving in the ‘FAST’direction, turn the governor switch of the second generator to the‘LOWER’ direction. If it is revolving in the ‘SLOW’ direction,then turn the governor switch to the ‘RAISE’ direction.

e) Adjust the speed until the synchroscope pointer moves to the 12o’clock position, showing the state of synchronisation.

f) Energise the air circuit breaker of the second generatorimmediately.

g) It is ideal to close the air circuit breaker when the pointer of thesynchroscope turns in the ‘FAST’ direction and is closing on theblack mark at the centre (5mins to noon!). ‘SLOW’ side turningmay cause operation of the reverse power relay. If the frequencydifference between the two generators in parallel operationexceeds 3Hz the synchroscope will not revolve. With this in mind,operate the governor switch to decrease this difference. Observethe bus/incoming generator frequency meter for reference.

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6. Load Sharing

a) Having achieved parallel operation, load sharing is accomplishedby increasing the input from the incoming engine. This isincreased by means of the governor switch. This speeds up theincoming generator, causing the first generator to lose load andgain speed, thus causing the frequency to rise. To prevent this, thegovernor switch of the first generator must be turned in the‘LOWER’ direction. This action also causes the load to betransferred to the incoming generator. Ensure the frequencyremains constant during this operation.

b) Equalise the load of both generators.

7. Generator Space Heaters

A space heater is provided in each generator to prevent condensation formingon the windings. The space heater switch should always be in the on position.The heater is interlocked with the ACB which switches the heater off whenclosed and switches it on when opened.

Procedure for Automatic Operation of Connecting Generators to theSwitchboard

1. Generator Auto Start onto Dead Bus

The selected diesel generator is in auto mode and the start condition is normal.The ‘DG AUTO READY TO RUN’ indicating lamp is illuminated. Thecontrol PLC monitors a trip or black out and therefore initiates the followingsequence:

1. Engine starts

2. Voltage build-up detected

3. ACB closes

2. Generator Auto Start and Synchronising to Live Bus

If another generator is already supplying power to the bus and the first standbygenerator is in auto mode as above, the control PLC will initiate the followingsequence:

1. Engine starts

2. Voltage build-up detected

3. Automatic synchronisation

4. ACB closes

5. Automatic load sharing on

3. Automatic Parallel Running Activated by Heavy Load

If the generator in use registers a high load of 740 kW (95% of the ratedpower), for 10 seconds, the first standby generator will go through thefollowing sequence:

1. Engine starts

2. Voltage build-up detected

3. Automatic synchronisation

4. ACB closes

5. Automatic load sharing on

If the first standby generator fails to start or the ACB fails to close, the secondstandby generator will start and follow the above sequence.

4. Automatic Parallel Run Activated by Heavy Consumer Request

If a start request is received from a heavy consumer (eg: fire/ballast pump) thefirst standby generator will go through the following sequence:

1. Engine starts

2. Voltage build up detected

3. Automatic synchronisation

4. ACB closes

5. Automatic load sharing on

6. Power available lamp illuminated at heavy consumer

5. Automatic Parallel Run Cancellation by Light Load

If the total load on the main switchboard is less than 660 kW for five minuteswhen running on two generators, or less than 1,320 kW for five minutes whenrunning on three generators, the following sequence takes place:

1. Generator to be released will shed load to the other generator(s)

2. Opening of the ACB of the generator to be released

3. Engine Stops on the generator released

6. Automatic Bus Connection due to Short Circuit

If the bus voltage has become zero, by the opening of the ACB of the generatorin use, due to a short circuit trip, the first stand by generator will go throughthe following sequence:

1. Engine starts

2. Voltage build up detected

3. ACB closes

If the first standby generator fails to start or the ACB fails to close, the secondstandby generator will start and follow the above sequence.

7. Automatic Change Over by Bus Abnormality

If a bus abnormality (low or high voltage or low or high frequency) is detectedwhen a single generator is running, the first standby generator will go throughthe following sequence:

1. Engine starts, alarm raised.

2. Voltage build up detected.

3. If bus now normal, the ACB closes

4. If bus status still abnormal, the ACB opens on the abnormalgenerator.

5. Black-out

6. ACB closes on the first standby generator.

If the first standby generator fails to start or the ACB fails to close, the secondstandby generator will start and follow the above sequence.

8. Automatic Parallel Running by ACB Tripping

If two generators are running in parallel and the ACB of one generator trips,providing the load on the connected generator exceeds 740 kW (95% of therated power) the second standby generator will go through the followingsequence:

1. Engine starts

2. Voltage build up detected

3. Automatic synchronisation

4. ACB closes

5. Automatic load sharing on

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Issue: 1 2.13 Electrical Power Distribution Page 5

9. Automatic Parallel Running Due to Overcurrent

If the current on a running generator exceeds 1,251 amps for a periodexceeding three seconds the next standby generator will go through thefollowing sequence:

1. Engine starts

2. Voltage build-up detected

3. Automatic synchronisation

4. ACB closes

5. Automatic load sharing on

Generator Protection Equipment

The generator is protected from the abnormal conditions described below bymeans of the reverse power trip, short circuit trip, under voltage trip, andovercurrent trips.

1. Abnormality Due to Under Voltage

If the voltage of a generator decreases to less than 50% of the rated value, theunder voltage tripping device, contained in the air circuit breaker, will operateto trip the breaker. If a short-circuit fault occurs, the generator voltage willlower and may cause the under voltage tripping device (U.V.T.) to operate.With this in mind, a time delay device (of about 0.5 seconds) has been fitted tothe undervoltage device to prevent the ACB from tripping immediately,allowing the defective system circuit breaker to operate first.

2. Abnormality Due to Overcurrent (preference tripping)

If the current on a running generator exceeds 1,251 amps for a period of 10seconds, the overcurrent relay will initiate the release of the first stageof preferential tripping. If the current still exceeds 1,251 amps after a further5 seconds the second stage of preferential tripping is released. Therebyproviding protection against the overcurrent which would otherwise trip theACB.

3. Abnormality Due to Overcurrent (long time delay trip)

If the current on a running generator exceeds 1,251 amps for a period of 50seconds the overcurrent relay will operate to trip the ACB.

4. Abnormality Due to Short Circuit

If a short circuit occurs on the busbar or the current exceeds 3,200 amps, theACB will be tripped almost instantaneously (about 300msec) by the short timedelay trip fitted to the ACB.

5. Abnormality Due to Reverse Power

If there are abnormalities in the output of an engine during parallel operation,it may cause the generator to function as a motor, due to the power it receivesfrom the other generator(s) through the common busbar. The effective reversepower will then flow through the connected circuit. If this reverse powerreaches a level of 5% of the rated power, the reverse power relay is triggeredand will trip the ACB after a time delay of 5 seconds.

6. Emergency Generator Abnormality Due to Overcurrent

If the current on the running generator exceeds 110% of the rated maximum(265A) for 30 seconds, the overcurrent relay will operate to trip the generatorACB.

7. Emergency Generator Abnormality Due to Short Circuit

If a short circuit occurs on the busbar or the current exceeds 300% of ratedmaximum (723A) the ACB will be tripped almost instantaneously (about200msec) by the short time delay trip fitted to the ACB

The emergency generator ACB is also fitted with an under voltage deviceidentical in operation to the main generators.

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Issue: 1 2.13 Electrical Power Distribution Page 6

Distribution

Main Switchboard

Main generator incomers, panels 6, 7 and 9

Synchronising section, panel 8

Section No.1 group starters, panels 2 and 3

Section No.2 group starters, panels 12 and 13

Section No.1 440V feeders, panels 4 and 5

Section No.2 440V feeders, panels 10 and 11

230V feeders section, panel 1

Section No.1 Group Starter Panel 2

Purifier room exhaust fan

No.1 main sea water cooling pump (main engine)

No.1 H.T. F.W. cooling pump

No.1. L.T. F.W. cooling pump

No.1 crosshead L.O. pump (main engine)

No.1 L.O. pump

Section No.1 Group Starter Panel 3

No.3 engine room fan (supply)

No.3 main S.W. cooling pump

D.O. transfer pump

No.3 L.T. F.W. cooling pump

Charge/discharge board

Section No.2 Group Starter Panel 12

No.4 engine room fan (rev)

L.O. transfer pump

F.O. transfer pump

Shore connection box

Section No.2 Group Starter panel 13

No.2 engine room fan (supply)

No.2 main S.W. cooling pump

No.2 H.T. F.W. cooling pump

No.2 L.T. F.W. cooling pump

No.2 crosshead L.O. pump main engine

No.2 main L.O. pump

Section No.1 440V Feeders Panel 4

No.1 hose crane

Stripping pump

No.1 air conditioning compressor panel

F.W. generator panel

Provision refrigeration control panel

No.1 pump room fan

No.1 blower of I.G.S.

No.1 lighting transformer

No.1 hydraulic oil pump

Auxiliary boiler control panel

Section No.1 440V Feeders Panel 5

P1 power distribution galley equipment

P3 power distribution engine room oil pump

P5 power distribution workshop equipment

P7 power distribution engine room water pump

P10 power distribution deck equipment

No.1 F.O. supply unit

Auxiliary blower main engine

Fire general pump

No.2 hydraulic oil pump

No.1 main air compressor

No.1 service air compressor

No.2 steering gear

No.1 fan for air conditioning

Section No.2 440V Feeders Panel 10

P2 power distribution laundry equipment

P4 power distribution engine room oil pump

P6 power distribution engine room

P8 power distribution engine room water pump

P9 power distribution forecastle

No.2 fuel oil supply unit

Fire/ballast pump

No.2 main air compressor

No.2 service air compressor

Scrubber S.W. pump

No.2 fan for air conditioning

Rita Mærsk Machinery Operating Manual

Issue: 1 2.13 Electrical Power Distribution Page 7

Section No.2 440V Feeders Panel 11

No.2 hose crane

S.W.Cooling pump of air conditioning

No.2 air conditioning compressor panel

GSP3 fans for accom. area

Air conditioning unit for ECR

No.2 pump room fan (rev)

No.2 blower of I.G.G.

No.2 lighting transformer

Emergency switchboard

230V Feeders Section Panel 1

L1 lighting distribution panel wheelhouse

L2 lighting distribution panel C deck

L3 lighting distribution panel B deck

L4 lighting distribution pane A deck

L5 lighting distribution panel Upper deck

L7 lighting distribution panel engine room (3rd platform)

TL test panel

L8 lighting distribution panel engine room (3rd platform)

L9 lighting distribution panel engine room

L10 lighting distribution panel galley

Navigation light control panel

Signal light control panel

Engine control console

Communication and navigation distribution panel

Space heating: Nos.1, 2 and 3 generators

GSP3 Accommodation area

Galley fan (exhaust)

Galley fan (supply)

Paint store fan (exhaust)

Deck store fan (exhaust)

Foam store fan (exhaust)

CO2 room fan (exhaust)

Hospital fan (exhaust)

P1 Galley Equipment

Galley range

Tilting pan

Electric baking oven

Deep fat fryer

Food disposer

Food mixer

Dishwashing machine

P2 Laundry Equipment

Washing machines

Tumble dryers

Ironing machine

Garbage extractor

P3 Engine Room Equipment

No.1 L.O. purifier main engine

I.G.G. control panel

No.1 L.O. purifier main engine

No.3 F.O. purifier

No.1 stern tube L.O. circulating pump

Incinerator

P4 Engine Room Equipment

No.2 L.O. purifier main engine

L.O. purifier auxiliary engine

No.2 F.O. purifier

Main engine L.O. filter

Sludge filter

No.2 stern tube L.O. circulating pump

Cylinder oil transfer pump

P5 Workshop Equipment

Engine room crane

Lathe

Grinding machine

Vertical drilling machine

Electrical test panel

Electric arc welder

Air conditioning unit

Exhaust fan for welding platform

Internal control relay

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Issue: 1 2.13 Electrical Power Distribution Page 8

P6 Engine Room Equipment

Sewage treatment plant

Bilge separator switch box

Aft I.C.C.P.

Main engine turning gear

C.W. preheater of auxiliary engines

E.G.S. power unit

Bilge pump

P7 Engine Room Water Pumps

No.1 deck seal water pump

F.W. hydrophore unit

S.W. cooling pump for atmospheric condenser

P8 Engine Room water Pumps

No.2 deck seal water pump

I.G.G. S.W. pump

Water calorifier

Dome oil analyser unit

P9 Forecastle

Electric arc welder

Fore I.C.C.P.

L6 fore lighting distribution panel

Fore hydraulic pump room supply fan

Internal control relay

P10 Deck equipment

No.1 provision crane

No.2 provision crane

Foam pump

Internal control relay

24V Battery Charge/Discharge board

Cargo console

Engine console

Wheelhouse

Auto telephone system

Main switchboard synchronising panel

Emergency switchboard generator panel

Internal earth lamps and voltmeter

Emergency Switchboard 440V Section

Emergency fire pump

Emergency air compressor

No.1 engine room fan (rev)

Emergency generator room supply fan

Emergency fire and S/G room fan

No.1 steering gear

Lifeboat winch

Rescue boat davit

A.C. arc welder

Auxiliary engine priming L.O. pump

24V D.C. charge/discharge board

No.1 emergency lighting transformer 45kVA

No.2 emergency lighting transformer 45kVA

Sprinkler pump

Emergency Switchboard 230V Section

Signal light control panel

Emergency generator battery charging board

Emergency generator and diesel engine space heating

Engine console

Cargo console

Radio equipment

Fire centre panel

Communication and navigation distribution panel

E1 Emergency lighting distribution panel wheelhouse

E2 Emergency lighting distribution panel accommodation upper deck

E3 Emergency lighting distribution panel engine room (3rd platform)

X band radar

S band radar

No.1 gyrocompass

No.2 gyrocompass

Navigation light control panel

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Issue: 1 2.13 Electrical Power Distribution Page 9

440/220V90 KVA

440/220V90 KVA

440/220V3 KVA

440/220V3 KVA

Illustration 2.13.2a Shore Power

No.3D.G.

No.3D.G.

No.3D.G.

400A450V

Battery200A/h

GenPanel

Emergency 440V Feeder Panel Emergency 220V Feeder Panel

E.G.

Battery Charger/24V Distribution Board Battery Charger

S.P.

Interlock

220V AC Feeder Panel

No. 2 Group Starter Panel No.3 D.G.Panel

No.2 D.G.Panel

No.1 D.G.Panel

SynPanel

No.1 Group Starter PanelNo. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel

Shore ConnectionBox

910 kW 910 kW

Isolating Switch

910 kW

120 kW

Interlock

Interlock

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Issue: 1 2.13 Electrical Power Distribution Page 10

2.13.2 Shore Power

A shore connection box is provided in the emergency generator room to acceptpower cables during refit. The shore connection box connects, via a breaker, tothe main switchboard, 440V section No.2, panel 12. The emergencyswitchboard can then be supplied as normal through the bus tie breaker on440V section 2 panel 11.

A phase sequence indicating lamp system is provided. The sequence should bechecked before connecting shore power to the main switchboard. If thesequence is found to be incorrect, the shore supply must be isolated and twophases changed over. The rotation should then be re-instated and the phasesequence checked again

A kWh meter, ammeter and pilot lamp, indicating shore power, are availableand a circuit breaker is provided on the main switch board.

The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A.

Interlocking is provided to prevent the shore supply being paralleled with anyother supply.

Procedure for the Operation of Shore Power Reception

a) The emergency generator should be run up and connected to theemergency switchboard. This will provide essential services andemergency lighting during the change over.

b) When it is intended to receive power from the shore, confirm thepower available light is on.

c) Isolate all non-essential services, including sequential re-start.

d) Check the shore supply voltage.

e) Check the phase sequence.

f) Check the frequency of the shore power.

g) Open all generator ACB’s.

h) Close the MCB for shore power to the connection box.

i) Close the shore power MCB on panel 11 on the main switchboard.This breaker is interlocked and cannot be closed if the feederpanel is live. Conversely, if the shore power is supplying thefeeder panel, no generator ACB can be closed.

j) Close the emergency switchboard bus tie breaker on section 2panel 11 of the main switchboard.

k) Open the emergency generator ACB. Close the bus tie-breaker onthe emergency switchboard.

l) Proceed to supply essential services such as fire detection,lighting etc.

m) If no maintenance is scheduled for the emergency generator, itmay be shut down and left on auto standby.

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Issue: 1 2.13 Electrical Power Distribution Page 11

2.13.3 Main Alternators

Maker: Hyundai Heavy IndustriesType : HFJ6 564-208 BrushlessOutput capacity: 1137.5 kVA at 450V

General Description

Three main alternators are provided. Each alternator is rated at 1,137.5 kVA at450volts AC, 3ph, 60Hz. They are of the totally enclosed, self excited,brushless type. The load voltage is kept constant by controlling the excitationcurrent to the exciter. Output power from the stator is fed into a current/voltagecompound transformer and the output of this is fed through the exciter statorwindings. The magnetic field in the exciter stator induces AC in the excitedrotor, which is rectified by the rotating three phase bridge connected rectifierset and passed to the DC main rotor windings.

Initial voltage build-up is by residual magnetism in the rotor. Constant voltagecontrol is achieved by the automatic voltage regulator, which shunts a variablecurrent through the exciter windings, via a thyristor, to keep the AC statoroutput voltage constant.

Passing air over an integral fresh water cooler, using a closed circuit air supply,cools the generator. The cooling spaces are fitted with internal baffles toprevent water reaching the stator windings in the event of cooler leakage.Space heaters are fitted, which are energised when the generator circuitbreakers are open, which protects against internal condensation during shutdown periods.

The breakers are normally operated by the automatic power managementsystem, but can be operated manually at the main switchboard front. Anembedded sensor monitors the stator temperature in each phase. A waterleakage detector and temperature sensor are also fitted in each air cooler. Thetwo main bearings have temperature sensors.

The electric power system is designed with discrimination on the distributionsystem, so that the generator breaker is the last to open if any abnormalitiesoccur.

One diesel alternator provides electrical power at sea, with the remaining twoon standby. The priority order of the standby alternator is selected using thepush buttons mounted on the synchronising section of the main switchboardpanel 8.

Starting of large motors is blocked until there is sufficient power available.Another diesel alternator will be started on request to meet the shortfall.

Two generators will be required to operate in parallel when:

Discharging cargo

Loading cargo

Tank cleaning

Manoeuvring

The diesel alternator will automatically start and connect to the mainswitchboard under the following conditions:

Dead bus due to blackout

Bus abnormal (high or low voltage, high or low frequency)

ACB abnormal trip

The diesel alternator will start, synchronise, connect to the busbar and run inparallel with proportional load sharing under the following conditions:

Overload. The preferential trip system will first shed non-essential load

Heavy electrical consumer start request

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Issue: 1 2.13 Electrical Power Distribution Page 12

Illustration 2.13.4a Emergency Alternator - Electrical / Automation

EmergencySwitchboard

EmergencyGenerator

Emergency Switchboard

Emergency GroupStarter Panel

Emergency GeneratorPanel

440VFeeder Panel

230VFeeder Panel

Main BdInterconnector

EmergencyGenerator

EngineStop/Start Control Unit

EngineStop/Start

Signal

24V Battery

Emergency GeneratorA.C.B.

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Issue: 1 2.13 Electrical Power Distribution Page 13

2.13.4 Emergency Alternator

Maker: Newage International StamfordType: UCM 274F1Output capacity: 156 kVA at 450V

General Description

A self-contained emergency alternator, rated at 152 kW, is fitted in theemergency switchboard room for use in an emergency or in refit. Thealternator is the self excited brushless type and can be set for manual orautomatic operation. Auto will be normally selected, with the manual settingbeing used for testing the alternator.

The emergency switchboard is normally supplied from the main switchboard.When auto is selected, the emergency alternator is started automatically bydetecting no-voltage on the emergency switchboard bus bar. The emergencyalternator air circuit breaker will connect automatically to the emergencyswitchboard after confirming the continuation of no-voltage.

The emergency alternator is designed to restore power to the emergencyswitchboard within 45 seconds. The bus tie breaker on the emergencyswitchboard, which feeds from the main switchboard, is opened automaticallywhen no-voltage is detected on the main switchboard.

The alternator is fitted with space heaters to prevent condensation when thealternator is stationary or idling. The heater is interlocked with the air circuitbreaker.

The alternator is capable of starting the plant from dead ship condition.

Procedure for Testing Emergency Generator on Load

a) The main switchboard is supplying the emergency switchboard.

b) NORMAL mode selected at the off/normal/hand/test switch.

c) Turn the operation switch to TEST.

d) The engine will receive a start signal.

e) The start will fail if the run up speed is not detected.

f) The start will fail if the voltage build up is not detected.

g) The emergency alternator run light is illuminated.

h) Open the bus tie ACB.

i) Switch the operation mode switch to NORMAL. The emergencyalternator ACB will close.

j) The emergency alternator ACB closed light is illuminated.

The emergency alternator now feeds the emergency switchboard.

When testing is complete:

a) Open the emergency alternator ACB.

b) Close the main switchboard supply bus tie-breaker.

c) Stop the emergency generator.

Ensure that the emergency generator is left in a standby condition.

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Issue: 1 2.13 Electrical Power Distribution Page 14

2.13.5 Preferential Tripping and Sequential Restart

Preferential Tripping

The power management system is designed to match the alternator capacity tothe power requirements of the vessel. However, should overcurrent occur forany of the main alternators, non-essential services will be tripped. Preferentialtripping will be initiated when one or more alternators are supplying the mainswitchboard and an overcurrent is detected. Load shedding is carried out in twostages.

Stage 1

The following non-essential consumers will be shed after 10 seconds:

Workshop equipment

Nos.1 and 2 general service compressor

IP 4 440V panel

IP 5 440V panel

IP 6 440V panel

IP 11 440V panel

L 9 220V panel

L 10 220V panel

Stage 2

The following non-essential consumers will be shed after 15 seconds:

Nos.1 and 2 air conditioning compressors

Accommodation air conditioning fans

Engine control room air conditioning unit

When normal conditions are restored, the above breakers will have to bemanually reset.

Sequential Restart

When normal power is restored after a blackout, all essential servicemachinery that were in service before the blackout will be started automatical-ly when the main switchboard has regained power. Motors that were selectedfor duty before the blackout will be automatically returned to duty when poweris restored. Similarly, motors selected for standby will automatically return tostandby. If the machinery designated for duty does not restore normal systemconditions, such as pressure, within a preset time, the standby motor will cutin automatically. If power is only restored to the emergency switchboard,motors whose supply is from the emergency switchboard will start irrespectiveof any previous selection.

Automatic Standby Start

The following motors will start automatically on loss of discharging pressureof the pumps and/or loss of voltage of the operating motors. A standby startingalarm will be given from the alarm and monitoring system.

Main cooling S.W. pump

Main engine jacket cooling pump

Low temperature cooling F.W. pump

Main L.O. pump

Main engine cross head L.O. pump

Main engine F.O. circulating pump

Main engine F.O. supply pump

Auxiliary boiler feed water pump

Auxiliary boiler F.O. pump

Exhaust gas boiler feed water pump

Automatic Sequential Restarting

The following motors will start automatically after a black out:

Steering gear

All auxiliaries associated with the propulsion system

Auxiliary blower

Starting air compressors

Engine room fans

Navigation and communication equipment

Control and instrumentation equipment

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Issue: 1 2.13 Electrical Power Distribution Page 15

Emergency Stops

From Ship’s Control Centre and Wheelhouse

Purifier room fan

No.1 engine room fan

No.2 engine room fan

No.3 engine room fan

No.4 engine room fan

Fore hydraulic pump room supply fan

Emergency fire pump

Accommodation air conditioning unit

Welding exhaust fan

Main engine auxiliary blower

No.1 blower of I.G.G.

No.2 blower of I.G.G.

Auxiliary boiler

Air conditioning unit for E.C.R.

Galley equipment

No.1 air conditioning supply/exhaust fan

No.2 air conditioning supply/exhaust fan

No.1 pump room fan

No.2 pump room fan

Group starter board 3 (accommodation fans)

From Ship’s Control Centre only

Main generators

Power distribution board P4 (L.O. purifiers)

Power distribution board P3 (F.O. purifiers)

Cargo and inert gas systems

No.1 crosshead L.O. pump

No.2 crosshead L.O. pump

No.1 main L.O. pump

No.2 main L.O. pump

No.1 F.O. supply unit

No.2 F.O. supply unit

No.1 hydraulic oil pump

No.2 hydraulic oil pump

D.O.transfer pump

L.O. transfer pump

F.O. transfer pump

Auxiliary engine priming L.O.pump

2.13.6 Uninterruptible Power Supplies (UPS)

Most of the emergency requirements are supplied by the emergency 24Vsystem, see section 2.13.1 for a detailed list of emergency consumers.

The following systems are supplied by the 24V battery charge/dischargedistribution board, which is backed up by a separate 24V battery:

Cargo console

Engine console

Wheelhouse/navigation console

Interior communication equipment - automatic telephones

Emergency switchboard control section

Main switchboard control and synchronising section

The radio/GMDSS equipment is backed up by a separate battery system.

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Issue: 1 2.13 Electrical Power Distribution Page 16

Illustration 2.13.7a Emergency Battery Charging and 24V Distribution

24V

Cha

rgin

g / D

istr

ibut

ion

Pan

el

Main Switchboard Wheelhouse

Emergency Switchboard

Cargo Control Console

Inert Gas System Control Panel

CO2 Release Junction Box

Emergency Generator Control

Uninterrupted Power Supply

Main Switchboard

Nos.1, 2, and 3 Auxiliary Engine Governors

Inverter

Power Amplifier

Bow Thruster and Stern Thruster Control Panel

High / High Level Alarm Panel

Inert Gas System Local Control Panel

Emergency Switchboard

Batteries

SAU 1Monitoringand Alarm SystemOutstation No.1

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Issue: 1 2.13 Electrical Power Distribution Page 17

2.13.7 Batteries, Transformers, Rectifiers and Chargers

Batteries

The main 24V system is supplied by a battery charger/rectifier. Thecharger/rectifier unit consists of two chargers configured in parallel with one300AH battery bank. No.1 charger is fed from the main switchboard 440Vsection and No.2 is fed from the emergency switchboard 440V section.

In the event of power failure, the 24V system is fed from the bank of batteries.

See section 2.13.1 for a list of consumers, which consist of emergency lighting,alarm indication without audible alarms and illumination of steering andcompass equipment.

The batteries are on a floating charge, with the rectifier supplying the normalrequirements. The battery will supply additional requirements during periodsof heavy demand.

A separate 24V battery and charger system is provided for the emergencygenerator starting arrangements.

A separate 24V battery and charger system is provided for the radio/GMDSSsystem.

Transformers

Two 440/230V, 3ph, 99kVA transformers supply the main switchboard 230Vsection from the 440V feeder section.

Two 440/230V, 3ph, 45kVA transformers supply the emergency switchboard230V section from the 440V feeder section.

24V Charge/Discharge Board Battery Charger

The 24V charge and discharge board is provided with chargers to allow theequalising and floating charge of the battery in order to supply power to theemergency lighting system, communication equipment, alarms, etc.

The unit is fitted with two chargers, one supplied from the main switchboardand one supplied from the emergency switchboard. In an emergency theappropriate charger can be utilised by the selection switch on the front panel.

The board contains the following equipment:

Power on indication lamp

Boost charge indication lamp

Charge failure indication lamp

Two 0-40V battery voltmeters

Two 0-40A battery charger ammeters

0-100A ammeter to monitor total supply load

0-40V voltmeter to monitor main 24V bus

100-0-100 battery ammeter

Earth lamps with test switch

Insulation monitor and alarm unit

Charger change over facilities

The charger is fitted with a battery voltage monitoring facility which will raisean alarm if the battery voltage falls below a preset level. The unit is also fittedwith a charger failure alarm.

The board should be regularly inspected for earths on the outgoing circuits byoperation of the the earth lamps.

When an earth is present on an outgoing circuit, one of the lamps will glowbrighter than the other. Careful isolation of the outgoing circuits will locate thefaulty circuit with the lamps returning to their normal equal brilliance once thefaulty circuit is isolated.

Operating Procedure

The battery charger is a fully automatic charging device which serves for theautomatic charging of the storage battery.

Floating Charge

While the storage battery is fully charged, it is normally subjected to a floatingcharge. In this condition, the charger supplies the 24V system with power.During periods of high demand and failure of the power source the battery willtake over.

A constant voltage is applied to the battery and the charging current will varyaccording to charged state of the battery, thus always maintaining the batteryin the fully charged state. In this arrangement, a constant voltage is normallyapplied to the battery by the automatic voltage regulator (AVR) regardless ofload variation, power variation, ambient temperature change, etc.

The charge and discharge performed after the recovery from a power interrup-tion is subjected to automatic control by the drooping device, which holds thebattery charging current below a fixed current thus preventing it frombecoming excessively large.

If the battery has been subjected to a period of duty due to power failure, onrestoration of the power supply, the battery charger is automatically transferredto equalising charge and rapidly charges the battery. As soon as the batterybecomes fully charged, it reverts to floating charge.

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Issue: 1 2.13 Electrical Power Distribution Page 18

Illustration 2.13.8a Impressed Current Cathodic Protection

Ref. Anode

Ref. Anode

Remote Readout Unit

175A AnodePort and Starboad

F.W.T (P. & S.)

Aft PeakTank

UpperPlatform

LowerPlatform

No.6 W.B.T.(Port & Starboard)

ResidualTank

No.5 W.B.T.(Port & Starboard)

No.4 C.O.T.(Port & Starboard)

No.4 W.B.T.(Port & Starboard)

No.3 C.O.T.(Port & Starboard)

No.3 W.B.T.(Port & Starboard)

No.2 C.O.T.(Port & Starboard)

No.2 W.B.T.(Port & Starboard)

No.1 C.O.T.(Port & Starboard)

No.1 W.B.T.(Port & Starboard)

Flat of Side

Flat Of SideEngine Room

Floor

Top Of Tank

F.P.T.(W.B.)No.5 C.O.T.

(Port & Starboard)

Automatic Controlled Rectifier Unit

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Issue: 1 2.13 Electrical Power Distribution Page 19

2.13.8 Impressed Current Cathodic Protection

Introduction

Maker : Jotun Power Supply: AC 440V, 60Hz, 3ph

The vessel is provided with an impressed current cathodic protection system.This method of corrosion protection automatically controls electrochemicalcorrosion of the ship’s hull structure below the water line. Cathodic protectioncan be compared to a simple battery cell, consisting of two plates in anelectrolyte. One of the battery plates in the electrolyte will waste away throughthe action of the flow of electrical current, if the two battery electrodes areconnected electrically. The metal to be protected, in this case, the ship’s hull,acts as the battery anode, the sea water being the electrolyte. If an external flowof current is impressed to reverse the normal flow in the battery, then the anodenow acts as a cathode and ceases to waste away. In essence, this is how animpressed current cathodic protection system functions. When a vessel is fittedwith ICCP (Impressed Current Cathodic Protection) the hull steel ismaintained at an electrical potential more negative that the surroundingseawater.

For this reason, terminals normally comply with the ISGOTTRecommendation 20.6, Earthing, Bonding and Cathodic Protection, whichstates, referring to IMO recommendations for the safe transport, handling andstorage of dangerous substances in port areas, that ship shore bonding cablesshould be discouraged. High currents that can occur in earthing cables andmetallic connections are avoided. These are due to potential differencesbetween ship and terminal structure particularly due to the residual potentialdifference that can exist for up to 24 hours after the shipboard ICCP has beenswitched off. These terminals usually utilise insulating flanges on hoseconnections to electrically isolate ship and terminal structure.

During preparations for berthing at terminals where such insulation is notemployed, or where earth connections are mandatory by local regulation, orwhen bunker barges come alongside, the ICCP should be switched off at least24 hours in advance.

Fresh Water Operation

When the vessel enters a river estuary, the fresh or brackish water may limitthe spread of current from the anodes due to the higher resistivity of the water.Normally this would cause the voltage output to increase to compensate for it,accompanied by very low current levels and the reference electrode potentialsmay indicate under protection. However, in this system this is taken care of bythe computer and the system will automatically return the hull to optimumprotective level on returning to sea water.

Operation

Protection is achieved by passing low voltage DC current between the hullmetal and anodes, insulated from the hull, but in contact with the sea water.The electrical potential of the hull is maintained in a more negative state thanthe anodes, i.e. cathodic, and in this condition corrosion is minimised. Carefulcontrol is necessary over the flow of impressed current, which will vary withthe ship’s speed, salinity and temperature of the sea water, and the condition ofthe hull paint work. If the potential of the hull is made too negative with respectto the anode, then damage to the paint film can occur electrolytically orthrough the evolution of hydrogen gas between hull steel and paint. The systemon this vessel controls the impressed electrical current automatically to ensureoptimum protection. Current is fed through titanium electrodes situatedforward and aft of the ship. The titanium prevents the anodes themselves fromcorroding and the anode surfaces are streamlined into the hull. Fixed zincreference electrodes forward and aft are used to compare the potential of thehull to that normally found between unprotected steel and zinc electrodes.Sufficient current is impressed via the anodes to reduce this to a level ofbetween 150 and 250 mV.

Electrical Installation

The system consists of a Controller Power Unit, reference electrodes andanodes are installed, one forward and one aft. System status readings areavailable on an L.C.D. display at the control unit and these should be inspectedand logged each day.

This control unit is also equipped with an alarm to give warning of any systemabnormalities.

Aft System

The aft system consists of a power supply and control unit. Each control unitis connected to two hull mounted anodes and one hull mounted reference cell.

The aft unit is supplied from 25A circuit breaker Q03 in engine room 440Vdistribution board P6.

Forward System

The forward system consists of one hull mounted reference cell.

Propeller and Rudder Stock Earthing

To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes arefitted and bonded to the ship's structure. In the case of the shaft, a slip ring isclamped to the shaft and is earthed to the hull via brushes. A second set ofbrushes, insulated from earth, monitors the shaft mV potential and this signalis fed to a millivolt meter. To ensure efficient bonding, the slip ring should becleaned on a regular basis.The rudder stock is earthed via a 70mm2 flexible earth cable between the deckhead and rudder stock to minimise any electrolytic potential across bearingsand bushes.

Sacrificial Anodes

Sacrificial zinc anodes are provided in the water ballast tanks. Aluminiumanodes are fitted to the sea chests and rudder.

Preparations for the Operation of the ICCP System

a) Supply power to the control unit.

b) Switch to manual mode.

c) Check the voltage of each reference electrode.

d) Switch to automatic mode.

e) Set the control to the required level.

Routine checks

a) Record the total current on a daily basis.

Manual operation will only be required on the failure of the referenceelectrodes.

b) Check the reference electrode voltage on a daily basis.

c) Check and clean the shaft slip ring and brushes every month.

d) Inspect the rudder stock earth strap every month.

e) Inspect and clean control unit cooling fans and grills every threemonths.

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Issue: 1 2.13 Electrical Power Distribution Page 20

0

0

KAMEWA

BOW UNIT

STERN UNIT

INSERVICE

LAMP TEST

COMMANDREQUEST/TEST

INCOMMAND

STARTREQUEST

OVERLOAD

EMERGSTOP

INSERVICE

INCOMMAND

STARTREQUEST

OVERLOAD

EMERGSTOP

1

1/2 1/2

1

1

1/2 1/2

1

KAMEWA

BOW UNIT

FANRUN

HYDRRUN

HYDRSTOP

HYDRSTART

READY FOR

START

DRIVEMOTOR

RUN

DRIVEMOTOR

STOP

DRIVEMOTORSTART

KAMEWA

STERN UNIT

FANRUN

HYDRRUN

HYDRSTOP

HYDRSTART

READY FOR

START

DRIVEMOTOR

RUN

DRIVEMOTOR

STOP

DRIVEMOTORSTART

BOW UNIT

KAMEWA

BRIDGECONTROL

ROOM

PORT STBD

STERN UNIT

KAMEWA

BRIDGECONTROL

ROOM

PORT STBD

0

0

KAMEWA

BOW UNIT

STERN UNIT

INSERVICE

LAMP TEST

COMMANDREQUEST/TEST

INCOMMAND

STARTREQUEST

OVERLOAD

EMERGSTOP

INSERVICE

INCOMMAND

STARTREQUEST

OVERLOAD

EMERGSTOP

1

1/2 1/2

1

1

1/2 1/2

1

Illustration 2.13.9a Thrusters Control

Main Bridge Control PanelThruster and Hydraulic Pump Starter Panel Bridge Wing Panel

ECR Unit

CentralUnit

Valve Control Signals

Pitch Feed back SignalFeed Back

Unit

HydraulicControlSignals

HydraulicPower Pack

Control Valve

Por

t

Stb

d

Electric Motor

Propellor

Tunnel

Electrical Signal

Hydraulic Oil

Key

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Issue: 1 2.13 Electrical Power Distribution Page 21

2.13.9 Thrusters

Maker: KamewaType: 1650 K/BMS - CP

Overview

The vessel is equipped with a bow and stern thruster.

The Tunnel Thruster System consists of four main parts:

1. A tunnel with propeller unit, a driving motor, a hydraulic system, and an electric control system.

2. The propeller unit is driven by an electric motor at a constant speedand single direction of rotation. The propeller is provided withhydraulically adjustable propeller blades, which makes it possibleto vary the magnitude and direction of thrust.

3. The tunnel thruster facilitates the manoeuvring of the vessel to agreat extent when speeds are low or zero. The ship's tunnelthruster is also a useful complement to the ship's rudder even athigher speeds. The thruster and the rudder together give anincreased steering effect.

4. The controllable pitch tunnel thruster runs at a constant shaftspeed. Power and thrust are controlled by changing the pitch ofthe blades. The propeller always rotates in the same direction. Asstarboard and port thrust must be equal, the blades are designedwith zero initial pitch and symmetrical blade section. The tunnelthruster has two purposes. One is to keep the vessel in position ina crosswind, the other one is to turn the vessel at zero or lowahead speed.

(Note ! When a stationary vessel is turned with a tunnel thruster, the vessel isalso given a sideways motion. The simultaneous turning and crabbing resultsin a slow longitudinal motion of the vessel - ahead when the tunnel thruster islocated in the bow - astern when it is located at the stern. This should be keptin mind when manoeuvring in narrow harbours.)

The propeller unit comprises a propeller tunnel in which a single stay gearhousing is bolted A four bladed propeller and shaft assembly are mounted inbearings in the gear housing.

The main part of the tunnel thruster is the propeller hub with blades and thepropeller shaft. The shaft is supported by one spherical roller bearing and twoaxial roller bearings. The shaft seal of rubber sleeves prevents water frompenetrating and oil leakage.

Operating Principle

In the propeller hub there is a servomotor which turns the propeller blades. Theservomotor consists of an integrated piston and an axially moving piston rod.The movement is obtained by leading pressure oil to one side or the other ofthe piston.

The piston rod has a crosshead with four transverse slots for sliding shoes, onefor each of the blades.

The eccentric crankpin fits into the hole of the sliding shoe. The crankpin ringis supported in a bearing lining, which is integrated within the hub body.

When the piston rod moves, the crankpin ring rotates with the circularmovement transmitted via the piston rod slot sliding shoe and crankpin.

The propeller blade, which is fixed on the crankpin ring by screws, will thenturn.

Each blade is provided with a sealing ring to prevent water entrance to the hubor oil leakage.

Remote Control System

The control system is a microprocessor based remote control system used tocontrol the pitch setting of the tunnel thruster.

The system can order both port and starboard manoeuvres by changing thepitch setting while the propeller blades continue rotating in one direction.

The manoeuvring is performed from a control station equipped with a controllever. When ordering thrust with the control lever, the system applies theproper pitch setting according to a pitch curve which is pre-programmed inthe computer, allowing the thrust to be proportional to the lever position.

When manoeuvring, the load of the drive motor is controlled by the systemthrough automatic regulation of the pitch. The maximum allowed load isdetermined by the ‘load limit’.

When there is more than one control station, there is also a responsibilitysystem included, which allows only one control station at a time to be ‘InCommand’.

On each control station the actual pitch setting of the tunnel thruster(s) will becontinuously indicated.

The driving motor can be started only when the propeller blades are in zeroposition, which reduces the starting torque to a minimum. This means lowstarting current.

Control of the system is generally from the main bridge or bridge wings, butcan be controlled from the engine control room usually for pre-departure testsor due to control system failure.

The control panels have the following features:

Control of pitch with proportional thrust command

Indication of pitch

Indication of drive motor current

Start/stop of drive motor and hydraulic pump motor

Indication of alarm

Operating Procedures

Before Starting the Tunnel Thruster

a) Check that power is available.

b) Start the electric driven hydraulic pump.

c) Check that no alarm exists.

d) The pitch will automatically go to zero.

Starting the Drive Motor

a) Start the drive motor.

b) Check that the drive motor has started. A lamp indicates that thedrive motor running.

c) The tunnel thruster is now ready for use.

Control Panel Selection

a) Select the control panel by pushing the ‘COMMANDREQUEST’ push-button. When the ‘IN COMMAND’ lamplights, the control panel is in command.

b) The propeller thrust can now be manoeuvred in the desireddirection by means of the control lever.

c) The propeller thrust is approximately proportional to the positionof the control lever, via the pitch curve.

Stopping the Tunnel Thruster

a) Set the control lever in ‘0’ position.

b) Stop the drive motor.

c) Stop the electrically driven hydraulic pump.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.13 Electrical Power Distribution Page 23

Pitch Control Operation

Control lever

The control lever can be rotated ±60° with click stop locations for the outputs0-1/2-1. The propeller thrust is approximately proportional to the position ofthe control lever, via the pitch curve.

The control system controls the pitch. The lever movement is transmitted to thecentral unit and fed into a function generator (FG) where the required rela-tionship between lever position and pitch command can be adjusted.

Output from the F.G. is the pitch command, which is fed to the regulator whereit is compared to the actual pitch position, (feedback signal). The pitchcorrection signal, from the load control process and the external thrustreduction, is also fed to the regulator.

If there is a difference between ordered and actual pitch, the hydraulic pitchcontrol valve is activated in order to correct the actual pitch setting until thecontrol error (difference) has disappeared.

Change from Main Bridge to Bridge Wing Control

Push the ‘Command Request/Test’ button for request of command and trans-ferring between main bridge and the bridge wing station(s). (When the drivemotor is stopped, pitch testing is possible by pushing this button).

The ‘In Command’ lamp lights, indicating when the control station in questionis ‘In Command’. (Can only be in command when the drive motor is started).

When the command is on ‘Bridge’ the command can be transferred betweenmain bridge control station and the bridge wing control station(s).

When the push button ‘Command Request’ is pushed the command is directlytransferred. The lamps ‘In Command’ indicates which station is in command.

Change from Main Bridge to ECR Control

When in Control Room control the lamp indicates ‘Control Room’ incommand.

When in Bridge control the lamp indicates ‘Bridge’ in command.

The Switch BR/ECR is used for manoeuvre station change over. WhenCommand request button is pressed on the bridge, the switch is changed to‘Bridge.’

For switching over the control between Bridge and Engine Control Room thereis a manoeuvre responsibility system.

The Engine Control Room is the master control station where the switch‘BR/ECR’ is located.

Change of Control Station from Bridge to ECR

When the switch in the control room is switched from position ‘Bridge’ toposition ‘ECR’, the command will be directly transferred from bridge to ECR.

Change of Control Station from ECR to Bridge

When the switch in control room is switched from position ‘ECR’ to position‘Bridge’ the command will not be transferred until ‘Command request’ ispushed at any of the bridge control stations. Until then no station will be incommand.

When set for ECR operation the pitch can be operated using the push buttonson the ECR panel. These act directly on the hydraulic control valves. The maincontrol system is bypassed and the control failure alarm blocked.

Load Control

The load control system prevents the drive motor from being overloaded. Thesystem measures the drive motor current, i.e. load on the drive motor. The loadsignal is compared to the Load limit parameter (Load limit 1 or Load limit 2).If the drive motor current is too high, the pitch, as well as the drive motor load,will be reduced.

To prevent mechanical damage at high speed, pitch changes, caused forexample by air in the hydraulic system, is protected by supervision of a pitchresponse overspeed.

Emergency Stop

The emergency stop push-button activates an opening contact which causes thedrive motor to stop. The drive motor running information disappears. Whenthe drive motor is stopped, the pitch is automatically reset to zero.

Drive Motor Start/Stop

In order to be able to start the drive motor, the pitch must be in zero positionand the hydraulic pump motor has to be running.

When stopping the drive motor, the drive motor running informationdisappears, causing the control system to steer the pitch to zero.

In order to be able to start the drive motor, the hydraulic pump motor must firstbe started by using the ‘Hydr. start’ push button.

If the hydraulic pump motor is stopped by using the ‘Hydr. stop’ push button,the drive motor will be stopped as well, due to lack of hydraulic pressure.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 1

Key

Fresh Water

Illustration 2.14.1a Domestic Fresh Water System

QG6

TG7

TG4

FromFresh WaterGenerator

QG2

QG3

QG4

QG5

QG10

QG39

QG11

QG35

QG1

QG10 Fresh WaterExpansion

TankEmergency

Engine CoolingF.W. Tank

BoilerWater

CoolingSample

QG9

For ExhaustGas Boiler

ToAccomodation

ToAccomodation

FromAccomodation

Upper Deck

To Inert GS and VapourCollection System& Foam System

QG13

QG17QG16QG15

To F.W Gen &F.W Fill System

To F.W.Expansion

Tank

Fresh Water Spray Fire Extinguishing

System Pump

To SeperatorRoom

To MainEngine

To AuxiliaryGenerator Room

No.2 and 4

To AuxiliaryGenerator Room

No.1

For OilFired Boiler

For EngineWorkshop

QG39

QG39

QG50

QG22

QG32

DrinkingWater

Fountain

QG39

To WashBasin

To WashBasin

To W.C

To No.1 A/E

QG32

To No.2 A/E

QG32

To No.3 A/E

To SewageTreatment System

To F.W Gen.Chemical

Dosage Tank

To Oily WaterDischarge &

Monitoring System

Stern Tube Cooling

Water Tank

Aft PeakTank

On Tank TopAft

QG39

On Tank TopForward

To BilgeSeparator

QG43

QG32

To No.1L.O. Purifier

To No.2L.O. Purifier

To A/EL.O. Purifier

QG31

QG12

QG29

To No.1F.O. Purifier

To No.2F.O. Purifier

To D.O.Purifier

QG28

QG34

QG18

QG27

QG48

QG30

QG39

For Chemical CleaningTank Of M.E. Air Cooler

Fresh WaterTank (Port)

Fresh WaterTank (Starboard)

QG38 QG14

P P

P

PS

QG49

Domestic Hot Water

Air

QG25 QG26

FromGeneral

Service Air

Fresh WaterHydrophore

Pumps

PI

Fresh WaterHydrophore

Unit

1,000 litres

PI

Calorifier

QG23

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 2

2.14 Accommodation Systems

2.14.1 Domestic Fresh Water System

Introduction

Fresh water for domestic water use is stored in two fresh water storage tanks.Each tank can supplement the other system. Both tanks are normally filledfrom the fresh water generator, but can be filled from shore if required.

Water is supplied to the fresh water system by two pumps, which pressurise thehydrophore tank. One of the pumps will be on duty with the other pump onautomatic standby. Cold sterilised fresh water is supplied under pressure to theaccommodation for domestic purposes. The hydrophore tank supplies outletsin the engine room, accommodation and deck.

Cold water is also supplied to the calorifier where it is heated for the domestichot water system. The calorifier is a thermostatically controlled vertical storageand heating vessel of 1m3 capacity, which utilises steam or electricity toprovide the heat. The electric heater is reserved for use when the steam plantis shut down or during refit. Fresh water is heated to 70°C and is thencirculated around the ship by the hot water circulating pump. By continuallycirculating the hot water around the ship, water is saved by not having to runas much water off in order to get hot water at the outlet.

Both the steam and electrical supplies are thermostatically controlled.

A separate fresh water pump supplies water to the water spray fire extinguish-ing system in the purifier and generator rooms. The pump draws water directlyfrom the fresh water storage tanks. The hydrophore system can supply thewater spray extinguishing system in an emergency.

The fresh water system supplies the following:

Water spray extinguishing system

Sanitary system

Drinking water system

Calorifier and accommodation hot water services

Main engine turbocharger cleaning

L.O. and F.O. purifier operating water systems

Inert gas fan washing

Exhaust gas boiler washing

Fresh water cooling system tanks

Chemical dosing unit

Bilge water separator

Auxiliary engine turbocharger cleaning

Main engine chemical cleaning tank

Main engine air cooler cleaning

Oil discharge monitoring equipment

Engine room services

Boiler sample cooler

Preparation for the Operation of the Domestic Fresh Water System

a) Set up the valves as shown.

Position Description Valve

Open F.W. Tank Outlet Valve QG3 or QG4

Open No.1 F.W. Supply Pump Suction Valve QG25

Open No.2 F.W. Supply Pump Suction Valve QG26

Open No.1 F.W. Supply Pump Discharge Valve

Open No.2 F.W. Supply Pump Discharge Valve

Closed Hydrophore Discharge to Fog System QG13

Closed Hydrophore Discharge to F.W. System

Open Master Valve to Accommodation Cold System QG11

Open Inlet Valve to Calorifier

Open Outlet Valve from Calorifier

Open Inlet to Hot Water Circulating Pump QG08

Open Outlet from Hot Water Circulating Pump

b) Start one F.W. supply pump.

c) Fill the hydrophore tank to about 75% capacity.

d) Stop the pump.

e) Slightly open the air inlet valve to the tank until the operatingpressure is reached.

f) Close the air supply.

g) Repeat steps (b - f) until the tank is at the operating pressure, withthe water level at about 75% full.

h) Switch one hydrophore pump to automatic operation.

i) Open the hydrophore tank outlet valve slowly until the systempressurises.

j) Start the hot water circulating pump.

k) Vent air from the calorifier.

l) Start the electric heater for calorifier.

m) Switch the other supply pump to standby.

n) Supply steam to the calorifier when steam is available.

o) Shut down the electric heater when steam is available and in use.

p) The water spray extinguishing system should now be made readyby setting the following valves:

Position Description Valve

Open F.W. Tank Outlet Valve QG3 or QG4

Open Water Fog F.W. Pump Suction Valve QG38

Open Water Fog F.W. Pump Discharge Valve QG14

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 3

Illustration 2.14.2a Domestic Refrigeration Plant System

T

Vegetable Room

T

Meat Room

Control Valve

WP TI

LPOP HP

TI

QB2

QB1

ChargingConnectionCharging

Connection

Filterand

Dryer

Open ToRelease Air

Condenser

Accumulator

No.1 Condensing UnitDPSPS

PS

Refrigerant PumpNo. 1

WPS WP TI

LPOP HP

TI

QB4

QB3

ChargingConnectionCharging

Connection

Filterand

Dryer

Open ToRelease Air

Condenser

Accumulator

No.2 Condensing UnitDPSPS

PS

Refrigerant PumpNo. 2

WPS

To and From L.T. F.W.Cooling System

To and From L.T. F.W.Cooling System

T

Refrigerant Gas

Refrigerant Liquid

Instrumentation

Thermostat

Thermostatic Expansion Valve

Oil Separator

Constant Pressure Valve

Differential Pressure Switch

Pressure Switch

Water Pressure Switch

Water Pressure

High Pressure

Low Pressure

Temperature Indicator

Oil Pressure

T

Key

L.T. Cooling Water

TI

OP

HP

DPS

PS

WPS

WP

LP

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 4

2.14.2 Domestic Refrigeration System

Introduction

Cooling for the meat room and vegetable room is provided by a directexpansion R-134 system.

The plant is automatic and consists of two compressors, two condensers andone evaporator coil in the meat room and one evaporator coil in the vegetableroom.

Air in the cold rooms is circulated through the evaporator coils by electricallydriven fans.

The meat room evaporator is equipped with a timer controlled electricdefrosting element. The frequency of defrosting is chosen by means of adefrosting relay built into the starter panel.

Under normal conditions one compressor/condenser unit is in operation, withthe other on standby, but on manual start up with all valves shut until required.

The plant is not designed for parallel operation of the two systems because ofa risk of transfer of lubricating oil between the compressors.

The compressor draws R-134 vapour from the cold room cooling coils andpumps it under pressure to the low temperature fresh water cooled condenserwhere the vapour is condensed.

The liquid refrigerant is returned through a dryer unit and filtered to the coldroom evaporators.

The compressors are protected by high pressure, low pressure and lowlubricating oil pressure cut-out switches. Each unit is also fitted with acrankcase heater.

Thermostats in each room enable a temperature regulating device to operatethe solenoid valves independently, so as to reduce the number of starts andrunning time of the compressor.

The air coolers convert the refrigerant as it expands into a super-cooled vapour,under the control of the expansion valves. This vapour is then returned to thecompressor through the non-return valves.

When all the solenoid valves at the air coolers are closed by the roomthermostats, the low-pressure switch will stop the compressor.

A back pressure controlled constant pressure valve is included in the vegetablerooms to prevent the temperature dropping too far below the normal set point,which would damage the provisions, should the inlet solenoid valve fail toclose properly.

Any leaks of refrigerant gas from the system will result in the system becomingundercharged. The symptoms of the system being undercharged will be lowsuction and discharge pressures, with the system eventually becomingineffective with bubbles appearing in the sight glass.

A side effect of low refrigerant gas charge is an apparent low lubricating oillevel in the sump. A low charge level will result in excess oil being entrappedin the circulating refrigerant, causing the level in the sump to drop.

When the system is charged to full capacity the excess oil will be separated outand returned to the sump.

During operation the level as shown in the condenser level gauge will drop. Ifthe system does become undercharged the whole system should be checked forleakage.

When required, additional refrigerant can be added through the liquid chargingline, after first venting the connection between the refrigerant bottle and thecharging connection.

The added refrigerant is dried before entering the system. Any trace ofmoisture in the refrigerant system will lead to problems with the thermostaticexpansion valve icing up and subsequent blockage.

Refrigeration Plant

Maker: Daikin Ind. LtdNo. of sets: 2Model: RHSD 5A

Operating Procedures

To Start the Refrigeration Plant

a) All stop valves (except the compressor suction) in the refrigerantline should be opened and fully back seated to prevent thepressure in the valve reaching the valve gland.

b) The crankcase heater on the compressor to be used should beswitched on at least 3 hours prior to starting the compressor.

c) Check that the oil level is correct.

d) Start up the ancillaries and pumps.

e) Open the valves for the condensation water. Check there issufficient flow.

f) Open suction valve one turn.

g) Start the compressor.

h) Continue opening suction the valve slowly taking care not toallow liquid into the compressor. Also take care to keep thesuction pressure above the cut out point.

Whilst running:

i) Check the inlet and outlet pressure gauges.

j) Check the oil level and oil pressure.

k) Check for leakages.

To put the Cooler Rooms System into Operation

a) Open the refrigerant supply to one cooler room.

b) Open the refrigerant returns from the cooler room.

c) Repeat the above for the other cooler room.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 6

Defrosting

The air cooler in the meat room is fitted with electrical defrosting, i.e.evaporator and drip trays are provided with electric heating elements. Thefrequency of defrosting is chosen by means of a defrosting relay built into thestarter panel. The defrosting sequence is as follows:

a) The compressor stops and all solenoid valves in the system close.

b) The fans in the meat room stop working but the fan in thevegetable room continues the circulation of the warm air over the coolers. In this way the cooling surfaces are kept free from ice.

c) The electric heating elements in the meat room switch on.

d) As long as the coolers are covered with ice, the melting takesnearly all of the heat supplied and the temperature of the coolerand the refrigerant is constantly kept near zero. When the ice hasmelted, the refrigerant temperature rises in the meat room. Whenthe temperature reaches the set point of the defrosting thermostat,(approximately +10°C) the heating elements are switched off.

e) The compressor starts.

f) When the coil surface temperature has gone below the freezingpoint, the fans in the meat/fish room start.

The system is now back on the refrigerating cycle again. If the defrosting is notcompleted at the expiration of the predetermined defrosting period, thedefrosting will be restarted by the timer and a new cycle will commence.

System running checks to be carried out at regular intervals:

a) Check lubricating oil levels in the crankcase.

b) Check lubricating oil pressure.

c) Check moisture indicators.

d) Suction and discharge pressure and temperature and any unusualvariations investigated.

e) Check all room temperatures and evaporation coils for any sign offrosting.

The following conditions register in the central alarm system:

Power failure

Overcurrent trip

High pressure trip

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 7

ChargingConnection

No.1 Air Conditioning

Compressor

Condenser

Open ToRelease Air

Filter andDryer

OPSHLS

AirCooler

SupplyAir duct

LP

TI

TI

HP OP

WP WPS

PI

QE73

QB16

QB17

QB18

QB19

From 7kg/cm2

Steam System

From 7kg/cm2

Steam System

From 7kg/cm2

Steam System

From 7kg/cm2

Steam System

HU

HU

ChargingConnection

No.2 Air Conditioning

Compressor

Condenser

Open ToRelease Air

Filter andDryer

OPS

OPS

HLS

HLS

AirCooler

SupplyAir duct

LP

LP

TI

TI

HP

HP

OP

OP

WP

WP

WPSWPS

PI

QE73

HU

Illustration 2.14.3a Accommodation Air Conditioning Plant

Return AirDuct

Exhaust AirDuct

Fresh AirDuct

Return AirDuct

Exhaust AirDuct

Fresh AirDuct

Thermostatic Expansion Valve

Water Pressure Gauge

Water Pressure Switch

Thermostat

Low Pressure Gauge

High pressure Gauge

Oil Pressure Gauge

High and low Pressure Switch

Oil Pressure Switch

Humidity Controller

Steam

Fresh Water Cooling

Refrigeration Gas

Refrigeration Liquid

Electrical Signal

Condensate

To and From L.T. F.W.Cooling System

To and From L.T. F.W.Cooling System

TI

TITI

PI

CondensateOutlet

CondensateOutlet

CondensateOutlet

CondensateOutlet

TI

TITI

PI

TH TH

TH

TI

TI

TI

TI

Key

Air Filter Exhaust FanExhaust Fan Air Filter

TotalHeat

Exchanger

TotalHeat

Exchanger

Air Heater

Air Heater Air Heater

Air Filter

Air Heater

Air FilterTotal HeatExchanger Unit

Condensing UnitCondensing Unit

Air Handling Unit

Air Handling Unit

Total HeatExchanger Unit

Humidifier Humidifier

Supply Fan Supply Fan Steam TrapSteam Trap

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 8

2.14.3 Accommodation Air Conditioning Plant

Maker: Namirei-Showa Co. LtdNo of sets: 2Condensing Unit Model: ACU-3713aAir Handling Unit Model: NAHEV-150Capacity: 30 m3/h per person

Introduction

The air is supplied to the accommodation by two air handling units located inthe A.C. room in the engine room. The units consists of an electrically drivenfan drawing air through the following sections:

Filter

Mixing chamber for fresh and recirculated air

Preheating coil

Humidifier nozzles

Evaporator coils

Water separator

The air is forced into the distribution trunking which supplies the accommo-dation. Air may be drawn into the system either from outside or from theaccommodation via recirculation trunking.

All cabin ventilation units have been adjusted to supply no more than themaximum air quantity assigned to the individual rooms served by the plant.Regulation of the air quantity is effected by means of the control knob on thecabin unit and adjustment is left entirely for the room occupant to choose.

With heating or cooling coils in use, the unit is designed to operate on 70%fresh air supply. The ratio of circulation air may be varied manually using thedamper in the inlet trunking.

The inlet filters are of the washable mat type and heating is provided by coilssupplied by steam from the 7 kg/cm2 system.

Cooling is provided by a direct expansion R-134A system. The plant isautomatic and consists of two compressor/condenser units supplying theevaporators contained in the accommodation air handling units.

Each condensing unit is capable of supplying 100% of the total capacityrequirement and under normal conditions one compressor will be in use.

Cooling of the air is achieved by direct expansion coils. The coils are fed withrefrigerant from the air conditioning compressor as a superheated gas which isthen passed through the condenser where it is condensed to a liquid.

The liquid R-134 is then fed, via filter drier units, to the cooling coils where itexpands under the control of the expansion valves, before being returned to thecompressor as a gas.

The compressor is fitted with an internal oil pressure activated unloadingmechanism which affords automatic starting and variable capacity control.

The compressor is protected by a high and low pressure cut-out switch and lowlubricating oil pressure trip. A crankcase heater and cooler are fitted.

Any leakage of refrigerant gas from the system will result in the systembecoming undercharged.

The symptoms of system undercharge will be low suction and dischargepressure and the system eventually becoming ineffective.

A side effect of low refrigerant gas charge is an apparent low oil level in thesump. A low charge level will result in excess oil being entrapped in thecirculating refrigerant gas, causing the level in the sump to drop.

When the system is charged to full capacity, this excess oil will be separatedout and returned to the sump.

During operation, the level as shown in the condenser level gauge will drop.

If the system does become undercharged, the whole system pipework shouldbe checked for leakage.

When required, additional gas can be added through the charging line, afterfirst venting the connection between the gas bottle and the chargingconnection.

The added refrigerant is dried before entering the system.

Any trace of moisture in the refrigerant will lead to problems with the thermo-static expansion valve icing up and subsequent blockage.

Cooling water for the condenser is supplied from the low temperature freshwater cooling system.

Operation of the Air Conditioning System

The air conditioning system is designed to run with one compressor at a timemeeting the full air conditioning load of the accommodation. Capacity control isautomatic, but for borderline temperatures capacity can be controlled manually.The other condensing unit is on standby or available for maintenance. The systemcan be crossed over by opening the common liquid and gas valves, which willallow one compressor to supply both air handling units.

Before opening the crossover valves, to prevent over charging of the system tobe used, ensure that the system to be shut down is fully pumped down.

Also, pump down the running unit before separating the two systems byclosing the crossover valves.

To Start the Ventilation System

a) Check that the air filters are clean.

b) Set the air dampers to the outside position.

c) Start the supply fans.

To Start the Air Conditioning Compressor

a) All stop valves in the refrigerant line, except the compressorsuction, should be opened and fully back seated to prevent thepressure in the valve reaching the valve gland.

b) The crankcase heater on the compressor to be used should beswitched on a few hours prior to starting the compressor.

c) Check that the oil level is correct.

d) Start up the ancillaries, pumps etc.

e) Open the valves for the condenser cooling water. Check there issufficient flow.

f) Open the compressor suction valve one turn.

g) Start the compressor.

h) Continue opening the suction valve slowly taking care not toallow liquid into the compressor. Also ensure the suction pressureis above the cut out point.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 9

Whilst Running:

a) Check the inlet and outlet pressure gauges.

b) Check the oil level and oil pressure.

c) Check for leakages.

Compressor - Running Checks

a) The lubricating oil pressure should be checked daily.

b) The oil level in the crankcase should be checked daily.

c) The suction and discharge pressure should be checked daily.

d) The temperature of oil, suction and discharge gasses should bechecked daily, together with the motor bearing temperatures.

e) A daily check should be kept on any undue leakage at the shaftseal.

To Stop the Compressor for Short Periods

a) Close the condenser liquid outlet valve and the outlet from thefilter.

b) Allow the compressor to pump out the system so that the lowlevel pressure cut-out operates.

c) Isolate the compressor motor.

d) Close the compressor suction valve.

e) Close the compressor discharge valve.

f) Close the inlet and outlet valves on the cooling water to thecondenser.

g) Close the inlet valves on the cooling water to the oil cooler.

h) Switch on the crankcase heater.

To Shut Down the Compressor for a Prolonged Period

If the cooling system is to be shut down for a prolonged period, it is advisableto pump down the system and isolate the refrigerant gas charge in thecondenser.

Leaving the system with full refrigerant pressure in the lines increases thetendency to lose charge through the shaft seal.

a) Shut the liquid outlet valve on the condenser and the outlet fromthe filter.

b) Run the compressor until the low pressure cut-out operates.

c) After a period of time the suction pressure may rise in which casethe compressor should be allowed to pump down again until thesuction pressure remains low.

d) Shut the compressor suction and discharge valves.

e) Close the inlet and outlet valves on the cooling water to thecondenser.

f) Close the inlet and outlet valves on the cooling water to the oilcooler.

g) The compressor discharge valve should be marked closed and thecompressor motor isolated to prevent possible damage.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 10

2.14.4 Miscellaneous Air Conditioning Units

Package air conditioning units are provided to supply the following spaces:

Engine control room

Workshop

They are all self-contained, comprising a fan, compressor, refrigerant circuit,filters and controls. They are and on an external cooling water supply.

Maker: Carrier CorporationModel: 90 MA 308-611 R134aNo. of sets: 1

Procedure for the Operation of the Package Air Conditioning Units

Starting

a) Switch on the crankcase heater for approximately 24 hours beforeoperation.

b) Open the condenser refrigerant inlet and outlet valves.

c) Open the condenser cooling water inlet and outlet valves.

d) Check for any signs of leakage of refrigerant and lubricating oil.

e) Ensure that the air filter is clean.

f) Switch off the crankcase oil heater.

g) Set the change over switch to COOL.

h) Start the fan.

i) Operate the start switch.

Shutting Down

a) Close the condenser refrigerant outlet valve.

b) Allow the compressor to shut down on the low suction pressuretrip.

c) Stop the compressor.

d) Close the condenser refrigerant inlet valve.

e) Close the condenser cooling water inlet and outlet valves.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 11

Illustration 2.14.5a Sewage Treatment System

Key

Sewage Pipes

RD13RD12

BilgeTank

RD15RD14

RD19Discharge

Pump

RD20

RD24

RD23

B. W. L.

RD16RD11

RD6

R18

RD4

RD2

OilTrap

WasteWater

KitchenWater

SewageWater

HospitalWater

WasteWater

SewageWater

RD81RD10

SewageTreatment

Plant

From F.W. Service System

RD3

RD5

RD7

RD9

RD17

Engine Room W.C.

Upper DeckUpper Deck

Air

From Accommodation Sewage From Accommodation Sewage

From General ServiceAir System

Domestic Fresh Water

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 12

2.14.5 Sewage Treatment System

Maker: Lu Zhou - Hamworthy

Basic Description and Operation

The sewage treatment plant is a tank, divided into three compartments:

1. Aeration compartment

The incoming sewage enters the aeration compartment, where it is digested byaerobic bacteria and micro-organisms. This is assisted by the addition ofatmospheric oxygen delivered by the compressors. The resulting CO2 isemitted through the vent pipe and the water and bacteria cells are displacedinto the settling compartment.

2. Settling compartment

Here the bacteria settle out and are returned to the aeration compartment viathe airlift tube. The tube takes its supply from the bottom of the compartment,via a visual pipe, which allows a check to be made on the returning sludge. Thesloping sides prevent the settled sludge from accumulating and help direct it tothe suction side of the air lift. The effluent enters the compartment through afilter and stilling chamber. It rises through the clarifier before discharging intothe chlorine compartment through a weir at the top of the clarifier. A surfaceskimmer is provided to skim off and return surface debris back to the aerationcompartment.

3. Chlorine contact compartment

The effluent is stored in this compartment to allow time for the chlorine to killoff any harmful bacteria. This is achieved by chlorine tablets being added intotwo tubes with the effluent passing over them. The effluent absorbs therequired amount of chlorine before flowing into the chlorine contact tank,where it is finally discharged overboard.

The discharge may be controlled manually or automatically. The controlequipment includes facilities for high level control and alarm functions usingsignals from float switches fitted in the treatment tank.

The contents of the tank can be discharged:

By level switches

Manually

Level Switch Operation

If the discharge mode selector switch is set to the ‘AUTO’ position, the pumpwill start when the high level switch is activated and stop when the low-levelswitch is activated.

Manual Operation

If discharge is required below the low-level switch position, the pump can bestarted manually by setting the mode selector switch to ‘HAND’ and pushingthe start button. Discharge will continue until the low-level switch is activated,or until the pump is manually stopped.

! CAUTIONRunning the pump dry will damage the pump.

Alarms

A high-level alarm is activated if the high-level switch is not reset within a setperiod of time of it being activated.

A thermal relay alarm will indicate overcurrent in the pump motor.

! CAUTIONDischarge overboard should not take place within 12 nautical miles of thecoast.

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 13

Garbage Management Plan

Garbage Management Plan For Maersk

Cabin Garbage and Public RoomShip Operational Garbage

Deck

1. Plastic2. Floating dunnage3. Lining/packing materials4. Paper, rags, glass, metal, bottles, etc.5. Oily rags6. Solid oily waste7. Waste oil

Engine Room

1. Plastic2. Floating dunnage3. Lining/packing materials4. Paper, rags, glass, metal, bottles, etc.5. Oily rags6. Solid oily waste7. Waste oil

Separation

Generated garbageseparated at source into themarked receptacles by theoccupants/users

Separation

Generated garbageseparated at source into themarked receptacles by theoccupants/users

Location ofreceptacles Collected by

BridgeRadio roomC.C.R.LaundryDeck stores

4-8 GP14-8 GP14-8 GP1GP2GP2

Location ofreceptacles Collected by

Work shopE.C.R.Engine Store E/R Decks

MotormanMotormanMotormanMotorman

Location ofreceptacles Collected by

CabinCleaning gearLkr on A&C-DkConf. roomOff. smoking

roomInfirmary

2/Cook

2/Cook2/Cook2/Cook

2/Cook

Location ofreceptacles

Collectedby

CabinCleaning gear Lk. on upp.&B-DkCrew smoking roomSuez roomGymnasium

Occupant

GP2GP2

GP2GP2

Separation

Generated garbageseparated at source into themarked receptacles by theoccupants/users

Separation

Generated garbageseparated at source into themarked receptacles by theoccupants/users

Storage

WATER TIGHT GARBAGE ROOMLOCATED: ON UPP. DECK AFT

The collected garbage to be broughtevery morning to the garbage room

as per designated duties for storage.

Officers

1. Plastic2. Paper, rags, glass, bottles, metal, etc.

Crew

1. Plastic2. Paper, rags, glass, bottles, metal, etc.

Galley and Messroom Garbage

Location ofreceptacles Collected by

Inside galleyOfficers messCrew Mess

2/Cook2/CookGP2

Location ofreceptacles Collected by

Inside Store 2/Cook

Separation

Generated garbageseparated at source into themarked receptacles by theChief Cook

Separation

Generated garbageseparated at source into themarked receptacles by theChief Cook & 2/Cook

Chief cook will check withthe bridge if vessel is morethan 12 miles from nearestland.

Storage

WATER TIGHT GARBAGE ROOMLOCATED : ON UPP. DECK AFTThe collected garbage to be broughtevery morning and evening to the garbage room as per designated dutiesfor storage.

Galley Stores

1. Plastic2. Packing material3. Paper, glass, bottles, metal, etc.

Galley & Messroom

1. Food waste2. Plastics3. Packing material4. Paper, glass, bottles, metals, etc.

Processing of Food Waste

Food waste will be processedusing chafe cutter or disposerand will be disposed to thesea. Chief Cook is responsiblefor the operation of theDISPOSER located in thegalley.

Yes

To Sea

No

Rita Mærsk Machinery Operating Manual

Issue: 1 2.14 Accommodation System Page 14

Garbage Management Plan

Storing Garbage In Garbage Room (Located On Upper Deck Aft)

Sea Disposal

By GP2

1. Under the supervision of C/O2. Obtained permission from Bridge3. All Disposals to be recorded in the garbage log

Disposal To Shore Facility

By GP2 and assisted by GP1

1. Under the supervision of C/O2. All Disposals to be recorded in the garbage log

Collected By

GP2 & GP1Under supervisionof C/O and taken

to incinerator.

Incineration

Under supervisionof 2/E.

Generated ashbrought to storagearea and kept inyellow receptaclefor sea disposal byMotorman.

Red Receptacle

For incineration

Blue Receptacle

For sea disposal>25 nm

outside special area

Yellow Receptacle

For sea disposal>25 nm

outside special area

Black Receptacle

For landing ashore

Green Receptacle

Food wastefor sea disposal

>25 nmoutside special area

To Sea To land ashore

Examples

1. Plastic2. Burnable dunnage3. Paper, rags, etc4. Oily rags5. Solid oily waste6. Waste oil

Examples

1. Paint2. Chemicals3. Oil soaked material

Examples

1. Floating dunnage2. Lining3. Packing materials

Examples

1. Paper, rags, glass, metal, bottles, crockery & similar refuse2. Incinerator ash

Examples

1. Food waste

Rita Mærsk Machinery Operating Manual

Issue: 1 2.15 Inert Gas (Top-up System) Generator Page 1

P P

Illustration 2.15.1a Inert Gas Generator In Engine Room

PI PI

PI

TI TZA

TI TZA

PIC

PIC

PC

PIPI

TI

PT

PZA

LZA

PZAPZAPI

PZA

PZA

PZA

PI

QTF1

PIC

QIR

QIR

B.W.L.

B.W.L.

To and FromFresh Water

SystemIn E/R

BN14

BN72

L19

BN15

BN5BN6

CombustionChamber

Main Burner

Pilo

t Bur

ner

Connection AsSmooth As Possible

No.2 BlowerNo.1 Blower

PP

Fuel OilUnit

BN8

Open DeckOpen Deck

From F.O.TransferSystem

I.G.G.D.O. Tank(4.3m3)

To C.W.System

BN16

From ControlAir System

PZA

ToAtmosphere

N2O2

From S.W.Cooling System

To DeckSystem

BN64BN30

In Funnel

P

S

From 7 kg/cm2

Steam System

Condensate ToAtmosphericCondenser

BN12

No.6W.B.T.

(S)

Key

Dom. Fresh Water

Sea Water

Fuel Oil

Air

Inert Gas

Saturated Steam

CondensateQA16QA39 QA26

QA17

Sea WaterMain Pipe

From BilgeBallast

I.G. ScrubberPump

(280 m3)

QA18

Rita Mærsk Machinery Operating Manual

Issue: 1 2.15 Inert Gas (Top-up System) Generator Page 2

2.15 Inert Gas (Top-up System) Generator

2.15.1 Inert Gas Generator

The inert gas plant, installed in the engine room, produces inert gas which isused to provide a gas explosion protection system for the cargo oil tanks andslop tanks. This is achieved by maintaining a slight over-pressure in the tanksat all times.

When products are carried, the respective tanks would normally be blanked offfrom the I.G. system

Whilst discharging the cargo, liquid pumped out of the tanks is replaced byinert gas. At all times, pressure of the inert gas in the tanks is maintainedslightly above atmospheric pressure.

The operating principle is based on the combustion of a low sulphur contentfuel and the cleaning and drying of the exhaust gases.

The inert gas plant includes an inert gas generator, a scrubbing tower unit,blowers, an effluent water seal, a fuel injection unit, deck seal and an instru-mentation / control system.

Manufacturer: Smit Sinus Gas Systems B.V.

Inert gas delivery rate (m3/h): 3,750

Inert gas composition (% vol) O2: 0.5

Inert gas composition CO2: 14%

Inert gas composition CO (max): 100ppm

Inert gas composition NOx (max): 65ppm

Inert gas composition SO2 (max): 2ppm

Nitrogen balance to 100%:

Inert gas composition 'soot' : Bacharach 0

The inert gas plant is locally operated.

Working Principle

Inert gas is produced by the combustion of diesel oil supplied by the diesel oilpump and air provided by blowers, taking place in the combustion chamber ofthe inert gas generator.

Good combustion is essential for the production of a good quality soot free lowoxygen inert gas.

The products of the combustion are mainly carbon dioxide, water and smallquantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. Thenitrogen content is generally unchanged during the combustion process and theinert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide.

Initially, the hot combustion gases produced are cooled indirectly in thecombustion chamber by a sea water jacket. Thereafter, cooling of the gasesmainly occurs in the scrubber section of the generator, where the sulphuroxides are washed out. The sea water for the Inert Gas Generator is suppliedfrom the sea water cooling system.

Before delivery out of the generator, water droplets and trapped moisture areseparated from the inert gases by a demister. The inert gas is supplied to deckvia a deck water seal.

The Inert Gas System can supply fresh air instead of inert gas with the samecapacity.

Burner Description

The combustion air is supplied to the main burner by two blowers, eachsupplying 50% of the total capacity of the generator. The quantity ofcombustion air to the burner can be manually adjusted by a regulating valve inthe excess air discharge line.

Fuel (M.D.O.) is supplied at a constant pressure by the gas oil electric pumpwhich has a built-in pressure overflow valve.

Before ignition or start up of the unit, and with the pump running, all the fuelis pumped back via the fuel oil overflow valve. This valve also serves toregulate the delivery pressure of the pump.

The fuel oil flows to the nozzle of the main burner via two solenoid valves andtwo fuel oil regulating valves.

A programme switch in the local control panel regulates one of the solenoidvalves which operates the pilot burner and initial firing.

The main burner is ignited by a pilot burner. The main fuel oil burner is of thehigh-pressure steam assisted atomising type. The fuel is directed to the burnerorifice through tangential slots which ensure that the fuel leaves the burner asa thin rotating membrane which is atomised just after the nozzle.

Steam is supplied to the atomising ring which is fitted to the end of the burnergun and imparts a tangential flow into the oil stream thus ensuring a ultra-finedispersion of the fuel oil. In this manner good combustion is guaranteed withno formation of soot.

2.15.2 Operation

a) Open all valves for utilities (sea water, fuel, etc.).

b) Supply electrical power to the inert gas generator panel.

c) The generator is started by operating the start button. Thecomplete starting process is fully programmed and safetyinterlocked.

d) The purge line is open when the generator is started and willremain open until the oxygen content drops to within requiredlimits. At this point the supply to deck valve will open and thepurge valve will close.

The starting program runs as follows:

a) The blower purges the system with air before the pilot burner isignited by the spark plug.

b) The pilot burner is ignited. As soon as the flame is detected themain burner is started.

c) After flame detection of the main burner and flame stabilisation,the pilot burner is shut down.

d) After 4 minutes of purging, the delivery line is opened and thepurge line closed - provided that the oxygen content is correct. Ifnot, the purge line remains open until the correct fuel/air ratio hasbeen set and the correct oxygen content is obtained.

For long standstill periods it is recommended to purge the sea water coolingsystem is purged with fresh water.

To allow for a remote stop of the generator, an extra contact is available in thecontrol panel for connection to the ship's main control room.

2.15.3 Maintenance

a) The use of blowers and deck seal sea water supply pumps shouldbe alternated on a regular basis.

b) Check the calibration of the oxygen analyser before use.

c) The sootblower for the boiler uptake valve should be operatedbefore opening the uptake valves. The manual steam valve to therequired uptake valve should be opened prior to this operation.The ‘Push to Clean’ button is pressed. The manual steam supplyvalve is then closed after the operation.

d) The blowers should be water washed at shut down to preventbuild up of solids on the impeller. Prior to this operation the drainvalve is opened and the flexible hose is connected. When theblower motor receives the stop signal, open the water supply tothe blower while the fan is running down. On completion, thefresh water valve is closed and the flexible hose disconnected.

Part 3Main Machinery Control

Rita Mærsk Machinery Operating Manual

Issue: 1 3.1 Integrated Management System Page 1

Alarm

Alarm

Rotating Light

Horn

Stop Horn

yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 12yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 11yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 10yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 09

UCS119

UCS118

UCS121

UCS120

UCS123

UCS122

UCS125

UCS124

UCS127

UCS126

UCS50

24VdcUCS51

24VdcUCS52

24VdcUCS53

24Vdc

GOS

GOS Box

UCS651

UCS650UCS654/5

UCS589UCS588

220Voc

Illustration 3.1.1a Integrated Management System Layout

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

W/H Console

BAP Bridge

yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 08yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 07yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 06yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 05yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 04yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 03yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 02yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 01

Accommodation Area

UCS107

UCS106

UCS109

UCS108

UCS111

UCS110

UCS113

UCS112

UCS115

UCS114

UCS117

UCS116

UCS45

UCS54

UCS128 UCS129

UCS104

UCS105

24Vdc

UCS44

24Vdc

UCS43

24Vdc

UCS42

24Vdc

UCS46

24VdcUCS47

24VdcUCS48

24VdcUCS49

24Vdc

Engine Control Room

UCS 02 A,B,C,D

24Vdc

UCS 01 A,B,C,D

24Vdc

UCS810

UCS811

UCS711 UCS710

UCS701

UCS700

UCS812

UCS101

UCS100

UCS131

UCS130

UCS202/3. 500/1

UCS41 24Vdc

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

BAP - ECR

UCS41 24Vdc

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

BAP - ECR

24Vdc

UCS656

GOS

GOS Box

UCS631

UCS610UCS614/5

UCS581UCS580

220Voc

UCS616

UCS582/583

GOS

GOS Box

UCS631

UCS630

UCS586

UCS587

UCS634/5

220Voc

UCS636

GOS

GOS Box

UCS641

UCS60UCS644/5

220Voc

Chief Engineers Office

Cargo Control Room

Engine Control Room

UCS646

Gamma Outstation No 2

Gamma Outstation No 1220Vac

220Vac

UCS586UCS587

Rita Mærsk Machinery Operating Manual

Issue: 1 3.1 Integrated Management System Page 2

3.1 Integrated Management System

3.1.1. System Overview

Maker: Lyngso Marine

Main System Components

The machinery monitoring, alarm and control system can be divided into fourgroups:

DPS 2100 Main engine remote control and safety system

DMS 2100 Bridge manoeuvring system

UCS 2100 Universal alarm, monitoring and control system

PMS 2100 Power management system

The DPS and DMS 2100 systems are described in detail in section 2.1.2, MainEngine Manoeuvring Control.

The UCS and PMS systems are grouped by the manufacturer under the systemtitle: ‘UMS/UCS2100 Universal Alarm, Monitoring and Control System’ TheUMS system is basically the alarm system and the UCS system is the controland monitoring system.

The systems are all interconnected using an RS485 data bus, any alarms on asystem group will sound common alarms according to the mode selected(UMS etc) at the designated control position.

UMS 2100 System Overview

The system is formed by a number of standard hardware units as shown inIllustration 3.1.1a.

Outstations with Local Operator Panels

Basic Alarm Panels

Accommodation Alarm Panels

Extended Alarm Display

Alarm / Log printer

The outstation is equipped with a Gamma computer which handles thefunctions of the alarm detection, and additionally one of the outstationscontrols the alarm panels (Basic Alarm Panels and Accommodation AlarmPanels). The outstation is supplied with Local Operator Panels, which providethe operator with alarm information directly on the front of the outstation.

The basic alarm panel is normally installed on the bridge and in the enginecontrol room. It provides the operator with all the necessary facilities for useof the alarm system including alarm acknowledge, duty engineer selection,control of printer etc.

The Accommodation Alarm Panel is normally installed in the cabins of theduty engineers/officers and in the public rooms. The accommodation alarmpanel is used for alarm signaling and duty call of crew members etc. in theaccommodation areas.

The Extended Alarm Display is used together with the Basic Alarm Panel toextend the amount of information to be displayed simultaneously. (In theUniversal Control System UCS 2100, the function of the Extended AlarmDisplay is an integrated part of the Graphics Operator Station GOS).

The Alarm/Log Printers are used for printing the different logs and reports.This system contains Alarm Panels which allow remote alarm annunciation atthe bridge, at the engineers cabins and in the public rooms. A printer whichlogs all the alarms and events is connected to the system.

As the system is selected for ‘unmanned machinery space’ it will sound anaudible alarm in the cabin of the engineer who has been selected on duty, aswell as in the public rooms, enabling the duty engineer to move freely betweenany of these locations and still be sure to receive the alarm. To acknowledgethe alarm, the Duty Engineer must go to the Engine Control Room. The systemcontains extended alarm displays which present more information, giving theoperator an improved overview.

UCS 2100 Control System

This system offers an overview of alarm, control and monitoring information.The information is presented in graphic form at the Graphic Operator Stations(GOS) See 3.1.1a for system layout and location of GOS.

The UCS 2100 Control System provides the operator with an enhancedoverview and operator facilities. It has facilities for displaying logged data andcan be used to generate reports based upon this data. Reports, trend, and screenpictures can be printed on request. The system controls automatic andsequential restart of pumps and fans, control of temperature controllers andpower management of the diesel generators.

Integrated with the UMS 2100 Alarm System, the UCS 2100 Control Systemwill offer the standard facility to display alarm information together with thecontrol and monitoring information. The two systems are allocated the sameGamma computer hardware modules reducing the overall costs andminimising the use of I/O channels and cabling costs.

The System Configuration is as follows:

A Graphic Operator Station on the bridge, general office, mainswitchboard room, and ECR (x2).

A basic alarm panel on the bridge, main switchboard room andECR.

An accommodation alarm panel fitted in all the engineers’ cabinsand public rooms.

An alarm printer and log printer in the ECR.

Two Gamma outstations in the ECR.

The controlled machinery components are operated from control pictures, allwith graphic representations of the controlled machinery components.

An interactive interface with pull-down menus and clear indications of theactual state of the machinery component is used. Alarms related to thecontrolled machinery components are visualised just beside the graphicsymbol for the machinery component. The actual state of the alarm is clearlyindicated (normal/cut-out/alarm).

The Graphic Operator Stations log all commands to, and condition changesfrom, the machinery. It also logs the change of set-points to the temperaturecontrollers. The events are stored in a cyclic event log containing all eventsoccurred during the last 24 hours. The event log is readable on the screen ofthe Graphic Operator Stations and can be printed on request.

The Graphic Operator Stations logs all of the supervised analog values. Thevalues are stored continuously for a period covering the previous eight hours.All changes are detected and stored. Additionally, the values are also stored asone minute mean values for a period covering the last month.

Generator and Power Management System

This is comprised of the power management system and diesel starter controlsystem. The diesel starter control system controls the following functions:

Manual stop/start of the generators

Engine safety/shutdown system

Selection/control of standby generator

Blackout recovery

Pre-lubrication of engines

H.F.O./D.O. change over

The power management system controls the following functions:

Semi/fully automatic mode control

Synchronising

Frequency control

Start of standby generator at low frequency or low voltage

Heavy consumer control

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Ball

Left Button

Used To Move

Cursor

Used To Select Diagrams

And Objects

Trackball Unit

Function Keys

Used To Acknowledge And

Open 'Display Channel'

Dialogues

Not Used

F1

F2

F3

F4

Help

Alarm List

Group Overview

Group Display

F5

F6

F7

F8

Additional List

Event Log

Trend Log

Display Channel

F9

F10

F11

F12

Bar graph

Menu

Stop Horn

Acknowledge Alarm

F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12

Bridge

Chief Engineer's Office

Cargo Control Room

Engine Control Room

Illustration 3.1.2a Operator Stations

yngso MarineL

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PMS Operation Modes

The ship’s electrical power plant can be operated in several different modes:

Local control

Manual control of auxiliary engine

Diesel Starter with Blackout Start

PMS Semi-Automatic Mode

PMS Automatic Mode

Local Control

In local control there is no PMS operation at all. When the auxiliary enginelocal control is selected for a generator set the engine is operated locally andthe main breaker is operated from the MSB. The diesel generator local controlis selected by means of the local/remote blocking switch on the auxiliaryengine control panel at the engine.

Manual Control

In manual control, manual start/stop of the auxiliary engine from the GraphicOperator Stations is available but closing of the main breaker is limited to anautomatic blackout start situation. When the auxiliary engine is in remotecontrol and main breaker manual control is selected for a generator set, thediesel starter can start and stop the auxiliary engine in question, but onlystart/stop; no synchronising or any other functions are carried out. The mainbreaker is manually operated from the MSB. The diesel generator manualoperation is selected by means of the manual/auto selector switch for eachgenerator on the main switchboard.

Semi-Automatic Mode

The PMS modes, which always include the Diesel Start and Blackout Startfunctions, can be used for either operator supervised ‘Semi-Automatic’ remotecontrol or for unmanned full ‘Automatic’ control of the ship’s electrical powerplant. The PMS is changed between the two PMS modes from the GraphicOperator Stations.

In the Semi-Automatic Mode, the PMS acts as a remote control station, wherethe automatic controls are those of blackout start, frequency control, loadsharing, start/synchronising control and disconnection of a generator when theoperator enters a start or stop order from the Graphic Operator Stations. Agenerator cannot be connected or disconnected by the PMS automatically.

If the operator wants to stop an on-line PMS controlled diesel generator, thiscan be done from the Graphic Operator Stations. Stopping means unloading,switching off-line and stopping the diesel generator.

Heavy consumers will be allowed to start if enough available power is present,otherwise they will be blocked from starting.

PMS Automatic Mode

In Automatic Mode the PMS will perform the functions from the Semi-Automatic Mode extended with load dependent start/stop, start of standbydiesel generator at shutdown pre-warning alarm of an on-line diesel generator,and control of heavy consumers etc.

In Automatic Mode, the PMS can connect and disconnect the generators auto-matically to and from the MSB. This may be initiated by load-dependentstart/stop, or from a shutdown pre-warning. The load-dependent heavyconsumer start facility may involve standby diesel generator start andacceptance or rejection of heavy consumer start request.

Frequency control and load-sharing between all on-line PMS controlled dieselgenerators are also part of the Automatic Mode. A diesel generator can beremoved from the automatic start/stop sequence by switching it to local ormanual control mode.

A diesel generator can be stopped without changing its mode, by changing thepriority, so that the on-line diesel generator is given a lower priority. The PMSwill then automatically start a diesel generator with higher priority and stop theone with the lower priority. In the same way, starting a stopped PMS controlleddiesel generator can be done by changing its priority to a higher priority.

If the PMS control mode is changed from local, manual, or semi-automatic toautomatic mode, the PMS will automatically update the plant, so the dieselgenerators with the highest priority are on-line to the MSB.

Start of the pre-selected standby diesel generator and connection of the mainbreaker after blackout is handled by the PMS, independent of the actual mode.

3.1.2. Operator Stations

The Graphic Operator Station is basically a personal computer approved formarine use. The various displays feature a wide range of machinerycomponents made up of standard function blocks. The blocks are acombination of graphical symbols and corresponding control programs andinclude a process interface and a man/machine interface.

Operation is by using the tracker ball device to control the position of a cursorand pointing at a symbol. The activation push button (left) will then activate apop up menu of available commands. The right button will acknowledge andopen ‘display channel’ dialogue.

They also have facilities for the display of logged data as trend curves and theycan be used to generate reports. These reports, trend curves and screen picturescan be printed on request.

Besides operation and graphics indication of the UCS 2100 Control System,the Graphic Operator Stations have the facility to display information such aslists for alarms, cut-outs, analog values, and alarm limits.

Alarm System

Alarms relative to the controlled machinery are displayed on the correspond-ing pictures with an indication of the alarm state and the cut-out state. A steadyred square indicates an acknowledged alarm, a flashing red square indicates anunacknowledged alarm and a light blue square indicates a cut-out. By pointingand clicking on the square the actual process state can be read. When an alarmoccurs, the label for the relevant system flashes on the overview display

In the alarm list, the overview of all the present machinery alarms, cut outs andsystem failures can be seen.

Operation from the Graphic Operator Stations

To operate a machinery component the operator activates the symbol of thatspecific component by pointing and clicking. The desired command is chosenfrom the pop up menu. from the diagrams on illustration 3.1.2a the operationof starting a fuel pump (fuel pump No.1) can be seen.

a) From the overview menu the operator selects FUEL OILSUPPLY by pointing and clicking.

b) From the fuel oil supply display the operator can assess thecurrent status of pump No.1. The symbol is green for running,magenta for stopped, red for blocked or ‘I’ for interlocked. Thealarm status square is also situated here.

c) By clicking on the symbol, the pump I.D. and command optionsare displayed.

d) By clicking on MASTER START, the pump is started. (For safetyreasons only one GOS can operate on one symbol).

e) The pop up menu disappears and the symbol on the displaychanges to RUNNING.

Alarm Handling from Graphic Operator Stations

Acknowledgment of alarms is carried out at the alarm watch station and mustbe preceded by silencing the alarm horn by pressing the STOP HORN functionkey on the keyboard. The oldest unacknowledged alarm is always on displayin the header. Acknowledgment is by pressing the ACKNOWLEDGE functionkey. Alarms from the alarm list can be acknowledged by pointing and clickingusing the tracker ball.

Acknowledgment of alarms can also be made from within the correspondingcontrol picture where the alarm indication is displayed by pointing to theflashing red symbol and clicking.

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Issue: 1 3.1 Integrated Management System Page 5

File Edit View User Programs Area Diagram Graph Window HelpUCS 2100 UTC 06/01/99 14:52:24

Alarms:

Manual Suppress:

Unack'ed Alarms:

Oldest Unack. Alarm:

M.E. Shutdown Alarms

M.E. Slowdown Alarms

Main Engine

Aux. Engine

Engine Room Bilge Alarms

Essential Alarm

Non Essential Alarms

Reefer Alarms

Manoeuvring Alarms

Systems Failures

PCS: Slowdown

PCS: Shutdown

PCS: Misch.

CPP Control

Thermometer

Fuel Supply

Lub.Oil System

Cooling System

Bilge System

Ballast System

Boiler System

Compressed Air Systems

Fuel Oil System

Lub.oil System

Cooling System

Bilge System

Ballast System

Boiler system

Compressed Air System

Main Engine 1 Overview

Main Engine 2 Overview

Power Management System

Fire System, Overview

Main Menu

Alarm Groups Standard Function Blocks Custom Mimics

20TIA003 M.E. EXHAUST GAS CYLINDER 3 LOW ALARM NORM

Watch:

Duty:

Backup:

ECR

CHIEF ENGINEER

1'ST ENGINEER

ATTENDED14

0

0

yngso MarineL

GOS Startup Screen

Mimic Diagram

Illustration 3.1.3a Screen Displays

(Main) ME Oil Supply

6

4

2

0

DOSERVICE TANK

4.7m3

m3

1086420

HFOSERVICE TANK 1

8.3m3

m3

1086420

HFOSERVICE TANK 2

4.5m3

m3

4.2 bar

7.4 bar

MasterStandby

StandbyMaster

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Alarm Handling Operations

The following is a description on carrying out the most common alarmhandling tasks:

Open alarm list

a) Left click ALARM LIST button in the header.

b) Press F2 function key.

c) Left click on DIAGRAM in the menu bar, select ALARM LISTfrom drop down menu.

Open lists for cut outs, simulation, sensor fail or device fail

a) Left click ADD. LIST button in the header.

b) Press F5 function key.

c) Left click on DIAGRAM in the menu bar, select ADD. LIST fromdrop down menu.

Open Alarm Group Diagram

Most important alarm lists are listed in the main menu and are opened by leftclicking on the group title text label. If the group name is not shown:

a) Left click on DIAGRAM in the menu bar.

b) Select ALARM GROUP from the drop down menu.

c) Press F4 function key.

d) Select alarm group from the drop down menu.

e) Left click on OK button.

Stop Horn

a) Left click STOP HORN button in the header.

b) Press F11 function key.

c) Press STOP HORN key on basic alarm panel.

Acknowledge oldest unacknowledged alarm

a) Left click ACKN. button in the header.

b) Press F12 function key.

Acknowledge alarms

a) Right click anywhere on the alarm line, left click onACKNOWLEDGE on the drop down menu.

b) Left click anywhere on the alarm line, select alarm andacknowledge by left clicking on the ! icon.

Unacknowledged alarm within a mimic diagram

a) Right click on the icon in alarm, left click on ACKNOWLEDGEon the drop down menu.

Unacknowledged alarm within a display channel diagram

a) Left click on the ! icon.

Reports and Data Collection Logging

Daily, monthly and yearly reports are available as standard based oncompressed data from the log. To generate a daily report the data is compressedfurther to provide values for each hour. Detailed reports show the 60 values foreach hour plus the total values for a day. Reports can be printed out on requestor at specified times. Other reports may be user configured. Data may also beexported in DIF file format for analysis using other PC applications.

Analogue and binary parameters may be logged on the GOS hard drive forlater analysis. All condition changes of parameters and values, defined to belogged, covering the previous 24 hours, are stored for 30 days.

Event Log

Main Events such as running feedback signals from motors and engines can beautomatically logged on the alarm and event log printer, to give the operator acomplete machinery log. All events, such as commands and feedback changes,may also be logged on the Graphic Operator Stations hard-disk. The log isaccessible on the Graphic Operator Stations and may be printed on a printer,either on request as a report or continuously.

The commands are only included in the log on the specific Graphic OperatorStations from which the command is actually activated.

Printers and Screen Dumps

Two printers can be connected to each Graphic Operator Station:

One Graphics Printer in colour or black and white for:

Hard copy of the total screen including all windows

Hard copy of the active window of the screen

Hard copy of trend curves

One Text Printer in black and white for:

Daily, monthly and yearly reports

Trend values in tabulating form

Status print-outs for a picture/system

(System documentation)

Event log

The Alarms and Main Events are printed on the text printer directly connectedto a Gamma computer, which is related to the UMS 2100 alarm handlingfunction of the system.

The Thermometer (relative measuring system)

The thermometer function is a relative measurement system for supervision of,for example, the exhaust gas temperatures of the main engine cylinders withindividual alarms for high temperature, high mean value and an alarm for largedeviations from the mean value. The display presentation includes an overviewdiagram for all of the cylinders and two graph-diagrams each presenting up tofive cylinder temperatures.

The thermometer picture can be selected either by the key-board function keyor from the Diagrams menu.

3.1.3. Screen Displays

The display of the Graphic Operator Stations is divided into two parts: a headerwindow and a selectable working area window which will be a controloverview or an alarm list. The menu bar and header with status information arealways present. For enhanced safety the header constantly displays the mostessential information from the alarm system, independent of the actual controlassignment, such as:

Oldest unacknowledged alarm

Number of present and unacknowledged alarms

Number of present cut-outs (inhibited alarm channels)

Actual watch station, duty officer and backup officer

Date and time

Below the header, pictures with symbolic representation of the control objectsenable remote control of the controlled machinery components and group ofmachinery components. Control is easily carried out by using the point-out andpop-up menus. The alarm information is clearly indicated by means of agraphic alarm symbol placed close to the symbol for the machinerycomponent.

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Issue: 1 3.1 Integrated Management System Page 7

ID

Entry 1-13 of 13

M_TO_G2

PANEL 2

PANEL 3

PANEL 5

PANEL 6

SN1TO2

201C001

60XA001

20SIAH02

20WIAH01

70XA231

28PIC001

35TIA033

28PIC005

70XA232

MASTER ALARM NET TO GAMMA 2

MASTER TO BRIDGE

MASTER TO 1'ST ENGINEER

MASTER TO CAPTAIN

MASTER TO OFFICER'S MESS

GAMMA 1:STL NET TO GAMMA 2

F.W.E.

AUX. ENGINE 1 SHUTDOWN

M.E. RPM COMMAND

M.E. POWER

FIRE ALARM 1

M.E. START AIR PRESSURE

M.E. LUB.OIL TEMPERATURE

M.E. SERVICE AIR PRESSURE

FIRE ALARM 2

ALM

ALM

ALM

ALM

ALM

ALM

ALM

ALM

FAIL

FAIL

ALM

NORM

ALM

ALM

NORM

COMM. ERR

COMM. ERR

COMM. ERR

COMM. ERR

COMM. ERR

COMM. ERR

HARBOUR

SHUT DOWN

SENS FAIL

SENS FAIL

ALARM

NORMAL

HIGH HIGH

LOW PRESS

NORMAL

+15 -

- 31 rpm

- 2479 bhk

+ 32.0 bar

+ 800C

+ 2.2 bar

1999/01/23

1999/01/23

1999/01/23

1999/01/23

1999/01/23

09:54:42.0

09:54:42.0

09:54:42.0

09:54:42.0

09:54:42.0

10:12:22.0

10:13:12.0

10:14:13.0

DESCRIPTION STATE MESSAGE VALUE UNIT UTC

Illustration 3.1.4a Alarm Display

M_TO_G2

PANEL 2

PANEL 3

PANEL 5

PANEL 6

SN1TO2

201C001

60XA001

20SIAH02

20WIAH01

70XA231

28PIC001

35TIA033

28PIC005

70XA232

Identifier for the alarm, maximum 8 characters

Description for the alarm, maximum 30 characters

Alarm state: ALM (standing alarm)

Norm (no alarm)

Fail (sensor fail or device fail)

Message text for the current alarm state

Current values for analogue alarms

Starting time for the alarm

Acknowledge all alarms on the current page of the alarm list. Red when enabled.

Acknowledge one selected alarm. Red when enabled.

Scroll buttons ( page up / page down ).

Update list, only used to remove acknowledge alarms when normal again.

Select a new alarm system.

??!! !!!!!!

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Picture Hierarchy on the Graphic Operator Stations

The alarm and control pictures of the UCS 2100 Control System are placed ina picture hierarchy. The Alarm and Control Overview picture presents labels toall of the control pictures. Any of the pictures can be selected by pointing atthe picture label and then pressing the activation push-button.

A square located to the left of the picture label flashes in case of an unac-knowledged alarm on the picture. This time saving feature gives the operatora fast and safe overview of the actual situation.

The Alarm and Control Overview picture can, be selected by pressing afunction key on the keyboard or by the area/diagram pull-down menu on thecommand bar in the upper edge of the screen.

All of the alarm and control pictures are available from the picture label on theAlarm and Control Overview picture or from the Area/Diagram pull-downmenu on the command bar in the upper edge of the screen.

3.1.4 Alarm Display

The alarm display is a display of all standing alarms both acknowledged andunacknowledged. The system can include from 1 to 4 systems (bridge,machinery etc), each alarm system has its own alarm list.

Up to 20 alarms can be displayed on the screen, if there are over 20 alarms theactual number is shown in the bottom right of the display.

The colour of the alarm text is normally green with the alarm ‘state’ text in red(if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A rightclick on the alarm brings up a small menu with two texts: DISPLAYCHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGEallows the alarm to be acknowledged or if not possible, the text is shown ingrey (already acknowledged or horn not silenced etc). Left clicking onDISPLAY CHANNEL opens the display for the particular system the alarmoriginates from. Detailed alarm information, such as delays and limits etc., isalso shown.

Trend Displays

One to five graphs for supervised parameters can be displayed in the sametrend display with individual colour and measuring scale. The individualcolour is used to separate the ID number, the measuring scale, the trend curve,and the digit valve for each measurement. See Section 3.1.5

Alarm Groups

An alarm group is a list of alarms for one machinery component (independentof alarm state). Up to 100 alarm groups are available. The list is sorted alpha-betically after the I.D.

The possible states for an alarm channel are as follows:

State Appearance Description

NORM Steady Green Alarm channel in normal state

ALM Flashing Red Unacknowledged alarm: Priority 1

ALM Steady Red Acknowledged alarm: Priority 1

ALM Flashing Magenta Unacknowledged alarm: Priority 2

ALM Steady Magenta Acknowledged alarm: Priority 2

ALM Flashing Yellow Unacknowledged alarm: Priority 3

ALM Steady Yellow Acknowledged alarm: Priority 3

FAIL Flashing Red Unacknowledged alarm: Sensor fail

FAIL Steady Red Acknowledged alarm: Sensor fail outside range

NORM / CA Steady Blue Standing alarm:Suppressed/Cut out

? Steady White GOS/GAMMA Computer hardware failure

There are also lists for alarm suppressions and alarm failures.

Display Channel Diagram

This displays detailed information of an alarm channel and it is possible toadjust some parameters although these are password level 1 protected. Thedisplay channel diagram for a binary and analogue channel are shown in illus-tration 3.1.3a. the configuration includes:

Type: Analogue or Binary

Alarm system: Name of alarm system the channel belongs to

Outstation: Name of the outstation where PLC is located

Address: Address number for PLC

The Channel parameters are also shown here and may include:

Limit: Binary has 1 limit, Analogue may have 3 for an alarm and 4 for an event

Type: Binary/low limit/high limit

Message: Message text

Prio.: Alarm channel priority

Value: Limit value for analog channels

Delay on/off: Delay times/adjustment etc

M.cut: Manual cut out on/off, adjustment etc

Standard Function Block Diagrams

These diagrams are divided into 12 blocks (squares), each one representing onemachinery component. Information from each component is displayed as a‘standard function block’. There are two main types of object: digital andanalog.

Digital Objects are used to display the status of a machinery component suchas a pump. The current status is shown as a symbol and as text, usually runningor stopped. From these digital objects it is possible to send start and stopcommands.

Analogue objects are used to display the current value of a measurement or anadjustable value. The value can be shown as a number and/or a bar graph.

Function blocks can be operated in local or remote and manual or automaticmodes. Change over is carried out directly on the machinery component.

Function blocks are described in more detail in the manufacturers operationmanual for this system.

Mimic Diagrams

A mimic diagram shows a machinery system as a static background withdynamic objects as symbols upon it representing the machinery componentsand function blocks of bar graphs etc for measurements. These mimics give agood overview of a system showing graphically the location of themeasurement or machinery component. Clicking on the object reveals an I.D.

Mimics can be opened by clicking on the appropriate listing from the mainmenu or choosing EDIT from the menu bar and selecting OPEN BY NAMEfrom the drop down menu. Entering the system I.D. will display the requiredmimic diagram.

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00:00 30:0025:0020:0015:0010:0005:00MM:SS

0 00

100 100100

200 200200

300 300300

400 400400

500 500500

600 600600

200

00

100100

200200

300300

400400

500500

600600

Main Engine Temperature

95/09/15 14:10:25 =>341.3 234.2342.2 207.0 284.6

M.E. Cylinder 1 Temperature ( 0 - 600 ˚C )

M.E. Cylinder 2 Temperature ( 0 - 600 ˚C )

M.E. Cylinder 3 Temperature ( 0 - 600 ˚C )

M.E. Cylinder 4 Temperature ( 0 - 600 ˚C )

000033

000034

000035

000036

410.75

348.53

302.92

484.24

000037221.84 M.E. Cylinder 5 Temperature ( 0 - 600 ˚C )

The trend display with 5 curves showing the exhaust gas temperature for half an hour. The arrow on the top of the graph chartis used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.

Illustration 3.1.5.a Trending Display

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3.1.5 Trending

The system can display one to five graphs for parameters under analysis in thesame trend display with individual colours and measuring scales. Theindividual colour is used to separate the ID number, the measuring scale, thetrend curve and the value for each measurement.

Trend displays that are used often can be accessed directly from the commandmenu named GRAPH. Trend curves showing values for the previous 24 hours(maximum 4 days) or part of that period, are based upon the continuouslylogged data. A Trend display for a period exceeding the last 24 hours(maximum 4 days) are based upon the compressed values.

Parameters, which are not predefined for logging, may be displayed during on-line data collection, initiated at the request of the operator. There is also a zoomfunction available, selected by pointing out the area required using the trackerball.

Trend curves can be saved as a file on the PC hard disk or printed as screendumps for subsequent printing or analysis. The data used for the trend displaysare accessible on the Graphic Operator Stations and can be printed intabulating form on a printer.

The SHOW GRAPH function is used for setting up a graph-diagram. Thegraph pictures can be particularly helpful in identifying and analysing theoperating disruptions. Additionally, it can be helpful in providing a visualevaluation of changes of the process values, just as the graphs are an importanttool in connection with the documentation of the vessels operation. In theindividual configuration, a number of graph windows can be configured, eachone displaying graphs of up to 5 variables of predetermined element values.

If the operator selects one or more elements, the graph diagram will automati-cally include these. (More than one element can be selected by keeping the[shift] key pressed when selecting the elements). Regardless of how it isopened, a graph window has a fixed position and size on the screen.

The fixed definition graph can be selected from the menu Graphs (by clickingon the required graph name). The Graphs menu can contain up to 19 graphdisplays.

If no elements are selected when the operator activates the SHOW GRAPHfunction, a box will appear showing a list of all elements in the system. Fromthe list you can select up to five elements which are displayed simultaneous-ly in the graph-diagram.

Start Time and Window Period for Graphs

After opening a graph window, the operator will be asked to key in a start timeand a window period. This will occur if the graph window is not defined tostart with fixed time specifications.

The system always suggests the current time as the start time unless it has beendefined to start a number of hours before. If the operator does not want tochange this, the time can be accepted by using the RETURN key. The starttime is the time when the desired graph is to be started, while the windowperiod is the length of the time of which the axis is to be displayed in the graphfield. The length can also be changed by the operator before the activation.

A start time which goes back in time up to 90 days can be determined. Ofcourse, this requires that the relevant data is still accessible on the hard disk.When the start time and period length, which are to be displayed, have beenkeyed in the RETURN key must be activated. Hereafter, the Graphic OperatorStations will retrieve and work up data in order to draw the desired graph onthe screen. As the new values accrue to the system, the graph will be updated.

Error Messages in Connection with Graph Generation

If, within the selected time period there has been a period in which data has notbeen collected, or in which data has later been deleted, an error messageappears on the screen, e.g. ‘Open error on file TEST.L13’. This just means thatthe drawn graph is not complete since data cannot be found for the entireperiod. The message means that data for a whole hour is missing. If data forless than a whole hour is missing it will be shown in the graph by horizontallines.

Changing the Presentation of a Graph Display

During monitoring, the display of the graphs can be changed in a number ofdifferent ways. The display of one or more of the (up to five) graphs can beremoved from the graph window. This is done by clicking the element name inthe upper part of the window. The name will now be displayed with a weaktype, and the accompanying graph is ‘closed’.

The graph can be retrieved by clicking the element name once more or for allby clicking at a field placed just to the right for all the graph names. Being ableto de-activate one or more graph displays can, for example, be helpful insituations where two graphs completely or partially cover one another, or insituations where one of several graphs is desired to be examined more closelyor even printed separately.

If the element name in a graph window is double-clicked, the area is filled outunder the curve with full colour or with a raster pattern. If normal display isdesired again, double-click the name and the curve will appear as a line. Eventhough the area is filled out, the curve can still be ‘turned off’ by clicking thename.

The display with a filled area under the curve is particularly useful whenhaving to present analogue alarm channels with high alarm limit, low alarmlimit as well as the current value in the same curve picture. The alarm areas canbe displayed as ‘belts’ and the elements current value as a line between thesetwo belts.

Regardless of the selection of the graph form, the zoom and pan functions arethe same.

Graph Data in Table Format

It is possible to get a complete list of all of the values which are used for thegraph drawing. This is achieved by a double-click on the ruler symbol,whereafter a window, containing the recorded values in table form, is opened.The values are presented in table form together with date and time for theirrecording.

The table is displayed for each element variable on the graph window. Thetable is framed with a line which has the same colour as the column on thegraph window.

The Up and Down buttons located at the bottom of the window, are used toscroll up and down in the table (i.e. backwards and forwards in time).

Rita Mærsk Machinery Operating Manual

Issue: 1 3.1 Integrated Management System Page 11

Illustration 3.1.6a UMS2100 System Layout

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Ship's Control Centre

Bridge Control Console

EAD

EAD Box

EAD Box

Chief Engineer's Office

EAD

UPS

EAD Box

Port WingAlarm BellUCS613

Stb'd WingAlarm BellUCS614

EADBAP Bridge

yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 08yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 07yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 06yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 05yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 04yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 03yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 02yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 01

UCS 01UCS 02UCS 40UCS 41UCS 42UCS 43UCS 44UCS 45UCS 46UCS 47UCS 48UCS 51UCS 81UCS 82UCS 83UCS 84UCS 85

UCS 410UCS 411UCS 700

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARM

LIST

ALARM

GROUP1

ALARM

GROUP6

ALARM

GROUP7

ALARM

GROUP8

ALARM

GROUP9

ALARM

GROUP10

ALARM

GROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARM

GROUP3

ALARM

GROUP4

ALARM

GROUP5

ADD.

LIST

ASSIST

CALL

DEAD

MANWATCH

PRINTER

CON-

TROL

ADJUST

CHAN-

NEL

DUTYMAIN-

TE-

NANCE

DISPLAY

CHAN-

NEL

STOP

HORN

ALARM

ACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Gamma Outstation No.2

Gamma Outstation No.1

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARM

LIST

ALARM

GROUP1

ALARM

GROUP6

ALARM

GROUP7

ALARM

GROUP8

ALARM

GROUP9

ALARM

GROUP10

ALARM

GROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARM

GROUP3

ALARM

GROUP4

ALARM

GROUP5

ADD.

LIST

ASSIST

CALL

DEAD

MANWATCH

PRINTER

CON-

TROL

ADJUST

CHAN-

NEL

DUTYMAIN-

TE-

NANCE

DISPLAY

CHAN-

NEL

STOP

HORN

ALARM

ACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Rotating Light

Horn

Stop Horn

Engine Control Room

Accommodation Area

UCS105

UCS104

UCS107

UCS106

UCS109

UCS108

UCS111

UCS110

UCS113

UCS112

UCS115

UCS114

UCS117

UCS116

24V DC

24V DC

24V DC

24V DC

24V DC

24V DC

24V DC

UCS420

UCS430

24V DC

220V AC

24V DC

UCS122

UCS123

UCS450

UCS421

24V DC

220V AC

220V AC

24V DC

UCS610

UCS611

UCS612

24V DC

24V DC

24V DC

1st Engineer Buzzer

Chief Engineer Buzzer

Engineers' Alley Buzzer

Officers' SmokeRoom

Dining Saloon

Duty Mess

Gymnasium

Ship ControlCentre

24V DC

220V AC

Alarm

220V AC

220V ACyngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Engine Control Centre Console

EAD Box

EAD Box

BAP - ECR

EAD

EAD

LOP GAMMA 2

LOP GAMMA 1

Rita Mærsk Machinery Operating Manual

Issue: 1 3.1 Integrated Management System Page 12

3.1.6 UMS - Manned Hand Over

The following procedures are followed when changing over to MannedOperation:

Due to alarm initiation

a) When summoned by the extension alarm system, the dutyengineer proceeds to the E.C.R.

b) Ensure that the patrol man alarm system has been activated.

c) Inform the bridge of manned condition and the alarm cause.

d) Switch watch-keeping control to the E.C.R.

e) Rectify the alarm condition, if necessary call for assistance.

Normal hand over

a) The duty engineer proceeds to the E.C.R.

b) The patrol man alarm should be in use until the arrival of othermembers of the E.R. personnel.

.c) Inform the bridge of manned condition.

d) Switch watch-keeping control to the E.C.R.

e) Examine the data logger printouts generated during the UMSperiod.

f) Hand over to the oncoming duty engineer, discussing any irregu-larities. Ideally the hand over should be carried out in front of theother engineers to provide them with continuous plant operationknowledge.

g) Inform the senior engineer of any plant defects. He will thendecide if they should be included in the present day's work list.

h) The senior engineer delegates the work list and discusses relevantsafety practices.

i) The duty engineer should be aware of all the maintenance beingcarried out and should be informed of any changes to the day’sschedule.

j) The duty engineer can then proceed with his normal tour ofinspection.

Rita Mærsk Machinery Operating Manual

Issue: 1 3.2 Engine Control Room, Console and Panels Page 1

1 2 3

4 5 6

7 8 9

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN

WATCHPRINTER

CON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

BAP - ECR

@

@

@

@

@@

@@@

@

@

@

@ @ @

1 2 4 7 7 2 1 2

Hgtdshshsh

HgtdshshshHgtdsHgtdshshsh

HgtdshshshsadsaHgtdshshshsHgtdshshshsadsa

HgtdshshshsadHgtdshshshsadsaHgtdshshshsadsa

Hgtdshshsh

HgtdshshshHgtdshsHgtdshshsh

HgtdshshshsadsaHgtdshshshsHgtdshshshsadsa

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Hgtdshshsh

HgtdshshshHgtdsHgtdshshsh

HgtdshshshsadsaHgtdshshshsHgtdshshshsadsa

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HgtdshshshsadsaHgtdshshshsHgtdshshshsadsa

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HgtdshshshHgtdsHgtdshshsh

Hgtdshshshs

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HgtdshshshHgtdshs

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HgtdshshshsHgtdshshshsHgtdshshshsHgtdshshshsHgtdshshshsHgtdshshshsHgtdshshshs

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GHGgggghhghbhgghghgaGHGgggghGHGgggghhghbhgghGHGgggghhghbhgghghgaGHGgggghhghbhgghghgaGHGggGHGgggghhghbhgghghGHGgggghhghbhgghghgahbhgghghgaGHGgggghhghbhgghghgaGHGgggghhghbhgghGHGgggghhghbhgghghga

Illustration 3.2a Engine Control Room Console

1 2 338

39 41 42

4443

40

47 48

5049

45

46

51 51 52 53

58 59

61

60

57

55

56

54

30

343332

2931

2811

12 15 16 20 23 25

26

27

2421

22

13 17 18

14 19

35 36

37

7

8

4

yngso MarineLDMS 2100 BRIDGE MANOEUVRING SYSTEM

ALARM

ALARMLIST

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

STATUSLIST

EDITMAIN

STOPHORN

ALARMACKN.

FAULT

8 VWXOspace +/-

ALARMGROUP7

ALARMGROUP2

2 DEF

9 YZ

3 GHI 4 JKL 5 MNO 6 PQR

SEAMODE

BRIDGECTRL

ECRCTRL

EMERGCTRL

STANDBY

F.W.E.

1 ABC

7 STU

yngso MarineLDPS 2100

ENGINE SAFETY SYSTEM

ENGINE SAFETY SYSTEM

SYSTEM OK

ACTUAL SPEED: 65 RPMt

ALARM

ALARMLIST

SHUTD. SHUTD.ACTIVE

DIMMER

ENTESC

S1 S2 S3 S4

SLOWD.ACTIVE

SLOWD.CANCEL

SLOWD.RESET

EDIT MENU

STOPHORN

ALARMACKN.

FAULT

8 VWXz

2 DEF

9 YZ

3 GHI 4 JKL 5 MNO 6 PQR

yngso MarineLEGS2000 EGS2000 GOVERNOR SYSTEM

ALARM

HAYES!

ENTESC

STATUSLIST

MAINT

FAULT

RPM

AUTOSELECT

POWER MODE

BLOCKED

ALARMACKN.

TEST

1. DC 24V Power On2. AC 220V Power from Main Switch Board3. AC 220V Power from Emergency Switch Board4. Steering Gear No.1 Running5. Steering Gear No.2 Running6. Rudder Angle Indicator7. Consilium Fire Alarm Remote Panel8. Lyngso Marine Monitor 2100 - 79. Keyboard10. Mouse11. UMS 2100 Basic Alarm Panel12. Main Engine Jacket Cooling Water Inlet Pressure13. Main Engine Jacket Cooling Water Inlet Temperature14. Main Engine Cooling Water Inlet Air Cooler15. Main Engine L.O Inlet Temperature16. Main Engine L.O Inlet Pressure17. Main Engine F.O Inlet Pressure

18. Main Engine L.O Camshaft Pressure19. Main Engine Piston Cooling Oil Inlet Pressure20. Main Engine RPM21. Main Engine Rev Counter22. Main Engine Panel23. Main Engine Turbocharger RPM24. F.O Pump Index25. Main Engine Starting Air Inlet Pressure26. Main Engine Control Air Inlet Pressure27. Main Engine Scavenger Air Inlet Pressure28. DMS 210029. DPS 210030. EGS 20031. Instruction Panel32. Manual RPM Reduction33. Main Engine Remote Control Failure34. Lamp test

35. Main Engine Control Lever (Bridge)36. Main Engine Control Lever (Engine Room)37. Bridge/ ECR Control Changeover Switch38. Main Engine Output Monitor39. Fuel Oil Viscosity Indicator40. F.O Indicator41. High Sea Water Suction42. Low Sea Water Suction43. High Sea Water Suction Switch44. Low Sea Water Suction Switch45. Engine Room Clock46. Clock Adjuster47. Exhaust Boiler Steam Pressure48. Exhaust Boiler Water Level49. Auxiliary Boiler Steam Pressure50. Auxiliary Boiler Water Level

51. Blank52. Auxiliary Boiler Burner On53. Auxiliary Boiler Emergency Stop54. Auto.Telephone and PA Index55. Auto.Telephone and PA Index56. Auto Telephone57. Intrinsically Safe Telephone58. Alarm Monitor59. Speed Log Repeater60. Keyboard61. Printer

5

6

9

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EXT. No 2INSTRUCTIONS

INST R UCTIONSINST R UCTIONS

INST R UCTIONSINST R UCTIONS

INST R UCTIONS

INSTRUCTIONS

Rita Mærsk Machinery Operating Manual

Issue: 1 3.2 Engine Control Room, Console and Panels Page 2

3.2 Engine Control Room, Console and Panels

The engine control room is situated on the port side of the upper platform ofthe engine room, where all the necessary equipment and controls are located topermit the centralised supervision of machinery operations. Automatic andremote control systems are provided to allow the machinery spaces to rununattended at sea and in port during cargo operations.

It contains the following:

Main engine control and operating console

Main switchboard

Computer work stations

UCS2100 remote control system cabinet

DMS2100 remote control system cabinet

Inert gas generator alarm repeater panel

Instruction books cabinet and shelves

Air conditioning unit

Safety plan posters

Spare life-jackets

The main engine control and operating console contains:

Two UCS/UMS monitor screens with keyboards and mouse.

Local operator stations for:

UMS2100

DMS2100

DPS2100

EGS2000

Main engine manoeuvring control lever (bridge control)

Main engine manoeuvring control lever (engine room control)

Auto telephone, sound powered telephone and talk-back telephones.

Rudder angle indicator

Fire alarm repeater panel

Temperature and pressure gauges for the main engine air, lubricating oil and fuel oil systems

Main engine R.P.M. counter

Main engine monitoring panel

Fuel oil viscosity controlD.O. / H.F.O. in use indicator lightsHigh / low sea water suction c/o switchEngine room clock

Auxiliary boiler and exhaust gas boiler steam pressure and water level indicatorsAuxiliary boiler emergency trip switchShip performance monitorShip speed log repeater panelAlarm printer

The Main Switchboard contains:

Diesel generators input and power management panels

Main 440V and 230V power distribution panels

Part 4Emergency Systems

Rita Mærsk Machinery Operating Manual

Issue: 1 4.1 Fire Hydrant System Page 1

P

PVBilge, Ballast & Fire

Pump (160/280 m3/h)

Main FirePump

(160/280 m3/h)

Illustration 4.1a Engine Room Fire Hydrant System

Sea Water MainCross Connection

Fire/Deck Water

Sea Water

Bilges

Key

P

PV

Upper Deck

To FoamFire System

To CleaningCargo Tank

SystemTo Deck Sea

Water Fire System

QD47

QD48

QD53

QD54

QD46

QD49

QD50

QD55

QD56

QD51

QD52

QD57

QD58

UpperPlatform

Pump Room

Engine Room

Fore

Aft

Fore

Aft

Fore

Aft

Fore

Aft

Fore

Aft

Fore

Aft

QD39

QD37

QD36

QD38

QD28

QD26QD35QD25

Bilge Main

QD27

QD42

QD32 QD33

QD42

QD34QD30

QD31

To Stern TubeCooling Tank

B.W.L.

QD20

QD45

To Sea WaterCooling System

Drain

N.C.

N.C. N.C.

N.O.

N.O.

N.O.

N.O.

Rita Mærsk Machinery Operating Manual

Issue: 1 4.1 Fire Hydrant System Page 2

4.1 Fire Hydrant System

Introduction

The fire hydrant and wash deck system can supply sea water to:

The fire hydrants in the engine room

The fire hydrants on deck

The fire hydrants in the accommodation block

The fire hydrants in the pump room

Main foam system

Inert gas scrubber

Pump room bilge eductor

Hawse pipes

Forward bilge eductors

Fresh water generators

Stern tube cooling tank

The following pumps can supply the fire and wash deck system:

Bilge, Ballast and Fire Pump

Maker: ShinkoNo. of sets: 1Model: RVP 200MSCapacity: 160/280 m3/h

Main Fire Pump

Maker: ShinkoNo. of sets: 1Model: RVP 200MSCapacity: 160/280 m3/h

The Bilge, Ballast and Fire pump and the Main Fire pump are permanently setup for foam and fire main service with the discharge and suction valves lockedopen. They can also provide a backup for the inert gas scrubber system.

All the above pumps take suction from the main sea water crossover line in theengine room.

Emergency Fire Pump

Maker: ShinkoNo. of sets: 1Model: RVP 130MSCapacity: 72 m3/h

The emergency fire pump supplies the fire main only. It is an electricallydriven self-priming vertical centrifugal pump. It is situated in the emergencyfire pump room and its power supply is taken from the emergencyswitchboard.

Isolating valves are positioned along the main deck between each set ofhydrants on the fire main line and foam line.

The fire main and foam line can be cross-connected by a valve situated at theforward end of the main deck

Preparation for the Operation of the Fire Hydrant System

All intermediate isolating valves along the fire main and foam main on themain deck are open.

All foam monitor valves are closed.

All hydrants are closed.

Set up the valves as shown in the table below.

Position Description Valve

Deck

Open Supply Valve to Main Deck Firemain

Open Supply Valve to Forecastle Services

Closed Port Hawse Pipe Supply Valve

Closed Starboard Hawse Pipe Supply Valve

Closed All Forecastle Eductor Valves

Foam Room

Open Master Deck Valve BY1

Engine Room

Locked Open Main Fire Pump S.W. Suction Valve QD28

Locked Open Main Fire Pump Discharge to Fire Main QD37

Closed Main Fire Pump Discharge to S.W. Cooling QD30

Closed Main Fire Pump Suction from Stern Tube Cooling Tank QD31

Open Bilge, Ballast and Fire Pump S.W. Suction Valve QD27

Open Bilge, Ballast and Fire Pump Discharge to Fire Main QD39

Closed Bilge, Ballast and Fire Pump Disch. to S.W. Cooling QD34

Closed Bilge, Ballast and Fire Pump Suction from

Stern Tube Cooling Tank QD35

All of the above pumps are ready to be started remotely.

Rita Mærsk Machinery Operating Manual

Issue: 1 4.2 CO2 Flooding System Page 1

P P

Engine Room

Pump Room

Air Supply

CO2 Nozzles

CO2 Nozzles

RL

RL

RL

RL

Engine Control Room

COa2 Room

CO2 Nozzles

RL

Illustration 4.2a CO2 Flooding System

P

Engine Room121 Cylinders

Ballast Pump Roomand E.C.R4 Cylinders

Junction Box

Vent Stopto ESB / MSB

Power Supply(AC 204V)ECR Console

Fire Control Station

For EngineRoom

For Engine Room

For PumpRoom

For Pump Room

For Engine Control Room

For Engine Control Room

Wheelhouse

Key

Control Line

PMain Valve

Check Valve

CO2 Pipe Line

Electrical Signal

Air

InstructionChart

Key Box

Control Cylinders

Control Cylinders

Engine Room, Engine Control Room or Pump Room.

Release from Remote Release Box or from CO2 Room.

1. Open Release Box Door (C) to the room on fire.

2. Confirm that all personnel have left the room.

3. Open the valve on one of the control cylinders.

4. Open Control Valve No.1 (D) for main battery for

the room on fire.

5. Open Control Valve No.2 (E) for distribution valve

for the room on fire.

Engine Room, Engine Control Room or Pump Room.

Emergency Release from CO2 Room.

1. Open the Distribution Valve (C) manually to room on fire.

2. Open the required number of CO2 Cylinders (A) + (B) to the room on fire.

A. Pilot Cylinders.

B. CO2 Cylinders.

C. Release Box.

D. Control Valve No.1 for

Mani Battery.

E. Control Valve No.2 for

Distribution Valve.

A B

C

C

BA

D E

D E

Rita Mærsk Machinery Operating Manual

Issue: 1 4.2 CO2 Flooding System Page 2

4.2 CO2 Flooding System

The CO2 flooding system for the engine room/pump room/engine control roomconsists of 129 high pressure cylinders each containing 45kg of CO2. These arecontained in the CO2 room, situated on the port side of the A deck.

In the event of a fire in the pump room or engine control room, only 4 cylinderswould be released.

All 129 cylinders will be released for an engine room fire.

The system can be operated from its respective fire control stations or locallyin the CO2 rooms.

Engine Room CO2 Flooding System

Maker : UnitorType : High PressureCapacity : 129 cylinders each containing 45kgDischarge Time : 2 minutes

WARNINGRelease of CO2 into any space must only be considered when all otheroptions have failed and then only on the direct instructions of the ChiefEngineer, who will have consulted the Master.

In the Event of Fire in the Engine Room

a) Go to the master control cabinet located in the CO2 rooms or firecontrol station.

b) Break the key box glass and take the key.

c) Unlock the cabinet and open the door.

The alarm horns and flashing lights will operate in the engine room.

The engine room ventilation fans will stop.

d) Ensure all personnel have evacuated the engine room and havebeen accounted for.

e) Close and check that all doors, hatches and fire flaps are shut.

f) Stop the main engines, generating engines and auxiliary boilers.

g) Operate the F.O, D.O. and L.O. tank quick closing valves.

h) Open No.1 cylinder valve.

The main valve on the line to the engine room will open.

i) Open No.2 cylinder valve.

All 129 cylinders will release after a delay of 30 seconds and discharge into theengine room.

j) If the pneumatic system fails to operate, the main valve can beopened manually from the CO2 room and the cylinders releasedby hand.

k) Do not re-enter the engine room for at lease 24 hours and ensurethat all reasonable precautions have been taken. These include:maintaining boundary inspections; noting cooling down ratesand/or any hot spots which may have been found.

l) After this period, an assessment party, donning breathingapparatus can quickly enter the space through a door which is thenshut behind them.

m) Check that the fire is extinguished and that all surfaces havecooled prior to ventilating the engine room. Premature openingcould cause re-ignition if oxygen comes into contact with hotcombustible material.

n) Do not enter the engine room without breathing apparatus untilthe engine room has been thoroughly ventilated and theatmosphere proved safe.

Pump Room and Engine Control Room CO2 Flooding SystemsMaker : UnitorType : High PressureCapacity : 4 cylinders each containing 45kgDischarge Time : 2 minutes

In the Event of Fire in the Pump Room or ECR:

a) Go to the master control cabinet located in the CO2 rooms or firecontrol station.

b) Break the key box glass and take the key.

c) Unlock the cabinet and open the door.

The single air horn will operate in the Pump Room / ECR

The Pump Room / ECR vent fans will stop.

d) Ensure all personnel have evacuated the Pump Room / ECR.

e) Close all doors, hatches and fire flaps.

f) Open No.1 cylinder valve.

The main valve on the line to the pump room will open.

g) Open No.2 cylinder valve.

h) Four of the cylinders will release after a delay of 30 seconds anddischarge into the pump room ECR. If the pneumatic system failsto operate, the main valve can be opened manually from the CO2rooms and the cylinders released by hand. Allow time for the CO2to extinguish the fire and the space to cool down.

i) Do not re-open the space until all reasonable precautions havebeen taken to ascertain that the fire is out. Premature openingcould cause re-ignition if oxygen comes into contact with hotcombustible material.

j) When the fire is out, ventilate the space thoroughly.

k) Do not enter the pump room/ECR without breathing apparatusuntil the room has been thoroughly ventilated and the atmosphere proved safe.

Alarms for Engine Room and Pump Room System

Should any cylinder discharge accidentally, it will pressurise the main line upto the stop valve. This line is monitored by a pressure switch and will activatethe ‘CO2 leakage’ alarm in the control room.

Over pressure of the main line is prevented by a safety valve, which will ventthe gas to atmosphere.

The pressure of the control air in the release cabinets is monitored by apressure switch.

A drop in pressure will activate the ‘Pilot air pressure low’ alarm in the ControlRoom.

Should the power supply to the system fail, the ‘CO2 power failure’ alarm willoperate in the control room.

Rita Mærsk Machinery Operating Manual

Issue: 1 4.3 Quick Closing and Remote Closing Valve System Page 1

MainEngine

Illustration 4.3a Quick Closing and Remote Closing Valve System

Air

RR7

QR9 QR10 QR7

RR74

For Upper Platform

For Lower Platform

For Fuel Oil Tanks

QR24 QR8

QR37 QR36 RR6

RR1

RR8 RR9 QR39 RR10

RS37 RS36 RS32 QS3 QS2 QS1 QU1

Diesel Oil

Lubricating Oil

Fuel Oil

Key

PP

PP PP

PP

PP PP PP PP PP PP

To Cylinder OilMeasure Tank

To MainEngine

To Main EngineL.O. Sump Tank

To L.O. TransferPump

To Incinerator

To IncineratorTo I.G.G F.O. Unit

To EmergencyGenerator

To A.E L.O.Purif. Feed Pump

To A.E D.O.Supply Pump

PP

PP

To Cylinder OilDay Tank

To Boiler To F.O. Purif.Feed and TransferPumps

To F.O.Transfer Pump

To F.O.Supply Unit

To F.O.Transfer Pump

To F.O.Transfer Pump

To F.O.Transfer Pump

To F.O.Transfer Pump

To F.O.Transfer Pump

To D.O.Supply Unit

To D.O. PurifierFeed and TransferPumps to Boiler

P PP PP

M.E. L.O.Storage Tank

M.E. L.O.Settling Tank

A.E. L.O. Storage Tank

IncineratorD.O. Tank

IncineratorWaste Oil

Service Tank

I.G.G.D.O. Tank

No.2H.F.O. Tank

(Port)

No.2H.F.O. Tank(Starboard)

No.1H.F.O Tank(Starboard)

No.1H.F.O. Tank

(Port)

D.O. Service TankF.O. Settling Tank F.O. Service Tank

Wire Operated Type

To Safety Area

Reservoir(200 L)

Fire Control Station(Cargo Control Room)

N.O.

PI

PS

PAL

Emergency D.G.D.O. Tank

FromCompressed Air

System

No.1M.E. Cylinder Oil

Storage Tank

No.2M.E. Cylinder Oil

Storage Tank

No.2M.E. Cylinder Oil

Service Tank

F.O.Minor Tank

PPPPPP

PPPPPP PP PP

Rita Mærsk Machinery Operating Manual

Issue: 1 4.3 Quick Closing and Remote Closing Valve System Page 2

4.3 Quick Closing and Remote Closing Valve System

Introduction

All the outlet valves from the fuel oil and lubricating oil tanks, from which oilcould flow to feed a fire, are equipped with air operated quick closingvalves,.These are controlled from the fire control centre. They are suppliedfrom an air reservoir situated at the fire control centre. The reservoir issupplied through a non-return valve from the compressed air system in theEngine Room at a pressure of 3kg/cm2. The reservoir is fitted with a lowpressure alarm transmitter. The tanks are grouped into five systems with onevalve operation for each system. In normal operation, the supply to each groupof tanks is vented to atmosphere, but when the cock is opened, air is suppliedto a piston which collapses the bridge of the valve.

The valves are reset by venting the air supply and turning the valve handwheelin a close direction in order to reset the bridge mechanism, after this the valvesare opened in the normal way.

The emergency generator diesel oil tank quick closing valve is operated by adirectly connected wire from outside the emergency generator room.

Valves for Upper Platform

Tank Valve Description Valve

No.1 Cylinder To Cylinder Oil Transfer Pump RS37Oil Tank

No.2 Cylinder To Cylinder Oil Transfer Pump RS36Oil Tank

M.E. Cylinder OilDaily Service Tank Tank Outlet Valve RS32

M.E. L.O. To M.E./Stern Tube Sump/Drain Tanks QS3Storage Tank

M.E. L.O. To L.O. Purifiers Feed Pump QS2Settling Tank

Aux. Eng L.O. To L.O. Transfer Pump/A.E. Sumps QS1Storage Tank

Incinerator D.O.Tank Tank Outlet Valve QU1

Incinerator W.O. Service Tank Outlet to Incinerator

Inert Gas GeneratorD.O. Tank Outlet Outlet to Inert Gas Generator

Valves for Lower Platform

Tank Valve Description Valve

H.F.O. Settling Tank To Auxiliary Boilers RR7

H.F.O. Settling Tank To F.O. Purifiers QR37

H.F.O. Service Tank To F.O. Transfer Pump QR36

H.F.O. Service Tank To M.E./A.E. F.O. Unit RR6

H.F.O. Service Tank To Main Engine RR1

D.O. Service Tank To M.E./A.E. F.O. Unit RR8

D.O. Service Tank To Auxiliary Boilers RR9

D.O. Service Tank To D.O. Purifier QR39

D.O. Service Tank To A.E. F.O. Unit RR10

Valve for Fuel Oil Tanks

No.2 H.F.O. Bunker To F.O. Transfer Pump QR10Tank (Port)

No.1 H.F.O. Bunker To F.O. Transfer Pump QR9Tank (Port)

H.F.O. Minor To F.O. Transfer Pump QR7Tank

No.2 H.F.O. Bunker To F.O. Transfer Pump QR24Tank (Starboard)

No.1 H.F.O. Bunker To F.O. Transfer Pump QR8Tank (Starboard)

Wire Operated

Valve Description Valve

Emergency Generator D.O. Tank Outlet RR74

Rita Mærsk Machinery Operating Manual

Issue: 1 4.4 Fresh Water Spray Extinguishing System Page 1

Illustration 4.4a Fresh Water Spray Extinguishing SystemKey

Dom. Fresh Water

Air

Electrical Signal

P

P

PS

Purifier Room

Auxiliary Generator Room No.1

Auxiliary Generator Room No.2 and 3

From FreshWater Tanks

From FreshWater Tanks

Water Spray Pump 23.4 m3/h

Compressed Air(0.4 Bar)

Zone Isolating Valves

To F.W. ServicesIn Accommodation

Instruction Plate

FIXED PRESSURE WATER SPRAY SYSTEM FOR AUX.

GENERATOR ROOM AND PURIFIER ROOM

IN CASE OF FIRE IN THE PROTECTED COMPARTMENT (S) :

1. CLOSE THE DOOR, STOP VENTILATION AND SHUT-OFF DAMPERS.

2. EVACUATE ALL PERSONNEL.

3. ENSURE POWER SUPPLY IS AVAILABLE TO F.W. FIRE FIGHTING PUMP.

4. OPEN THE SELECTOR VALVE TO THE COMPARTMENT ON FIRE.

5. THE SYSTEM IS IN OPERATION.

WATER FROM HYDROPHORE TANK IS NOW DISCHARGED THROUGH SPRAY

NOZZLES. WHEN THE PRESSURE DROPS TO 3 BAR, THE FRESH WATER

FIRE FIGHTING PUMP WILL START.

NOTE:

STANDBY: MAINTAIN PRESSURE IN HYDROPHORE TANK TO ABOUT 4 BAR.

PUMP AND HYDROPHORE TANK OUTLET VALVES ARE OPEN.

StandbyOpen

To Engine Room

Services

To Engine Room

Services

To Main Engine

ScavengeSpaces

To Engine Room

Services

To F.W. Heater

QG14

QG13

QG38

QG17QG16QG15

To F.W. Hydrophore

QG23

Rita Mærsk Machinery Operating Manual

Issue: 1 4.4 Fresh Water Spray Extinguishing System Page 2

4.4 Fresh Water Spray Extinguishing System

Maker: UnitorWorking Pressure: 0.5 kg/cm2

Description

The system is supplied by a hydrophore tank which contains fresh water at apressure of 0.5 kg/cm2. The hydrophore tank has a relief valve set at 0.8kg/cm2

and a pressure gauge for inspection purposes.

A pump is fitted which is designed to supply fresh water to the system whenthe pressure falls below 0.5 kg/cm2 due to the opening of a zone isolationvalve, which causes a pressure drop in the system. The pump is connected tothe emergency switchboard.

Zone isolation valves for the following spaces:

Diesel generator room No.1

Diesel generator room No.2 and 3

Purifier room

Main engine scavenge spaces

Operation

Should a fire occur in any of the above spaces, the procedure is as follows:

a) Ensure all personnel are clear of the area.

b) Shut down the machinery in the compartment on fire.

c) Close all doors and flaps.

d) Check that the power supply is available to the fresh water pump.

e) Open the zone isolation valve to the compartment on fire.

The system is now in operation and fresh water will be delivered to the nozzlesin the zone that has been opened up. When the system pressure falls to below0.5 kg/cm2, the pump will start and continue to supply fresh water to the spraynozzles.

When the fire has been extinguished, stop the pump manually and reset all thevalves to their standby positions.

Refill the hydrophore tank and adjust the pressure to 0.7kg/cm2 using thecompressed air system.

Part 5 Emergency Procedures

Rita Mærsk Machinery Operating Manual

Issue: 1 5.1 Flooding in Engine Room Page 1

5.1 Flooding in Engine Room

Is engine room Bilge Transfer pump running?

Check the following :1. Position of all valves, particularly any extra suction valve which may beopen.

2. Pump or bilge suctionstrainer is not choked.

If pump does not pumpproceed to next task.

Start Main Fire pump taking suctionfrom the bilge system.

Procedure

Check as for engineroom bilge pump.If pump does notpump proceed to nexttask.

YES

Normal Priority

Urgent PriorityNO

Start pump

Level rising

Level not rising.

Find and isolate the source of ingressof water.Restrict the rate of entry by anymeans available, such as shoring,bandaging or caulking, if the sourceof water cannot be isolated by valves.

Inflow of water is exceeding thecapacity of the pump

Summon assistance using theengineers call bell.

Advise the bridge.Stop the main engines and secure themagainst the ingress of water.Isolate equipment from the mainswitchboard before the equipment isflooded.Before the sea water pumps are flooded,it will be necessary to shut down theboiler, stop the main generators and startthe emergency diesel generator.Secure the boiler against the ingress ofwater.Secure the main feed pumps and maingenerators against the ingress of water.

Open the Emergency Bilge suction valveQA23 for No.3 Main Cooling Sea Waterpump and discharge directly overboard.

Find and isolate the source of ingress ofwater.Restrict the rate of entry by any meansavailable, such as shoring, bandaging orcaulking, if the source of water cannot beisolated by valves.

Find and isolate the source of ingress ofwater.Restrict the rate of entry by any meansavailable, such as shoring, bandaging orcaulking, if the source of water cannot beisolated by valves.

Is pump pumping?

NO

NO

YES

YES

Is pump pumping?

Level still rising.

Level still rising.

Level not rising.

Level not rising.

Start Bilge, Ballast and Fire pumptaking suction from bilge system.

Level rising.

Start Main Fire pump taking suctionfrom the bilge system.

Level rising.

Is pump pumping?

YESNO

YESNO

Is pump pumping?

Rita Mærsk Machinery Operating Manual

Issue: 1 5.2 Emergency Operation of the Main Engine Page 1

Illustration 5.2a Emergency Operation of Main Engine

Pull Rod Connectionfrom Governor

Stop Indicator

Stop Indicator

Stop Indicator

Emergency ControlIndicator

Blocking Arm"Normal Control" Position

Shaft Connected toRegulating Arms onFuel Pumps

Keys and Keyways

Plate Connected toRegulating Hand wheel

Plate Connectedto Governor

Plate Connected toRegulating Shaft

Impact Hand wheel

Emergency Control Emergency Control Mechanism Normal Control

Remote

Emergency

BlockingArm

Stop

Start

P

C

B

A

100

105

102

101

Stop Indicator

C

P

Hollow Shaft Connected toRegulating Hand wheel onEmergency Console

Rita Mærsk Machinery Operating Manual

Issue: 1 5.2 Emergency Operation of the Main Engine Page 2

5.2 Emergency Operation of the Main Engine

Emergency Control from Engine Side

The engine can be operated from the emergency console on the engine side inthe following circumstances:

1. As a result of breakdown of the normal pneumatic manoeuvringsystem.

2. As a result of a breakdown of the the governor or its electronics.

3. If direct index-control is required.

Change over with a stopped engine:

a) Check that valve 105, which is the ‘telegraph handle’ of theemergency control system, is in the required position.

(Note ! Reversing to a new direction is only possible when STOP valve 102 isactivated.)

b) Turn the lever ‘A’ anti-clockwise to free the regulating handwheel ‘B’.

c) Put the blocking arm in emergency position.

d) Turn hand wheel ‘B’ to move the innermost lever of the changeover mechanism ‘C’ to a position where the impact hand wheel‘P’ is able to enter the tapered slots in both levers.

e) Quickly, turn the impact hand wheel ‘P’ anti-clockwise.

This causes disconnection of the governor and connection of the regulatinghand wheel ‘B’ to the fuel pumps.

f) Change position of valve 100 from Normal to Emergency.

Now air supply is led to the valves of the manoeuvring system for emergencyrunning.

g) Ready for start.

Start is described in section 2.1.2 of the machinery manual.

(Note ! Always keep the threads of the changeover mechanism welllubricated.)

Change over with a running engine:

a) Reduce the engine load to a maximum 80% of MCR.

b) Check that the position of reversing valve 105 corresponds to thepresent running direction.

c) Move the regulating hand wheel to bring the tapered slots of thechange over mechanism in position opposite each other.

d) Put the blocking arm in emergency position.

e) Quickly, move the impact hand wheel to the opposite position.

This action disconnects the fuel pumps from the governor and connects themto the regulating handle on the emergency console.

f) Move the change over valve 100 to EMERGENCY position.

This vents valves 84, 86, 88 and 90 and leads control air to the valves in theemergency console.

If STOP valve 102 is not deactivated, the engine now receives a STOP order.

g) Activate START valve 101 briefly.

This air impulse deactivates STOP valve 102.

h) Set the engine speed directly with the regulating hand wheel.

(Note ! When the governor is disengaged, the engine is still protected againstover-speed by the electric over speed trip, i.e. the engine is stopped automati-cally if the revolutions increase to the overspeed setting.)

The overspeed shutdown can only be reset by moving the regulating handwheel to STOP position.

Manoeuvring must therefore be carried out very carefully, especially whennavigating in rough weather.

Rita Mærsk Machinery Operating Manual

Issue: 1 5.3 Emergency Steering Page 1

Illustration 5.3a Emergency Steering

Control Panel for Steering Gear Servo Motors

Buttons to Move Steering Gear either Port or Starboard

Push in and Lock this Button

Control Valve Block showing Bypass Buttons

Rita Mærsk Machinery Operating Manual

Issue: 1 5.3 Emergency Steering Page 2

5.3 Emergency Steering

If failure occurs in the remote operating system from the wheelhouse, thesteering can be operated from the trick wheel in the steering gear room.

Description

The steering gear consists of a tiller, turned by a four cylinder hydraulicsystem, that in turn is driven by two electric motors. In accordance with IMOregulations the pumps, hydraulic power circuits and rams can operate as twoisolated systems.

The steering gear is fitted with an automatic isolation system. This system isused to divide the hydraulic power circuits in the event of a hydraulic oil lossfrom the oil tanks.

In accordance with IMO regulations the hydraulic pumps used in the steeringgear are supplied with power from two independent sources. In the event ofpower failure from the main switchboard, one pump can be supplied from theemergency switchboard.

Procedure for Operation of the Steering Gear on Loss of Remote BridgeControl

a) On loss of steering gear control from the bridge, establish communica-tion with the bridge via the telephone system. A telephone is locatedon the steering gear compartment platform.

Indication of the rudder angle and a compass repeater are provided for manualcontrol of the steering gear.

See Illustration 5.3a

b) Turn ‘local/remote’ control switch to local control.

This switch is on the ‘No Follow Up’ panel on the starboard side of the steeringgear room.

c) Operate the push buttons ‘Port’ or ‘Starboard’ to turn the steeringgear in the direction request by the bridge.

If this system should fail, manual operation can be carried out as follows:

a) Switch off the torque motor power.

b) Push in the button ‘A’ and screw lock in place.

c) The tiller can be moved in accordance with the steering commandfrom the bridge by turning the torque motor, using the shaft endknob.

Torque Motor Shaft Knob

Emergency Steering Manual Operation

Rita Mærsk Machinery Operating Manual

Issue: 1 5.4 Emergency Fire Pump Page 1

Motor

Check Valve

Vacuum Pump

Circulating Water Tank

Strainer

Auto Cylinder

Suction

Exhaust Air and Overflow Pipe

Pump

Discharge

Illustration 5.4a Emergency Fire Pump

Key

Extracted Air

Circulating Air

Auto Cylinder Control

Rita Mærsk Machinery Operating Manual

Issue: 1 5.4 Emergency Fire Pump Page 2

5.4 Emergency Fire Pump

Maker: ShinkoNo. of sets: 1Model: RVP 130MS

The emergency fire pump is located in a well, with access from the steeringgear room. It is a vertical centrifugal pump, primed by a vacuum pump drivenby the fire pump shaft.

The pump is electrically driven by power from the emergency switchboard440V feeder panel.

The pump can supply the fire main at a capacity of 72m3/h.

Starting and stopping of the pump can take place from the following locations:

Locally at the pump

In the foam/fire control room

The wheelhouse

The emergency fire pump draws from its own sea water chest. The pumpsuction valve WD069 and the discharge valve WD072 are always locked in anopen position. The pump discharges into the aft section of the fire main.

Operation of Fire Pump

When the pump is stopped, no pressure is detected at the pump discharge. Theauto-cylinder pushes the vacuum pump friction drive coupling against thepump shaft friction drive coupling.

When the pump is started, the pump coupling drives the vacuum pump whichis sealed by circulating water from the water tank. The vacuum pump draws airfrom the pump suction, which in turn primes the pump. The pump picks upsuction and the pressure, detected on the discharge of the pump, operates theauto cylinder to disconnect the vacuum pump drive.

The pump suction and discharge valves should be operated and lubricatedweekly.

The vacuum pump linkage should be operated and lubricated weekly.

Emergency Pump Motor

Discharge Valve

Sea Suction Valve

Suction Strainer

Rita Mærsk Machinery Operating Manual

Issue: 1 5.5 Fire in Engine Room Page 1

5.5a Fire Control Station

Quick Closing and RemoteOperating Valve System

Emergency StopsFire Alarm Monitor and

Fire Pump Start / Stop Buttons

O.D.M.E. MonitorCO2 Fire Extinguishing System

Rita Mærsk Machinery Operating Manual

Issue: 1 5.5 Fire in Engine Room Page 2

5.5 Fire in Engine Room

If a fire should occur in the engine room:

General

a) Sound the fire alarm and muster the crew.

b) If personnel are missing, consider the possibility of searching inthe fire area.

c) Determine the location of the fire, what is burning, the directionof spread and the possibility of controlling the fire.

d) If there is the least doubt about whether the fire can be controlledby the ship's crew, inform the shore authorities of the situation onthe distress frequencies.

e) If the fire-fighting capacity is limited, give priority to firelimitation until the situation is clarified.

f) If substances which may emit poisonous gases or explode are onfire, or close to the fire, direct the crew to a safe position beforeactions are organised.

g) Establish the vessel’s position and update communication centre.

h) If any person is seriously injured request assistance from thenearest rescue centre.

In Port

i) Activate the emergency shutdown system after first gettingagreement to do so from the terminal duty personnel.

j) Conduct a crew check.

k) Organise the crew for fighting the fire.

l) Inform the local fire brigade even though the fire may appear tobe under control.

m) If personnel are missing, consider the possibility of searching inthe fire area.

n) Close all accessible openings and hatches to prevent the spreadingof fire.

o) Prepare to disconnect cargo hoses if required.

p) Prepare to vacate berth if required.

q) If there is a danger of the release of poisonous gases or anexplosion consider part or total ship abandonment. Ship drawings,cargo plan etc., should be taken ashore. A crew check is to becarried out.

r) Consider using fixed extinguishing systems, depending on extentof fire.

s) On arrival of the fire brigade inform the Fire Chief about:

Any personnel missing

Assumed location of fire

What is thought to be burning

Any conditions that may constitute a hazard

t) Assist the Fire Chief by supplying drawings and plans.

If the fixed fire extinguishing system is to be used, take the following action:

Battening Down of Engine Room

a) Stop the main engine and shut down the boilers.

b) Sound the evacuation alarm.

c) Stop all the ventilation fans.

d) Start the emergency generator and put on load.

e) Trip the quick closing valves and engine room auxiliarymachinery from the fire control centre.

f) Count all personnel and ensure that none are in engine room.

g) Close all fire flaps and funnel doors.

h) Close all doors to inert gas plant and engine room.

i) Start emergency fire pump and pressurise fire main.

j) Operate CO2 system.

Emergency Stops

From Ships Control Centre and Wheelhouse

Purifier room fan

No.1 engine room fan

No.2 engine room fan

No.3 engine room fan

No.4 engine room fan

Fore hydraulic pump room supply fan

Emergency fire pump

Accommodation air conditioning unit

Welding exhaust fan

Main engine auxiliary blower

No.1 blower of I.G.G.

No.2 blower of I.G.G.

Auxiliary boiler

Air conditioning unit for E.C.R.

Galley equipment

No.1 A.C. supply/exhaust fan

No.2 A.C. supply/exhaust fan

No.1 pump room fan

No.2 pump room fan

Group starter board 3 (accommodation fans)

From Ships Control Centre only

Main generators

Power distribution board P4 (L.O. purifiers)

Power distribution board P3 (F.O. purifiers)

Cargo and inert gas systems

No.1 crosshead L.O. pump

No.2 crosshead L.O. pump

No.1 main L.O. pump

No.2 main L.O. pump

No.1 F.O. supply unit

No.2 F.O. supply unit

No.1 hydraulic oil pump

No.2 hydraulic oil pump

D.O.transfer pump

L.O. transfer pump

F.O. transfer pump

Auxiliary engine priming L.O.pump

Rita Mærsk Machinery Operating Manual

Issue: 1 5.6 Escape System and Fire Doors Page 1

DescriptionSYMBOL

Fire Door Class ASelf Closing

Primary Escape

SecondaryEscape

Fire DoorClass A

A

A

Illustration 5.6a Escape System and Fire Doors in Engine Room

Engine Room Upper Platform

Engine Room Floor

Engine Room Lower Platform

H.F.O. Tk(Port No.2)

Diesel Oil Tank(Port)

F.O. Drain Tank

Sound. Tank

PurifierRoom

HydraulicOil Storage

Tk10.5m3

H.F.O. Tk(Stb'd No.2)

Clean Bilge W. Tank

Dirty Bilge W. Tank

H. SeaChest

D.O. Service Tk

Exit

H.F

.O. T

ank

(Stb

'd N

o.1)

Bal

last

Pum

p R

oom

H.F

.O. T

ank

(Por

t No.

1)

A

A

Exit

Supply OilUnit Room

H.F.O. Tk(Port No.2)

H.F.O. Tk(Stb'd No.2)

H.F.O.Minor Tk

HydraulicOil

StorageTank

F.O.Setting Tk

51.2m3

F.O.Service Tk

38.4m3

H.F

.O. T

ank

(Stb

'd N

o.1)

Bal

last

Pum

p R

oom

H.F

.O. T

ank

(Por

t No.

1)

Elec.Workshop

Workshop

StoreRoom

H.F.O.(Port No. 2)

411m3

Pum

p R

oom

H

.F.O

. Tan

k (S

tb'd

No.

1) 2

17.7

m3

H.F

.O. T

ank

(Por

t No.

1) 2

17.7

m3

No. 1Cyl. Oil

Store Tk

F.O.Sett. Tk51.2m3

F.O.Serv. Tk

SteerGear

Room

BoilerWater Tank112.3m3

Control Room

H.F.O.(Stb'd No. 2)

346.9m3

H.F.O.Minor Tank153.7m3

A/E L.O.Store Tank

11.7m3

M/E L.O.Store Tank

30m3

M/EL.O.

Setp. Tk

No. 2Cyl. Oil

Store Tk

A A

A

A

A

A

A

5.6 Fire Escape System and Fire Doors

Rita Mærsk Machinery Operating Manual

Issue: 1 5.6 Escape System and Fire Doors Page 2

llustration 5.7a Fire Alarm System in Engine Room

Engine Room FloorEngine Room Lower Platform

DescriptionSYMBOL

Damp Proof Temp. Detector(Salwico TDT-2K/80)

Smoke Detector (Salwico RDJ-2)

Damp Proof Fire Alarm Push Button

Alarm Bell

Fire Alarm Indicator Panel(Wall Mounting)(Salwico MN3000)

H.F.O. Tk(Port No.2)

Diesel Oil Tank(Port)

F.O. Drain Tank

Sound. Tank

PurifierRoom

HydraulicOil Storage

Tk10.5m3

H.F.O. Tk(Stb'd No.2)

Clean Bilge W. Tank

Dirty Bilge W. Tank

H. SeaChest

D.O. Service Tk

Exit

H.F

.O. T

ank

(Stb

'd N

o.1)

Bal

last

Pum

p R

oom

H.F

.O. T

ank

(Por

t No.

1)

Exit

Electric Siren For C02(Unitor Y05)

Rotating Light For C02(Zollner TS/4)

Supply OilUnit Room

H.F.O. Tk(Port No.2)

H.F.O. Tk(Stb'd No.2)

H.F.O.Minor Tk

HydraulicOil

StorageTank

F.O.Setting Tk

51.2m3

F.O.Service Tk

38.4m3

H.F

.O. T

ank

(Stb

'd N

o.1)

Bal

last

Pum

p R

oom

H.F

.O. T

ank

(Por

t No.

1)

Engine Room Upper Platform

Elec.Workshop

Workshop

StoreRoom

H.F.O.(Port No. 2)

411m3

Pum

p R

oom

H

.F.O

. Tan

k (S

tb'd

No.

1) 2

17.7

m3

H.F

.O. T

ank

(Por

t No.

1) 2

17.7

m3

No. 1Cyl. Oil

Store Tk

F.O.Sett. Tk51.2m3

F.O.Serv. Tk

SteerGear

Room

BoilerWater Tank112.3m3

Control Room

H.F.O.(Stb'd No. 2)

346.9m3

H.F.O.Minor Tank153.7m3

A/E L.O.Store Tank

11.7m3

M/E L.O.Store Tank

30m3

M/EL.O.

Setp. Tk

No. 2Cyl. Oil

Store Tk

x2

Elec. Horn For Fire Alarm(Zollner ZADS 1/115)

5.7 Fire Alarm System

Engine Room Lower Platform

Part 6Communications

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 1

Illustration 6.1.1a UMS2100 System Layout

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Ship's Control Centre

Bridge Control Console

EAD

EAD Box

EAD Box

Chief Engineer's Office

EAD

UPS

EAD Box

Port WingAlarm BellUCS613

Stb'd WingAlarm BellUCS614

EAD

BAP Bridge

yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 08yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 07yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 06yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 05yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 04yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 03yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 02yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

AAP 01

UCS 01UCS 02UCS 40UCS 41UCS 42UCS 43UCS 44UCS 45UCS 46UCS 47UCS 48UCS 51UCS 81UCS 82UCS 83UCS 84UCS 85

UCS 410UCS 411UCS 700

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARM

LIST

ALARM

GROUP1

ALARM

GROUP6

ALARM

GROUP7

ALARM

GROUP8

ALARM

GROUP9

ALARM

GROUP10

ALARM

GROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARM

GROUP3

ALARM

GROUP4

ALARM

GROUP5

ADD.

LIST

ASSIST

CALL

DEAD

MANWATCH

PRINTER

CON-

TROL

ADJUST

CHAN-

NEL

DUTYMAIN-

TE-

NANCE

DISPLAY

CHAN-

NEL

STOP

HORN

ALARM

ACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Gamma Outstation No 2

Gamma Outstation No 1

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARM

LIST

ALARM

GROUP1

ALARM

GROUP6

ALARM

GROUP7

ALARM

GROUP8

ALARM

GROUP9

ALARM

GROUP10

ALARM

GROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARM

GROUP3

ALARM

GROUP4

ALARM

GROUP5

ADD.

LIST

ASSIST

CALL

DEAD

MANWATCH

PRINTER

CON-

TROL

ADJUST

CHAN-

NEL

DUTYMAIN-

TE-

NANCE

DISPLAY

CHAN-

NEL

STOP

HORN

ALARM

ACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Rotating Light

Horn

Stop Horn

Engine Control Room

Accommodation Area

UCS105

UCS104

UCS107

UCS106

UCS109

UCS108

UCS111

UCS110

UCS113

UCS112

UCS115

UCS114

UCS117

UCS116

24Vdc

24Vdc

24Vdc

24Vdc

24Vdc

24Vdc

24Vdc

UCS420

UCS430

24Vdc

220Vac

24Vdc

UCS122

UCS123

UCS450

UCS421

24Vdc

220Vac

220Vac

24Vdc

UCS610

UCS611

UCS612

24Vdc

24Vdc

24Vdc

1st Engineer Buzzer

Chief Engineer Buzzer

Engineers' Alley Buzzer

Officers' SmokeRoom

Dining Saloon

Duty Mess

Gymnasium

Ship ControlCentre

24Vdc

220Vac

Alarm

220Vac

220Vacyngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN WATCH

PRINTERCON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Engine Control Centre Console

EAD Box

EAD Box

BAP - ECR

EAD

EAD

LOP GAMMA 2

LOP GAMMA 1

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 2

6.1 Communication Systems

6.1.1 UMS 2100 System

Maker: Lyngso MarineType: UMS 2100

Introduction

The purpose of an alarm and monitoring system is to collect the informationconcerning safety on board the ship and to monitor the alarm situation.

The system carries out the following tasks:

Acquisition of supervision data. i.e. sensor values

Detection of alarm states i.e. illegal values or states

Announcement of detected alarms

Supervision of engineer response

Logging of alarms and events

After discovering an alarm situation, the system will announce this to the dutyengineer and the bridge, thereby making it possible to safely operate the shipwith ‘unmanned machinery spaces’.

The alarm is not only presented as an alarm in general but also as an alarmgroup. The engineer can determine the nature of the alarm quickly, e.g. fromeither main engine, pumps, power plant, fire etc.

When the system detects an alarm, it announces it both by a light, a sound andon various types of text displays. In response to the alarm announcement, theengineer must stop the buzzer/horn and acknowledge the alarm, in order toconfirm that he is aware of what has happened. Failure to do this will result inthe system announcing the alarm in all possible locations.

An alarm has four states:

Normal

Normal and not acknowledged

Present but not acknowledged

Present and acknowledged

The ECR station is the centre of the system, and it is from here that the alarmsmust be acknowledged.

(Note ! Silencing the buzzer/horn has no significance to the alarm state. Thealarm must be acknowledged in order to avoid the ‘ALL ENGINEERSCALL’.)

Alarms Cut-out

In some cases alarms may need to be disabled, e.g. if the sensor is faulty, ifwork is being carried out that may cause undesired alarms or when the mainengine is stopped resulting in a low F.O. pressure alarm.

These can be activated at the ECR Station or the Local Operating Panel afterinserting a valid password.

WARNING

Alarm cut-outs should only be carried out by authorised personnel.

Description

Bridge and Accommodation Alarm System

The advising of an alarm to the duty engineers takes place through the accom-modation Alarm Panels (AAPs) which are located in the cabins of the dutyengineers and the public rooms, and on the Basic Alarm Panels on the bridge.

When an alarm occurs, the buzzer on the bridge will sound, and the navigatorcan only silence it locally by pressing ‘STOP HORN’ on the bridge panel. Thiswill not effect the status of the alarm anywhere else.

To select/deselect ‘unmanned machinery spaces’ a request is raised from theECR panel to the bridge panel. This may accepted or rejected by the bridge, orwithdrawn by the ECR.

Any of the AAPs located in the cabins can be brought to function as the panelsin the public rooms. Therefore a cabin panel not selected on duty, can beselected to give alert as the alarm occurs. This allows a duty engineers to visitanother cabins other than their own.

Duty Engineer Watch System

When a UMS alarm sounds the duty engineer can acknowledge the alarmeither in his cabin or a public room, depending where the engineer is when itoccurs.

In both cases the action is to first silence the buzzer/horn locally and thenproceed to the ECR panel to silence and acknowledge the alarm at source.

Failure to acknowledge the alarm at the ECR panel within predetermined time(typically 5 minutes) will result in an ‘ALL ENGINEERS CALL’ announce-ment on all panels.

A back up engineer can also be selected if necessary, in case the duty engineerdoes not respond to an alarm, or if a dead man alarm is released.

UMS2100 Printer

The printer is controlled from the ECR panel and the Bridge panel, howeveronly the printing of reports are possible from the Bridge.

The following information can be printed:

Alarm/Event log

Data log

Alarm list

Cut-out list

Alarm/Event log

This log contains events concerning:

Alarms changing from normal to alarm and vice versa

Change of state of event channel

Channels entering and leaving cut-out states

System and configuration error messages

Entering and leaving of privileged modes

Change of duty engineers and ‘Unmanned Watch Station’ status

Change of system date and time

Data Log

This is a report on channels showing their current value or status.

Alarm List Report

This is a print of the content of the alarm list and it contains all the standingand acknowledged alarms in the system at the moment the report was ordered.It runs continually but can be interrupted for reports of other types, such asNoon Log reports each day.

Cut-out List Report

This contains all the channels which are in the automatic or manual cut-out liststate.

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 3

Illustration 6.1.1b UMS 2100 Operator Panels

yngso MarineLUMS 2100 LOCAL OPERATOR PANEL

ALARM

ALARMLIST

STATUS

SELECT

CON-TROL

SET-TINGS

PAGEDOWN

DIMMER

ENTESC

S1 S2 S3 S4

PAGEUP

ADD.LIST

ASSISTCALL

DEADMAN

ADJUSTCHAN-

NEL

MAIN-TE-

NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

yngso MarineLUMS 2100 BASIC ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DEADMAN

WATCHPRINTER

CON-TROL

ADJUSTCHAN-

NEL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

yngso MarineLUMS 2100 ACCOMMODATION ALARM PANEL

ALARM

ALARMLIST

ALARMGROUP1

ALARMGROUP6

ALARMGROUP7

ALARMGROUP8

ALARMGROUP9

ALARMGROUP10

ALARMGROUP2

DIMMER

ENTESC

S1 S2 S3 S4

ALARMGROUP3

ALARMGROUP4

ALARMGROUP5

ADD.LIST

ASSISTCALL

DUTYMAIN-

TE-NANCE

DISPLAYCHAN-

NEL

STOPHORN

ALARMACKN.

FIRE FAULT

1 ABC 2 DEF

8 VWX7 STU 9 YZ Ospace +/-

3 GHI 4 JKL 5 MNO 6 PQR

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 4

Operator Panels

See illustration 6.1b Operator Panels

There are 3 types of panels available:

Local Operator Panels (LOP)

Basic Alarm Panels (BAP)

Accommodation Alarm Panels (AAP)

The main difference between the LOP and the other 2 panel types, is that theLOP gives the operator access to the channels connected to the LOP only, notthe entire UMS 2100 system.

The BAPs and AAPs are normally used at the following locations:

On the bridge (BAP only)

In the ECR. The panel is used as a Watch Station (BAP only)

In the public rooms (AAPs only)

In the engineer’s cabins (AAPs only)

During the periods when the engine room is manned, the alarms are announcedand acknowledged from the ECR BAP or the related LOP.

When the engine room is unmanned the AAPs enable the system to distributethe alarm announcement to the duty engineers cabin, the public rooms and thebridge.

Local Operator Panels (LOP)

The panel consists of the following features:

A four line LCD display with backlight

A buzzer

An alarm LED

A keyboard

Basic Alarm Panels (BAP)

The panel consists of the following features:

A four line LCD display with backlight

A buzzer

An alarm LED

A keyboard

Alarm group LEDs

Accommodation Alarm Panels (AAP)

The panel consists of the following features:

A two line LCD display with backlight

A buzzer

An alarm LED

A keyboard

Alarm group LEDs

Basic description of features

LCD display:

Displays the numerical data

Buzzer:

Draws the engineers attention to any new situation in the UMS2100

Alarm LED:

Used for the indication of unacknowledged alarms

Keyboard:

Soft keysThe functions of these keys are shown on the display

Cursor and select keysUsed for scrolling in lists and pointing at elements

Function keysEach key enables the operator to access a unique function or mode in the UMS 2100When one of the keys is pressed an LED on the key will be illuminated

Alarm Group LEDs:

These are able to display the status of ten different alarm groups via the group alarm LEDs

Duty LED function

This is used for the following purposes:

Indication that a duty engineer has been selected

Indication that a duty call is unacknowledged

Indication that a duty selection is in progress

Automatic duty call announcement at the alarm panels

When a duty engineer has been selected, a duty call is given when a new alarmappears.

The call is announced on the panels at the following locations:

In the duty engineer’s cabin

The public rooms

On the bridge, if ‘Unattended Engine room’ is selected

The panels react in the following way:

The buzzer flashes

The alarm LED flashes

The duty LED flashes

The duty call is acknowledged in the following ways:

By pressing the ‘STOP HORN’ in the duty engineer’s cabin

By pressing the ‘STOP HORN’ on the BAP

Acknowledging the alarm at the LOP

When the duty call has been acknowledged the following occurs:

All buzzers which have been started due to the duty call are stopped

The duty LED stops flashing

All engineers call

The call is announced on all the panels at the following locations:

The public rooms

On the bridge

In all cabins

In the ECR

(Note ! When an ‘all engineers call’ is initiated, the buzzers cannot be stoppedlocally. All of the buzzers sound until all the alarms have been acknowledgedfrom the ECR watch station-BAP.)

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 5

Wheel House Navigation Console

Engine Control Console

Emergency Diesel Generator Room

Steering Gear Side

M.E. Man. Station

Engine Room

Bell

Rotating Light

Key

Cargo Control Console

Pump Room Top

Pump Room Bottom

Hydraulic Power Station

Common Battery Telephone System Intrinsically Safe Telephone System

Illustration 6.1.2a Sound Powered Telephone System

Electrical Signal

Bell

Bell

Bell

Bell

Bell

Bell

Bell

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 6

6.1.2 Sound Powered Telephones

Sound Powered Telephones

There are two independent sound powered telephone systems:

No.1 system:

Wheelhouse

Engine control room

Steering Gear Room

Main Engine Side

Emergency Generator room

No.2 System:

Cargo control Room

Pump Room Entrance and Tank Top (Intrinsically safe type)

Cargo Pump Turbine Side

Speech transmission is powered by voice, and a hand-cranked generator ateach extension operates the calling bells and air horn relays.

The telephones at the main engine side, pump room, cargo pump turbine sideand steering gear room are of the head set type.

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 7

From220V

FromDC24V

From220V

FromDC24VTelephone

Exchange

Captain'sBedroom

Officer'sSmoke Saloon

Crew'sDay Room

Cap. Day Room

Captain's Office

Chief Eng. Day Room

Chief Eng. Bedroom

Chief Eng. Office

Ist Eng. Day Room

Ist Eng. Bedroom

Chief Officer's Day Room

Chief Officer's Bedroom

OfficerSpare

OfficerSpare(A)

OfficerSpare(B)

OfficerSpare(C)

Chief StewardDay Room

Chief StewardBedroom

2ndOfficer

1stOfficer

2ndEngineer

ShipAss.(B)

ShipAss.(A)

ConferenceRoom

Junction Box 1

Junction Box 2

Junction Box 3Junction Box 4

FromDC24V

RelayBox

RelayBox

FromDC24V

Illustration 6.1.3a Exchange Telephones

RadioSpace

PilotRadio

SpareOfficer

(From Com.Aerial System)

Amplifier

RadioCassette(Radio Space)

Microphone

Man.Station

Man.Station

Plug Box(Port)

Plug Box(Stb'd)

Speaker(Port)

Speaker(Stb'd)

Amplifier

AmplifierSpeaker

(Passage - C Deck)Speaker

(Passage - B Deck)

Speaker(Steering Gear

Room) Electric Bell and Light(Engine Room)

Speaker(Engine Room

Workshop)

Speaker(Engine Control

Room)

Speaker(Main Engine

Side)

Speaker(Passage - A Deck)

Speaker(Passage - A Deck)

Speaker(Upper Deck)

Speaker(Upper Deck)

Speaker(Engine Room

Upper Platform)

Speaker(Engine Room

Lower Platform)

Speaker(Passage - B Deck)

Speaker(Passage - C Deck)

Volume ControlPanelVolume Control

Panel

Speaker (Fore)

Speaker(Aft)

Station TelephoneWith MicrophoneStation Telephone

With Microphone

Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G)Crew(A) Crew(H) Crew(I)Gym

Infirmary Galley

DiningSaloon

DutyMessRoom

(ShipControlCentre)

Mic.

Man.Station Volume

ControlPanel

VolumeControlPanel

TelephoneHandsets

Man.Station Handset

(InsideTel.Booth)

Key

MicrophoneTelephone Station

Junction Box Electric Bell

Speaker

SignalAcquisition

Unit

Rita Mærsk Machinery Operating Manual

Issue: 1 6.1 Communications Page 8

6.1.3 Exchange Telephones

Automatic Telephone

The automatic telephone system is a solid state electronic telephone switchingsystem with integrated circuit components which ensure high quality trans-mission. It is fitted to provide communication through out the vessel. Theexchange caters for fifty extensions, each with auto-dialling facilities to theother extensions. Alongside each extension is a directory of all extensions inthe system. A two-digit numbering system is used. The system is designed forfour lines to linked simultaneously

The following five lines have a priority override feature to enable them to beconnected to an engaged line:

Wheelhouse

Captain’s Cabin

Chief Engineer’s Cabin

Engine Control Room

Cargo Control Room

The exchange is supplied by the 220V system and in the event of powerfailure, from the 24V emergency battery system.

The exchange telephones can activate the public address system for pagingpurposes.

Four telephones, two situated in the wheelhouse consoles, one on the cargoconsole and one on the engine control console have a priority function, wherethey can interrupt telephones that are engaged by dialling a predeterminednumber when the engaged tone is heard.

Telephones are situated in all officer and crew cabins, including separatebedrooms, public rooms, galley, emergency generator room, fire controlstation, engine room workshop, main engine manoeuvring stations and engineroom floor.

Rotating lights and horns are activated when the engine room telephones areaccessed.

6.1.4 Public Address and Talk-back Systems

Public Address System

The Master station consists of the public address/talk back amplifier, radiotuner and tape recorder.

The panel is fitted with a microphone, a monitor speaker, and is able to controlall speakers on board for broadcasting important instructions.

Speakers are provided in the accommodation alleyways, public rooms,working spaces and deck.

The public address system can be accessed from the auto telephone system forpaging purposes.

The system is supplied from the main 220volt system with back up from theemergency 24volt system.

A facility is provided for overriding the general alarm during announcements.

Talk-Back System

Communication can be achieved with out the telephone exchange and soundpowered system by using the talk back system.

Microphones and speakers are supplied at:

Wheelhouse

Port and Starboard Bridge Wings

Engine Control Room

Forward Deck

Aft Deck

6.1.5 Shipboard Management System

The shipboard management system exists to ensure vessel is managed safelyand efficiently.

Meetings are held at regular intervals to ensure all personnel are aware of theobjectives of the system.

Weekly meetings are held to discuss the vessel’s forthcoming operationsschedule, as well as mechanical or fabric maintenance due to be completed.

A safety meeting is held each month, with a minimum of one meeting every 3months.

The object is to discuss safety at sea, prevention of human injury or loss of lifeand avoidance of damage to the marine environment and property.